P887 Hoegh Gallant Cargo Operating Manual Issue 1 February 2017

CARGO OPERATING MANUAL
FSRU HÖEGH GALLANT - HN 2550
IMO No: 9653678 / Issue 1 (2017.02.01)
Produced by: Worldwide Marine Technology Limited, UK

Email: manuals@wmtmarine.com
FSRU HÖEGH GALLANT Cargo Operating Manual
Issue and Update Control �� 9 Part 2: Properties of Gases Part 3: Integrated
Introduction �� 15 Automation System
2.1 Characteristics of LNG �� 2 - 3
Cargo Machinery Symbols and Colour Scheme �� 16
2.1.1 Physical Properties and Composition of LNG �� 2-3 3.1 General Principles of the IAS �� 3 - 3
Abbreviations �� 18 2.1.2 Flammability of Methane, Oxygen and 3.1.1 General Principles of the IAS �� 3 - 3
Nitrogen Mixtures �� 2-6 3.1.2 IAS System Layout �� 3 - 9
2.1.3 Supplementary Characteristics of LNG �� 2-7
Part 1: Design Concept of 2.1.4 Avoidance of Cold Shock to Metal �� 2-9
3.1.3
3.1.4
Alarm Control and Monitoring System �� 3 - 11
Extension Alarm System (EAS) �� 3 - 21
the Vessel 2.2 Characteristics of Propane �� 2 - 11 3.2 Interfaces with Other Systems �� 3 - 24
2.2.1 Physical Properties and Composition of Propane �� 2 - 11
1.1 Principal Particulars �� 1 - 3 2.2.2 Flammability of Propane, Oxygen and
1.1.1 Principal Particulars of the FSRU �� 1 - 3 Nitrogen Mixtures �� 2 - 11 Illustrations
1.1.2 Principal Particulars of Cargo Equipment and 2.2.3 Supplementary Characteristics of Propane �� 2 - 11 3.1.1a IAS Topology Mimic Screen �� 3 - 2
Machinery �� 1 - 7 3.1.1b IAS System Symbols �� 3 - 4
2.3 Properties of Nitrogen and Inert Gas �� 2 - 13
1.1.3 Tank Capacity Tables �� 1 - 14 3.1.1c Home Page Screen �� 3 - 6
1.2 Rules and Regulations �� 1 - 16 2.4 Health Hazards �� 2 - 15 3.1.2a IAS Operator Station Panel �� 3 - 8
3.1.2b Input Panel �� 3 - 9
1.3 Cargo System Technology �� 1 - 19 3.1.3a Screen Display Colour Codes Mimic �� 3 - 10
Illustrations 3.1.3b Cargo Tank Screen Display �� 3 - 12
1.3.1 Cargo Containment System Principle �� 1 - 19
2.1.1a Physical Properties of LNG �� 2 - 2 3.1.4a IAS - Patrolman Mimic �� 3 - 20
1.3.2 GTT Mark III Cargo Containment �� 1 - 21
2.1.1b Composition of Typical LNG �� 2 - 3 3.1.4b Transfer to Bridge Screen �� 3 - 21
1.3.3 Regasification �� 1 - 28
2.1.1c Variation of Boiling Point of Methane with Pressure �� 2 - 4 3.1.4c Operator Fitness Alarm Flow Chart �� 3 - 23
1.4 Hazardous Areas �� 1 - 29 2.1.1d Properties of Methane �� 2 - 5 3.1.4d CCR Alarm Logic Flow Chart �� 3 - 24
2.1.1e Relative Density of Methane and Air �� 2 - 5
Illustrations 2.1.2a Flammability of Methane, Oxygen and
Nitrogen Mixtures �� 2 - 6
Part 4: Cargo System
1.1.1a General Arrangement �� 1 - 2 2.1.4a Structural Steel Ductile to Brittle Transition Curve �� 2 - 9
1.1.1b Accommodation Plans - A and B Deck �� 1 - 4 2.2a Flammability Diagrams �� 2 - 10
4.1 Cargo Piping System �� 4 - 5
1.1.1c Accommodation Plans - C and D Deck �� 1 - 5 2.4a Methane Safety Card �� 2 - 14 4.1.1 General �� 4 - 5
1.1.1d Accommodation Plans - E and Nav Deck �� 1 - 6 2.4b Vapour Pressure, Specific Gravities and Heat of 4.1.2 Piping System �� 4 - 9
1.3.1a Cargo Tank Lining Reinforcement �� 1 - 19 Vaporisation of Methane �� 2 - 16 4.1.3 Material and Specification of Pipes and Fittings �� 4 - 17
1.3.2a Membrane Cargo Containment (GTT Reinforced 2.4c Nitrogen Safety Card �� 2 - 17 4.2 Cargo Tank Pressure Control System �� 4 - 21
Mark III) �� 1 - 20 2.4d Propane Safety Card �� 2 - 18
1.3.2b Triplex Membrane �� 1 - 21 4.2.1 Gas Management System �� 4 - 21
1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) 4.2.2 Cargo Tank Vent Control �� 4 - 27
Flat Panel Junction �� 1 - 22 4.2.3 Mode Selection �� 4 - 29
1.3.2d IBS IS Section of Longitudinal Corner �� 1 - 23 4.3 Cargo Pumps �� 4 - 41
1.3.2e Hull Steel Grades �� 1 - 24
4.3.1 Main Cargo Pumps �� 4 - 41
1.3.2f Pump Tower Base Support �� 1 - 26
4.3.2 Spray Pumps �� 4 - 49
1.3.2g Pump Tower Base Support 2 �� 1 - 27
4.3.3 Regas Feed Pumps �� 4 - 55
1.4a Hazardous Areas Plan �� 1 - 29
4.4 Cargo Compressors �� 4 - 61
4.4.1 High Duty Compressors �� 4 - 61
4.4.2 Low Duty Compressors �� 4 - 71
IMO No: 9653678 / Issue 1 (2017.02.01) Index

4.5 Gas Heater �� 4 - 81 4.2.2a Forward Vent Mast Arrangement �� 4 - 26 4.10.1a CTS Radar Gauge System �� 4 - 96
4.2.2b Forward Vent Mast Control �� 4 - 27 4.10.1b CTS Flow Diagrams �� 4 - 98
4.6 LNG Vaporiser �� 4 - 85 4.2.3a Critical Alarm and Action Panel �� 4 - 28 4.10.1c CTS Instant Readout Screen �� 4 - 99
4.2.3b Cargo Discharge Mimic Screen �� 4 - 30 4.10.1d CTS Cargo Densimeter �� 4 - 100
4.7 Forcing Vaporiser �� 4 - 89
4.2.3c Fuel Gas Changeover Mimic �� 4 - 32 4.10.1e CTS Cargo Tank Mimic �� 4 - 102
4.8 Spray Pre-Cooler and Mist Separator �� 4 - 93 4.2.3d GMS Sequence to MGO Mimic �� 4 - 34 4.10.1f CTS Main Mimic �� 4 - 104
4.2.3e GMS Sub 1 Mimic �� 4 - 35 4.10.1g Transfer Document of Loading �� 4 - 105
4.9 After-Heater/Cooler �� 4 - 95 4.2.3f GMS Sub 2 Mimic �� 4 - 36 4.10.1h CTS Status Mimic �� 4 - 106
4.2.3g GMS Sub 3 Mimic �� 4 - 37 4.10.1i CTS Configuration Mimic �� 4 - 108
4.10 Custody Transfer System (CTS) �� 4 - 97
4.2.3h GMS Sub 4 Mimic �� 4 - 39 4.10.1j Certificate of Measurement �� 4 - 109
4.10.1 Radar Based Level Gauge �� 4 - 99 4.3.1a Main Cargo Pump �� 4 - 40 4.10.2a Whessoe Gauging System �� 4 - 110
4.10.2 Float Level Gauge �� 4 - 111 4.3.1b Cargo Pump Start Mimic �� 4 - 42 4.10.2b Flotation Graph for PVC �� 4 - 111
4.10.3 Trim - List Indicator �� 4 - 115 4.3.1c Unloading Sequence Flow Chart �� 4 - 43 4.10.2c Whessoe Float Gauge with FLIV Valve �� 4 - 112
4.11 Nitrogen Production System �� 4 - 117 4.3.1d Cargo Pump Interface Mimic �� 4 - 44 4.10.3a Trim and List Indicators �� 4 - 114
4.3.1e Re-Start Restriction for Cargo Pumps Flow Chart �� 4 - 45 4.10.3b Trim and List Sensor �� 4 - 115
4.12 Inert Gas and Dry-Air System �� 4 - 127 4.3.1f Cargo Pumps Stop Sequence Mimic �� 4 - 46 4.11a Nitrogen Mimic Screen �� 4 - 116
4.3.2a Spray Pump �� 4 - 48 4.11b Nitrogen Generator System in Engine Room �� 4 - 118
4.13 Fixed Gas Sampling and
4.3.2b Spray Pump Sequence Mimic �� 4 - 50 4.11c Nitrogen Generator Operator Terminal �� 4 - 120
Gas Detection Systems �� 4 - 135 4.3.2c Re-Start Restriction for Spray Pumps Flow Chart �� 4 - 51 4.11d Nitrogen System (1/3) �� 4 - 122
4.14 Cargo and Ballast Valve Control �� 4 - 153 4.3.2d Spray Pump Interface Mimic �� 4 - 52 4.11e Nitrogen System (2/3) �� 4 - 123
4.3.3a Regas Feed Pump �� 4 - 54 4.11f Nitrogen System (3/3) �� 4 - 125
4.14.1 Cargo Valve Remote Control System �� 4 - 153
4.3.3b Regas Pump Sequence Mimic �� 4 - 56 4.12a IAS Inert Gas Generator Mimic �� 4 - 126
4.14.2 Ballast Valve Remote Control System �� 4 - 159
4.3.3c Re-Start Restriction for Regas Feed Pumps 4.12b Inert Gas System �� 4 - 128
4.15 Cargo Relief Systems �� 4 - 165 Flow Chart �� 4 - 57 4.12c Inert Gas System on Deck �� 4 - 130
4.15.1 Cargo Tank Relief Valves �� 4 - 165 4.3.3d Regas Spray Pumps Interface �� 4 - 58 4.13a Gas Detection Mimic �� 4 - 134
4.15.2 Insulation Space Relief Valves �� 4 - 167 4.4.1a High Duty Compressors �� 4 - 60 4.13b Gas Detection Block Diagram �� 4 - 136
4.15.3 Pipeline Relief Valves �� 4 - 168 4.4.1b HD Compressor Screen �� 4 - 62 4.13c Gas Detection Cargo Space Mimic �� 4 - 138
4.15.4 Regasification Unit Relief Valves �� 4 - 171 4.4.1c HD Compressor Control Panel Screen �� 4 - 64 4.13d Gas Detection Accommodation and
4.4.1d HD Parallel Start Sequence �� 4 - 66 Engine Room Space Mimic �� 4 - 140
4.16 Gas Combustion Unit �� 4 - 173 4.4.1e Gas Management Mimic �� 4 - 69 4.13e Gas Detection Deck Space Mimic �� 4 - 142
4.4.2a Low Duty Compressor �� 4 - 70 4.13f SW2020 Gas Sampling Panels �� 4 - 144
Illustrations 4.4.2b BOG LD Compressor Screen �� 4 - 72 4.13g Gas Detection Control �� 4 - 146
4.4.2c Anti-Surge Control Screen �� 4 - 74 4.14.1a Hydraulic Valve Layout for Cargo System �� 4 - 152
4.1.1a Cargo Piping System �� 4 - 4
4.4.2d Parallel Running Automatic Sequence �� 4 - 75 4.14.1b Hydraulic Power Pack Mimic �� 4 - 154
4.1.1b Regasification System �� 4 - 6
4.4.2e BOG Compressor Load Control Screen �� 4 - 76 4.14.1c Hydraulic Pump Flow Charts �� 4 - 156
4.1.1c Cargo System Mimic �� 4 - 7
4.4.2f LD Master/Slave Loading Scheme �� 4 - 77 4.14.2a Hydraulic Valve Layout for Ballast System �� 4 - 158
4.1.2a Simple Cargo System �� 4 - 8
4.4.2g LD Parallel Start Sequence Mimic �� 4 - 78 4.14.2b HPU Unit with Accumulator �� 4 - 160
4.1.2b Cargo Manifold �� 4 - 10
4.5a High Duty Heater �� 4 - 80 4.15.1a Pressure Relief Valve Operation �� 4 - 164
4.1.2c No.4 Cargo Tank Arrangement �� 4 - 12
4.5b Boil-Off Gas High Duty Heater �� 4 - 82 4.15.2a Pilot Operated Safety Relief Valve �� 4 - 166
4.1.2d Example of Spiral-Wound Jointing �� 4 - 13
4.6a LNG Vaporiser �� 4 - 84 4.15.2b IBS and IS Pressure Control Table �� 4 - 167
4.1.2e Cargo Compressor Room �� 4 - 15
4.6b LNG Vaporiser Mimic �� 4 - 86 4.15.3a Typical Pipeline Relief Valve �� 4 - 168
4.1.3a Pipe Insulation �� 4 - 16
4.7a Forcing Vaporiser �� 4 - 88 4.16a Gas Combustion Unit �� 4 - 172
4.2.1a Pressure Setting Table, FSRU and LNGC Mode �� 4 - 20
4.7b Forcing Vaporiser Mimic �� 4 - 90 4.16b Gas Combustion Unit - IAS Screen Shot �� 4 - 174
4.2.1b Gas Management Parameters Mimic �� 4 - 22
4.8a Boil-Off Gas Mist Separator �� 4 - 92
4.2.1c Vapour Header Pressure Setting Information Mimic �� 4 - 24
4.9a Mist Separator and Spray After-Cooler �� 4 - 94
4.2.1d Recondenser Tank Pressure Controller Mimic �� 4 - 25

Part 5: Deck Systems 5.3.2a
5.3.2b
Hull Ventilation ��
Hull Ventilation Control Screen ��
5 - 24
5 - 26
Part 6: Cargo Operations in
5.4a Fresh Water Cooling System �� 5 - 30 LNGC Mode
5.1 Temperature Monitoring System �� 5 - 3 5.4b Fresh Water Cooling System Mimic �� 5 - 33
5.2 Insulation Space/Interbarrier Space Systems �� 5 - 9 5.5.1a Ballast System �� 5 - 34 6.1 Post Dry Dock Operations �� 6 - 3
5.5.1b Ballast Water Treatment System Skid Unit �� 5 - 36 6.1.1 Procedure for Normal Insulation Space Inerting �� 6 - 3
5.2.1 Insulation Spaces Nitrogen Pressurisation and
5.5.1c Ballast Mimic �� 5 - 38 6.1.2 Drying Cargo Tanks �� 6 - 9
Control System �� 5 - 9
5.5.1d Ballast Pump Circulating Sequence Screen �� 5 - 41 6.1.3 Inerting Cargo Tanks �� 6 - 13
5.2.2 Mark III Low Differential Pressure Test �� 5 - 13
5.5.2a Ballast Pump Fill Sequence �� 5 - 42 6.1.4 Gassing-Up Cargo Tanks �� 6 - 17
5.3 Cofferdam Heating System �� 5 - 19 5.5.2b Ballast Pump Empty Sequence Screen �� 5 - 44 6.1.5 Cooling Down Cargo Tanks �� 6 - 27
5.3.1 Cofferdam Heating and Control System �� 5 - 19 5.5.2c Ballast Pump Stop Screen �� 5 - 47
5.5.3a Ballast Tank and Draught Gauges �� 5 - 48
6.2 Loading �� 6 - 35
5.3.2 Hull Ventilation �� 5 - 25
5.5.3b Tank Level Gauging Panel �� 5 - 49 6.2.1 Preparations for Loading �� 6 - 35
5.4 Cargo Machinery Fresh Water Cooling System �� 5 - 31 5.6a Loading Computer Screen �� 5 - 52 6.2.2 Cargo Lines Cooldown �� 6 - 37
5.5 Ballast System �� 5 - 35 5.7a Passageways and Forward Bilge Systems �� 5 - 56 6.2.3 To Load Cargo in LNGC Mode �� 6 - 39
5.7b Cargo Bilge System Mimic �� 5 - 58 6.2.4 Operating Procedure for Draining and
5.5.1 Ballast Piping System �� 5 - 35 Purging Discharging/Loading Arms �� 6 - 45
5.8.1a Winch and Windlass Deck Arrangement �� 5 - 60
5.5.2 Ballast Water Management �� 5 - 43 6.2.5 Deballasting �� 6 - 47
5.8.1b Mooring Arrangements �� 5 - 62
5.5.3 Remote Level and Draught Indicating System �� 5 - 49
5.8.2a Mooring Arrangements with QRHs �� 5 - 66 6.3 Loaded Voyage with Boil-Off Gas Burning �� 6 - 51
5.6 Loading Computer �� 5 - 53 5.8.2b Quick-Release Hooks and Capstan �� 5 - 67
6.3.1 Normal Boil-Off Gas Burning �� 6 - 51
5.8.2c Operating Quick-Release Hooks and Capstan �� 5 - 68
5.7 Passageway and Forward Bilge/Drain System �� 5 - 57 5.8.2d Load Monitoring and Remote Release Display �� 5 - 70
6.3.2 Forced Boil-Off Gas Burning �� 6 - 55
5.8 Deck Equipment �� 5 - 61 5.8.3a Port Manifold Crane �� 5 - 72 6.4 Discharging �� 6 - 57
5.8.3b Knuckle Boom Crane �� 5 - 76 6.4.1 Preparations for Discharging �� 6 - 57
5.8.1 Mooring Winches and Windlass �� 5 - 61
5.8.3c Knuckle Crane Operator Panel �� 5 - 78 6.4.2 Liquid Line Cooldown Before Discharging �� 6 - 59
5.8.2 Quick-Release Hooks �� 5 - 68
5.8.3d Knuckle Crane Starter Cabinet �� 5 - 79 6.4.3 Shore Arms Cooldown Before Discharging �� 6 - 61
5.8.3 Manifold Service/Regas Cranes �� 5 - 73
5.8.3e Main Menu Dispaly Panel �� 5 - 80 6.4.4 Discharging With Vapour Return From Shore �� 6 - 63
5.8.4 Provision and Cargo Machinery Room Cranes �� 5 - 89
5.8.3f Knuckle Crane Emergency Stop �� 5 - 81 6.4.5 Discharging Without Vapour Return From Shore �� 6 - 67
5.9 Cargo Steam System �� 5 - 95 5.8.3g Main Operating Display �� 5 - 82 6.4.6 Ballasting �� 6 - 69
5.8.3h Knuckle Crane Operator Levers �� 5 - 83
5.8.3i Override Bypass Display �� 5 - 84
6.5 Ballast Passage �� 6 - 73
Illustrations 6.5.1 Cooling Down Cargo Tanks Prior to Arrival �� 6 - 75
5.8.3j Personnel Handling Panel �� 5 - 85
5.1a Barrier Space Temperature Screen �� 5 - 2 5.8.3k Derating Display Panel �� 5 - 86 6.5.2 Sloshing Inside the Cargo Tanks �� 6 - 81
5.1b No.1 Tank Cofferdam Temperature Screen �� 5 - 4 5.8.4a Aft Provision Handling Cranes �� 5 - 88 6.6 Pre-Dry Dock Operations �� 6 - 83
5.1c No.3 Tank Cofferdam Temperature Screen �� 5 - 5 5.8.4b Cargo Machinery Room Crane �� 5 - 90
5.1d No.4 Tank Cofferdam Temperature Screen �� 5 - 7 6.6.1 Spray and Line Draining �� 6 - 83
5.9a Cargo Steam System �� 5 - 94
5.2.1a IS/IBS Monitoring for N2 Leak Based on 6.6.2 Tank Warm-Up �� 6 - 87
Position of IS/IBS N2 Control Valve �� 5 - 8 6.6.3 Inerting Cargo Tanks �� 6 - 93
5.2.1b IS IBS Control Screen �� 5 - 10 6.6.4 Aerating �� 6 - 101
5.2.2a Low Differential Pressure Test Blank Flanges �� 5 - 12
5.2.2b External Leak Verification �� 5 - 14 Illustrations
5.2.2c IBS and IS Piping Arrangement on Liquid Dome �� 5 - 16 6.1.1a Insulation Spaces Evacuation �� 6-2
5.3.1a Cofferdam Heating Screen �� 5 - 18 6.1.1b Insulation Space Screen �� 6-4
5.3.1b Glycol Water Heater System �� 5 - 20 6.1.1c Interbarrier Space/Insulation Space Vacuum System �� 6-7
5.3.1c Cofferdam Heating System �� 5 - 23 6.1.2a Drying Tanks in Summer �� 6-8

6.1.2b Drying Tanks in Winter �� 6 - 10 6.6.3c Inerting Spray Line �� 6 - 96 7.1.5a One Tank - Inerting - With Regasification �� 7 - 12
6.1.3a Inerting Cargo Tanks �� 6 - 12 6.6.3d Machinery Room �� 6 - 98 7.1.6a One Tank - Gassing Up - With Regasification �� 7 - 14
6.1.3b Inerting Cargo Tanks with Nitrogen �� 6 - 14 6.6.4a Aeration of the Cargo Tanks �� 6 - 100 7.1.7a One Tank - Cooling Down - With Regasification �� 7 - 16
6.1.4a Gassing-Up Cargo Tanks - Venting �� 6 - 16 7.1.7b Typical Range of Initial Cooldown
6.1.4b
6.1.4c
Gassing-Up Compressor House - Venting ��
Gassing-Up Cargo Tanks - To Shore ��
6 - 18
6 - 22
Part 7: Cargo Operations in 7.2a
Curves in 10 Hours ��
Regasification Without Cargo Tanks Make-Up ��
7 - 17
7 - 18
6.1.4d Gassing-Up Cargo Tanks - GCU �� 6 - 24 FSRU Mode 7.2b Regasification With Cargo Tanks Make-Up
6.1.5a Initial Cooldown �� 6 - 26 Using Forcing Vaporiser �� 7 - 20
6.1.5b Cargo Tank Cooldown Mimic �� 6 - 28 7.1 One Tank Operation �� 7 - 3 7.2c Regasification With Cargo Tanks Make-Up
6.1.5c Cargo Tank Temperature Mimic �� 6 - 30 7.1.1 Warm-Up �� 7 - 3 Using LNG Vaporiser �� 7 - 22
6.1.5d Barrier Space Temperature Mimic �� 6 - 31 7.1.2 Inerting �� 7 - 7 7.3a Tank to Tank Transfer �� 7 - 24
6.1.5e Cofferdam Temperature Mimic �� 6 - 33 7.1.3 Aerating �� 7 - 9 7.4.1a Flow Diagram of LNG STS Transfer �� 7 - 26
6.2.1a Preparations for Loading - LNGC Mode �� 6 - 34 7.1.4 One Tank Drying �� 7 - 11 7.4.2a Cooling Down Lines Prior to Transfer -
6.2.2a Cargo Lines Cooldown �� 6 - 36 7.1.5 One Tank Inerting �� 7 - 13 With Regasification �� 7 - 28
6.2.3a Loading in LNGC Mode �� 6 - 38 7.1.6 One Tank Gassing-Up �� 7 - 15 7.4.3a Ship to Ship Loading With Regasification �� 7 - 30
6.2.3b Loading Sequence Screen Shot �� 6 - 40 7.1.7 One Tank Cooldown �� 7 - 17 7.4.3b Loading Mimic �� 7 - 32
6.2.3c Cargo Loading Screen �� 6 - 42 7.4.3c LD Compressors in Parallel �� 7 - 34
7.2 Regas Operation �� 7 - 19
6.2.3d Starting & Stopping Cargo Loading 7.4.4a Cargo Recirculating �� 7 - 36
Sequence Flow Chart �� 6 - 43 7.3 Cargo Transfer Between Cargo Tanks �� 7 - 25 7.5.1a Cooling Down Lines Prior to Transfer -
6.2.4a Draining Manifold �� 6 - 44 Without Regasification �� 7 - 38
6.2.5a Deballasting �� 6 - 46 7.4 Ship to Ship Transfer Side by Side 7.5.1b Ship to Ship Loading Without Regasification �� 7 - 40
6.2.5b Ballast Pumps Mimic Screen �� 6 - 49 With Regasification �� 7 - 27 7.6a ESD System �� 7 - 44
6.3.1a Gas Management �� 6 - 50 7.4.1 Ship to Ship Transfer Side by Side �� 7 - 27 7.6b ESD Fire and Gas System Interface �� 7 - 45
6.3.1b Loaded Voyage with Normal BOG Gas Burning �� 6 - 52 7.4.2 Liquid Line Cooldown Before Loading �� 7 - 29 7.6c Critical Alarm and Action Panel �� 7 - 46
6.3.2a Loaded Voyage with Forced BOG Gas Burning �� 6 - 54 7.4.3 To Load Cargo in FSRU Mode �� 7 - 31 7.6d ESD Hierarchy System �� 7 - 47
6.4.1a Preparations for Discharging in LNGC Mode �� 6 - 56 7.4.4 Roll-over Effects On board a Liquefied Gas Carrier �� 7 - 37 7.6e IAS Screen Shot - ESD Main Page �� 7 - 48
6.4.2a Liquid Line Cooldown Before Discharging �� 6 - 58 7.6g ESD Panel �� 7 - 50
6.4.3a Shore Arm Cooldown Before Discharging �� 6 - 60 7.5 Ship to Ship Transfer Side by Side 7.6h Ship In Position System �� 7 - 52
6.4.4a Cargo Unloading Screen �� 6 - 62 Without Regasification �� 7 - 39 7.6i Ship In Position System - LNGC �� 7 - 54
6.4.4b Discharging with Vapour Return from Shore �� 6 - 65 7.5.1 Ship to Ship Transfer Side by Side �� 7 - 39 7.7.1a Ship/Shore Link Emergency Shutdown System �� 7 - 66
6.4.5a Discharging Without Vapour Return from Shore �� 6 - 66 7.5.2 To Load Cargo in FSRU Mode �� 7 - 41 7.7.1b Ship/Shore Link System Architecture �� 7 - 68
6.4.6a Ballasting with Sea Water Pumps �� 6 - 68 7.7.1c Fibre-Optic/Electric System Configuration Module �� 7 - 70
6.4.6b Ballasting with Small Ballast Pump �� 6 - 70 7.6 Emergency Shutdown and Tank Protection 7.7.1d Emergency System Control Panels �� 7 - 72
6.5.1a Gas Management System Control and Parameters �� 6 - 72 Systems �� 7 - 45 7.7.1e Emergency Shutdown System Telephone �� 7 - 73
6.5.1b Cooldown Before Arrival �� 6 - 74 7.7 Ship to Ship Link �� 7 - 67 7.7.1f Ship/Shore Status Panel �� 7 - 73
6.5.1c Gas Management �� 6 - 76 7.7.2a Air Control Board Mimic �� 7 - 74
6.5.1d Forcing Vaporiser �� 6 - 78 7.7.1 Electrical Systems �� 7 - 67 7.7.2b Emergency Shutdown Pneumatic System �� 7 - 76
6.5.1e No.1 Cargo Tank �� 6 - 79 7.7.2 Pneumatic Emergency Shutdown System �� 7 - 75
6.6.1a Stripping and Draining with Gas Burning �� 6 - 82
6.6.1b Stripping and Draining without Gas Burning �� 6 - 85 Illustrations
6.6.2a Tank Warm-Up with Gas Burning �� 6 - 86 7.1.1a One Tank - Warm-Up - With Regasification �� 7 - 2
6.6.2b Tank Warm-Up - Venting 1st Stage �� 6 - 88 7.1.1b One Tank - Warm-Up - With Regasification �� 7 - 5
6.6.2c Tank Warm-Up - Venting 2nd Stage �� 6 - 90 7.1.2a One Tank - Gas Freeing - With Regasification �� 7 - 6
6.6.3a Inerting Cargo Tanks (Gas Freeing) �� 6 - 92 7.1.3a One Tank - Aeration - With Regasification �� 7 - 8
6.6.3b Inerting Cargo Lines (Gas Freeing) �� 6 - 94 7.1.4a One Tank - Drying - With Regasification �� 7 - 10

Part 8: Regasification Part 9: Regasification Part 10: Ship to Ship Transfer
Equipment OperationS Equipment
8.1 Suction Drum �� 8 - 3
9.1 Control Philosophy �� 9 - 3 10.1 Ship to Ship Transfer Equipment �� 10 - 3
8.2 Knock-Out Drum �� 8 - 5
9.2 Regasification Operation �� 9 - 13
8.3 LNG Booster Pumps �� 8 - 7 Illustrations
9.2.1 Regasification Plant Inerting �� 9 - 13
8.4 Boil-Off Gas Recondenser �� 8 - 9 9.2.2 Cooldown of the Regasification Unit �� 9 - 15 10.1a Hose Connection System �� 10 - 2
9.2.3 Booster Pump Start �� 9 - 21 10.1b STS Hose and Y Piece �� 10 - 3
8.5 LNG Vaporiser �� 8 - 11 10.1c STS Hose Saddle �� 10 - 4
9.3 Shutdown of the Regasification Plant �� 9 - 28
10.1d Insulation Kit for Flanges �� 10 - 5
8.6 Natural Gas Trim Heater �� 8 - 11 10.1e Manifold Layout �� 10 - 6
9.4 Transferring Propane from a
8.7 Propane Storage Tank �� 8 - 13 Loop to Storage Tank �� 9 - 31 10.1f QRC Controls �� 10 - 7
10.1g Emergency Release Coupling �� 10 - 8
8.8 Propane Buffer Tank �� 8 - 13 9.5 Loading Propane Storage Tank �� 9 - 31 10.1h QRC Hydraulic Interface �� 10 - 9
8.9 Propane Circulating Pump �� 8 - 15

Illustrations Part 11: Ship to Ship Transfer
8.10 Propane Preheater �� 8 - 17
9.1a Regas Main Mimic �� 9 - 2 Operations
8.11 Propane Evaporators �� 8 - 17 9.1b Regas Logic Train �� 9 - 4
9.1c Regas Suction Drum Mimic �� 9 - 6 11.1 General Safety �� 11 - 3
8.12 Regasification Sea Water Pumps �� 8 - 17 9.1d Booster Pump Starting Diagram �� 9 - 8
9.1e Critical Alarm and Action Panel �� 9 - 10 11.2 Pre-Mooring Preparations �� 11 - 8
8.13 Sea Water Filter �� 8 - 19
9.2a Regas Train Mimic - Cooldown �� 9 - 12
11.3 Mooring �� 11 - 9
8.14 Gas Metering System �� 8 - 21 9.2b Suction Drum Cooldown �� 9 - 14
9.2c Booster Pump Train 1 �� 9 - 16 11.4 Connection Procedure to the FSRU �� 11 - 11
9.2d LNG Vaporiser - Trim Heater and Propane
Illustrations Loop With Sea Water Cooling �� 9 - 18 11.5 Connection Procedure to LNGC �� 11 - 12
8.1a Regas Suction Drum Mimic �� 8 - 2 9.2e Master Flow Control Mimic �� 9 - 22
11.6 Cargo Transfer Operation �� 11 - 13
8.1b Suction Drum �� 8 - 4 9.5a Loading Propane to Storage Tank �� 9 - 30
8.3a Booster Pump Train 1 �� 8 - 6 11.7 Disconnection Procedure on the LNGC �� 11 - 14
8.3b LNG Booster Pump �� 8 - 7
8.3c Regas Train Mimic �� 8 - 8 11.8 Disconnection Procedure to FSRU �� 11 - 15
8.5a LNG Vaporiser - Trim Heater and Propane Loop 11.9 Emergency Disconnection Procedure �� 11 - 15
With Sea Water Cooling �� 8 - 10
8.7a Propane Storage Tank Mimic �� 8 - 12
8.7b Propane Storage for Propane Loop System �� 8 - 14 Illustrations
8.9a Propane Circulating Pump�� 8 - 15 11.1a Mooring - Ship to Ship Transfer �� 11 - 2
8.13a Regas Sea Water Filtering System �� 8 - 18 11.1b Ship to Ship Transfer �� 11 - 4
8.13b Sea Water Filter �� 8 - 19 11.4a Ship to Ship Hose Handling by
8.14a Gas Metering Mimic �� 8 - 20 Knuckle Boom Crane �� 11 - 10
8.14b Gas Metering Mimic 2�� 8 - 22
8.14c Gas Chromatograph Screen �� 8 - 23
8.14d Gas Metering System �� 8 - 24

Part 12: Emergency
Procedures
12.1 Vapour Leakage �� 12 - 3
12.2 Liquid Leakage �� 12 - 5
12.3 Water Leakage to Insulation Space �� 12 - 9
12.4 Fire and Emergency Breakaway �� 12 - 10
12.5 Cold Spots on Inner Hull �� 12 - 11
12.6 Ship to Ship Transfer �� 12 - 12
12.7 Jettisoning of Cargo �� 12 - 14
12.8 Vent Mast on Fire �� 12 - 15
12.9 High Pressure LNG Leak �� 12 - 16
12.10 LNG Pool Pressure Fire �� 12 - 17
12.11 Propane Containment Failure �� 12 - 18
Illustrations
12.1a Interbarrier Space Purge �� 12 - 2
12.2a LNG Leakage to IBS �� 12 - 4
12.2b IBS Stripping �� 12 - 6
12.2c Portable Liquid Level Gauge �� 12 - 7
12.3a Water Evacuation from Insulation Space �� 12 - 8
12.7a LNG Jettison Typical Arrangement �� 12 - 14

Issue and Update Control This manual was produced by:
Item Issue 1 Issue 2 Issue 3
Issue And Update Control Jan 2017
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
Introduction Jan 2017
documents ensures that:
For any new issue or update contact: Cargo Machinery Symbols And Colour Jan 2017
Scheme
• Documents conform to a standard format; Abbreviations Jan 2017
The Technical Director Part 1: Design Concept of the Vessel
• Amendments are carried out by relevant personnel; Worldwide Marine Technology 1.1 Principal Particulars Jan 2017
1.1.1 Principal Particulars of the FSRU Jan 2017
Dee House
• Each document or update to a document is approved before 1.1.2 Principal Particulars of Cargo Jan 2017
issue; Parkway, Zone 2, Deeside Industrial Park Equipment and Machinery
��
Deeside, Flintshire, 1.1.3 Tank Capacity Tables Jan 2017

1.2 Rules and Regulations Jan 2017
• A history of updates is maintained; CH5 2NS 1.3 Cargo System Technology Jan 2017
United Kingdom 1.3.1 Cargo Containment System Principle Jan 2017
• Updates are issued to all registered holders of documents; 1.3.2 GTT Mark III Cargo Containment Jan 2017
E-Mail: manuals@wmtmarine.com 1.3.3 Regasification Jan 2017
• Sections are removed from circulation when obsolete. 1.4 Hazardous Areas Jan 2017
Illustrations
Document control is achieved by the use of the footer provided on every page 1.1.1a General Arrangement Jan 2017
and the issue and update table below.
1.1.1b Accommodation Plans - A and B Jan 2017
Deck
The right-hand corner of each footer show details of the section number and 1.1.1c Accommodation Plans - C and D Jan 2017
title. The centre of the footer shows the current section number and the current Deck
page number. The left-hand corner of each footer shows the issue number. 1.1.1d Accommodation Plans - E and Nav Jan 2017
Deck
Details of each section are given in the first column of the issue and update 1.3.1a Cargo Tank Lining Reinforcement Jan 2017
control table. The table thus forms a matrix into which the dates of issue of the 1.3.2a embrane Cargo Containment (GTT
M Jan 2017
original document and any subsequent updated sections are located. Reinforced Mark III)
1.3.2b Triplex Membrane Jan 2017
The information and guidance contained herein is produced for the assistance 1.3.2c Interbarrier Space (IBS) - Insulation Jan 2017
of certificated officers who by virtue of such certification are deemed Space (IS) Flat Panel Junction
competent to operate the vessel to which such information and guidance refers. 1.3.2d IBS IS Section of Longitudinal Jan 2017
Any conflict arising between the information and guidance provided herein and Corner
the professional judgement of such competent officers must be immediately 1.3.2e Hull Steel Grades Jan 2017
resolved by reference to the company’s Technical Operations Office. 1.3.2f Pump Tower Base Support Jan 2017
1.3.2g Pump Tower Base Support 2 Jan 2017
1.4a Hazardous Areas Plan Jan 2017
Part 2: Properties of Gases
2.1 Characteristics of LNG Jan 2017
2.1.1 Physical Properties and Composition Jan 2017
of LNG
2.1.2 Flammability of Methane, Oxygen Jan 2017
and Nitrogen
��
Mixtures
2.1.3 Supplementary Characteristics of Jan 2017
LNG
2.1.4 Avoidance of Cold Shock to Metal Jan 2017
2.2 Characteristics of Propane Jan 2017

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
2.2.1 Physical Properties and Composition Jan 2017 Part 4: Cargo System 4.1.2b Cargo Manifold Jan 2017
of Propane 4.1 Cargo Piping System Jan 2017 4.1.2c No.4 Cargo Tank Arrangement Jan 2017
2.2.2 Flammability of Propane, Oxygen Jan 2017 4.1.1 General Jan 2017 4.1.2d Example of Spiral-Wound Jointing Jan 2017
and Nitrogen
��
Mixtures
4.1.2 Piping System Jan 2017 4.1.2e Cargo Compressor Room Jan 2017
2.2.3 Supplementary Characteristics of Jan 2017
Propane 4.1.3 Material and Specification of Pipes Jan 2017 4.1.3a Pipe Insulation Jan 2017
and Fittings 4.2.1a ressure Setting Table, FSRU and
P Jan 2017
2.3 Properties of Nitrogen and Inert Jan 2017
Gas 4.2 Cargo Tank Pressure Control Jan 2017 LNGC Mode
System 4.2.1b Gas Management Parameters Mimic Jan 2017
2.4 Health Hazards Jan 2017
4.2.1 Gas Management System Jan 2017 4.2.1c Vapour Header Pressure Setting Jan 2017
Illustrations
4.2.2 Cargo Tank Vent Control Jan 2017 Information Mimic
2.1.1a Physical Properties of LNG Jan 2017
4.2.3 Mode Selection Jan 2017 4.2.1d Recondenser Tank Pressure Jan 2017
2.1.1b Composition of Typical LNG Jan 2017 Controller Mimic
4.3 Cargo Pumps Jan 2017
2.1.1c Variation of Boiling Point of Methane Jan 2017 4.2.2a Forward Vent Mast Arrangement Jan 2017
with Pressure 4.3.1 Main Cargo Pumps Jan 2017
4.3.2 Spray Pumps Jan 2017 4.2.2b Forward Vent Mast Control Jan 2017
2.1.1d Properties of Methane Jan 2017
4.3.3 Regas Feed Pumps Jan 2017 4.2.3a Critical Alarm and Action Panel Jan 2017
2.1.1e Relative Density of Methane and Air Jan 2017
4.4 Cargo Compressors Jan 2017 4.2.3b Cargo Discharge Mimic Screen Jan 2017
2.1.2a Flammability of Methane, Oxygen Jan 2017
and ��
Nitrogen Mixtures 4.4.1 High Duty Compressors Jan 2017 4.2.3c Fuel Gas Changeover Mimic Jan 2017
2.1.4a Structural Steel Ductile to Brittle Jan 2017 4.4.2 Low Duty Compressors Jan 2017 4.2.3d GMS Sequence to MGO Mimic Jan 2017
Transition Curve 4.2.3e GMS Sub 1 Mimic Jan 2017
4.5 Gas Heater Jan 2017
2.2a Flammability Diagrams Jan 2017 4.2.3f GMS Sub 2 Mimic Jan 2017
4.6 LNG Vaporiser Jan 2017
2.4a Methane Safety Card Jan 2017 4.2.3g GMS Sub 3 Mimic Jan 2017
4.7 Forcing Vaporiser Jan 2017
2.4b apour Pressure, Specific Gravities
V Jan 2017 4.2.3h GMS Sub 4 Mimic Jan 2017
and Heat of ��
Vaporisation of Methane 4.8 Spray Pre-Cooler and Mist Jan 2017
Separator 4.3.1a Main Cargo Pump Jan 2017
2.4c Nitrogen Safety Card Jan 2017
4.9 After-Heater/Cooler Jan 2017 4.3.1b Cargo Pump Start Mimic Jan 2017
2.4d Propane Safety Card Jan 2017
4.10 Custody Transfer System (CTS) Jan 2017 4.3.1c Unloading Sequence Flow Chart Jan 2017
Part 3: Integrated Automation System
4.10.1 Radar Based Level Gauge Jan 2017 4.3.1d Cargo Pump Interface Mimic Jan 2017
3.1 General Principles of the IAS Jan 2017
4.10.2 Float Level Gauge Jan 2017 4.3.1e e-Start Restriction for Cargo Pumps
R Jan 2017
3.1.1 General Principles of the IAS Jan 2017 Flow Chart
4.10.3 Trim - List Indicator Jan 2017
3.1.2 IAS System Layout Jan 2017 4.3.1f Cargo Pumps Stop Sequence Mimic Jan 2017
4.11 Nitrogen Production System Jan 2017
3.1.3 Alarm Control and Monitoring Jan 2017 4.3.2a Spray Pump Jan 2017
System 4.12 Inert Gas and Dry-Air System Jan 2017
4.13 Fixed Gas Sampling and Jan 2017 4.3.2b Spray Pump Sequence Mimic Jan 2017
3.1.4 Extension Alarm System (EAS) Jan 2017
Gas Detection Systems 4.3.2c e-Start Restriction for Spray Pumps
R Jan 2017
3.2 Interfaces with Other Systems Jan 2017 Flow Chart
4.14 Cargo and Ballast Valve Control Jan 2017
Illustrations 4.3.2d Spray Pump Interface Mimic Jan 2017
4.14.1 Cargo Valve Remote Control System Jan 2017
3.1.1a IAS Topology Mimic Screen Jan 2017 4.3.3a Regas Feed Pump Jan 2017
4.14.2 Ballast Valve Remote Control System Jan 2017
3.1.1b IAS System Symbols Jan 2017 4.3.3b Regas Pump Sequence Mimic Jan 2017
4.15 Cargo Relief Systems Jan 2017
3.1.1c Home Page Screen Jan 2017 4.3.3c Re-Start Restriction for Regas Feed Jan 2017
4.15.1 Cargo Tank Relief Valves Jan 2017
3.1.2a IAS Operator Station Panel Jan 2017 Pumps ��
Flow Chart
4.15.2 Insulation Space Relief Valves Jan 2017
3.1.2b Input Panel Jan 2017 4.3.3d Regas Spray Pumps Interface Jan 2017
4.15.3 Pipeline Relief Valves Jan 2017
3.1.3a Screen Display Colour Codes Mimic Jan 2017 4.4.1a High Duty Compressors Jan 2017
4.15.4 Regasification Unit Relief Valves Jan 2017
3.1.3b Cargo Tank Screen Display Jan 2017 4.4.1b HD Compressor Screen Jan 2017
4.16 Gas Combustion Unit Jan 2017
3.1.4a IAS - Patrolman Mimic Jan 2017 4.4.1c D Compressor Control Panel
H Jan 2017
Illustrations Screen
3.1.4b Transfer to Bridge Screen Jan 2017
4.1.1a Cargo Piping System Jan 2017 4.4.1d HD Parallel Start Sequence Jan 2017
3.1.4c Operator Fitness Alarm Flow Chart Jan 2017
4.1.1b Regasification System Jan 2017 4.4.1e Gas Management Mimic Jan 2017
3.1.4d CCR Alarm Logic Flow Chart Jan 2017
4.1.1c Cargo System Mimic Jan 2017 4.4.2a Low Duty Compressor Jan 2017
4.1.2a Simple Cargo System Jan 2017 4.4.2b BOG LD Compressor Screen Jan 2017
IMO No: 9653678 / Issue 1 (2017.02.01) 10 Index

4.4.2c Anti-Surge Control Screen Jan 2017 4.13e Gas Detection Deck Space Mimic Jan 2017 Illustrations
4.4.2d Parallel Running Automatic Sequence Jan 2017 4.13f SW2020 Gas Sampling Panels Jan 2017 5.1a Barrier Space Temperature Screen Jan 2017
4.4.2e BOG Compressor Load Control Jan 2017 4.13g Gas Detection Control Jan 2017 5.1b No.1 Tank Cofferdam Temperature Jan 2017
Screen 4.14.1a H
ydraulic Valve Layout for Cargo Jan 2017 Screen
4.4.2f LD Master/Slave Loading Scheme Jan 2017 System 5.1c No.3 Tank Cofferdam Temperature Jan 2017
4.4.2g LD Parallel Start Sequence Mimic Jan 2017 4.14.1b Hydraulic Power Pack Mimic Jan 2017 Screen
4.5a High Duty Heater Jan 2017 4.14.1c Hydraulic Pump Flow Charts Jan 2017 5.1d No.4 Tank Cofferdam Temperature Jan 2017
Screen
4.5b Boil-Off Gas High Duty Heater Jan 2017 4.14.2a H
ydraulic Valve Layout for Ballast Jan 2017
System 5.2.1a IS/IBS Monitoring for N2 Leak Based Jan 2017
4.6a LNG Vaporiser Jan 2017 on ��
Position of IS/IBS N2 Control
4.6b LNG Vaporiser Mimic Jan 2017 4.14.2b HPU Unit with Accumulator Jan 2017 Valve
4.7a Forcing Vaporiser Jan 2017 4.15.1a Pressure Relief Valve Operation Jan 2017 5.2.1b IS IBS Control Screen Jan 2017
4.7b Forcing Vaporiser Mimic Jan 2017 4.15.2a Pilot Operated Safety Relief Valve Jan 2017 5.2.2a Low Differential Pressure Test Blank Jan 2017
4.15.2b IBS and IS Pressure Control Table Jan 2017 Flanges
4.8a Boil-Off Gas Mist Separator Jan 2017
4.15.3a Typical Pipeline Relief Valve Jan 2017 5.2.2b External Leak Verification Jan 2017
4.9a ist Separator and Spray After-
M Jan 2017
Cooler 4.16a Gas Combustion Unit Jan 2017 5.2.2c I BS and IS Piping Arrangement on Jan 2017
Liquid Dome
4.10.1a CTS Radar Gauge System Jan 2017 4.16b Gas Combustion Unit - IAS Screen Jan 2017
Shot 5.3.1a Cofferdam Heating Screen Jan 2017
4.10.1b CTS Flow Diagrams Jan 2017
Part 5: Deck Systems 5.3.1b Glycol Water Heater System Jan 2017
4.10.1c CTS Instant Readout Screen Jan 2017
5.1 Temperature Monitoring System Jan 2017 5.3.1c Cofferdam Heating System Jan 2017
4.10.1d CTS Cargo Densimeter Jan 2017
5.2 Insulation Space/Interbarrier Jan 2017 5.3.2a Hull Ventilation Jan 2017
4.10.1e CTS Cargo Tank Mimic Jan 2017
Space Systems 5.3.2b Hull Ventilation Control Screen Jan 2017
4.10.1f CTS Main Mimic Jan 2017
5.2.1 Insulation Spaces Nitrogen Jan 2017 5.4a Fresh Water Cooling System Jan 2017
4.10.1g Transfer Document of Loading Jan 2017 Pressurisation and Control
��
System
5.4b Fresh Water Cooling System Mimic Jan 2017
4.10.1h CTS Status Mimic Jan 2017 5.2.2 Mark III Low Differential Pressure Jan 2017
Test 5.5.1a Ballast System Jan 2017
4.10.1i CTS Configuration Mimic Jan 2017
5.3 Cofferdam Heating System Jan 2017 5.5.1b Ballast Water Treatment System Skid Jan 2017
4.10.1j Certificate of Measurement Jan 2017 Unit
4.10.2a Whessoe Gauging System Jan 2017 5.3.1 Cofferdam Heating and Control Jan 2017
System 5.5.1c Ballast Mimic Jan 2017
4.10.2b Flotation Graph for PVC Jan 2017 5.5.1d allast Pump Circulating Sequence
B Jan 2017
5.3.2 Hull Ventilation Jan 2017
4.10.2c W
hessoe Float Gauge with FLIV Jan 2017 Screen
Valve 5.4 Cargo Machinery Fresh Water Jan 2017
Cooling System 5.5.2a Ballast Pump Fill Sequence Jan 2017
4.10.3a Trim and List Indicators Jan 2017 5.5.2b Ballast Pump Empty Sequence Screen Jan 2017
5.5 Ballast System Jan 2017
4.10.3b Trim and List Sensor Jan 2017 5.5.2c Ballast Pump Stop Screen Jan 2017
5.5.1 Ballast Piping System Jan 2017
4.11a Nitrogen Mimic Screen Jan 2017 5.5.3a Ballast Tank and Draught Gauges Jan 2017
5.5.2 Ballast Water Management Jan 2017
4.11b itrogen Generator System in Engine
N Jan 2017 5.5.3b Tank Level Gauging Panel Jan 2017
Room 5.5.3 Remote Level and Draught Indicating Jan 2017
System 5.6a Loading Computer Screen Jan 2017
4.11c itrogen Generator Operator
N Jan 2017
Terminal 5.6 Loading Computer Jan 2017 5.7a Passageways and Forward Bilge Jan 2017
5.7 Passageway and Forward Bilge/ Jan 2017 Systems
4.11d Nitrogen System (1/3) Jan 2017
Drain System 5.7b Cargo Bilge System Mimic Jan 2017
4.11e Nitrogen System (2/3) Jan 2017
5.8 Deck Equipment Jan 2017 5.8.1a inch and Windlass Deck
W Jan 2017
4.11f Nitrogen System (3/3) Jan 2017 Arrangement
5.8.1 Mooring Winches and Windlass Jan 2017
4.12a IAS Inert Gas Generator Mimic Jan 2017 5.8.1b Mooring Arrangements Jan 2017
5.8.2 Quick-Release Hooks Jan 2017
4.12b Inert Gas System Jan 2017 5.8.2a Mooring Arrangements with QRHs Jan 2017
5.8.3 Manifold Service/Regas Cranes Jan 2017
4.12c Inert Gas System on Deck Jan 2017 5.8.2b Quick-Release Hooks and Capstan Jan 2017
5.8.4 Provision and Cargo Machinery Jan 2017
4.13a Gas Detection Mimic Jan 2017 Room Cranes 5.8.2c Operating Quick-Release Hooks and Jan 2017
4.13b Gas Detection Block Diagram Jan 2017 5.9 Cargo Steam System Jan 2017 Capstan
4.13c Gas Detection Cargo Space Mimic Jan 2017 5.8.2d Load Monitoring and Remote Jan 2017
Release Display
4.13d Gas Detection Accommodation and Jan 2017
Engine Room Space Mimic 5.8.3a Port Manifold Crane Jan 2017

5.8.3b Knuckle Boom Crane Jan 2017 6.6 Pre-Dry Dock Operations Jan 2017 6.4.4b Discharging with Vapour Return from Jan 2017
5.8.3c Knuckle Crane Operator Panel Jan 2017 6.6.1 Spray and Line Draining Jan 2017 Shore
5.8.3d Knuckle Crane Starter Cabinet Jan 2017 6.6.2 Tank Warm-Up Jan 2017 6.4.5a Discharging Without Vapour Return Jan 2017
from Shore
5.8.3e Main Menu Dispaly Panel Jan 2017 6.6.3 Inerting Cargo Tanks Jan 2017
6.4.6a Ballasting with Sea Water Pumps Jan 2017
5.8.3f Knuckle Crane Emergency Stop Jan 2017 6.6.4 Aerating Jan 2017
6.4.6b Ballasting with Small Ballast Pump Jan 2017
5.8.3g Main Operating Display Jan 2017 Illustrations
6.5.1a Gas Management System Control and Jan 2017
5.8.3h Knuckle Crane Operator Levers Jan 2017 6.1.1a Insulation Spaces Evacuation Jan 2017 Parameters
5.8.3i Override Bypass Display Jan 2017 6.1.1b Insulation Space Screen Jan 2017 6.5.1b Cooldown Before Arrival Jan 2017
5.8.3j Personnel Handling Panel Jan 2017 6.1.1c I nterbarrier Space/Insulation Space Jan 2017 6.5.1c Gas Management Jan 2017
5.8.3k Derating Display Panel Jan 2017 Vacuum System
6.5.1d Forcing Vaporiser Jan 2017
5.8.4a Aft Provision Handling Cranes Jan 2017 6.1.2a Drying Tanks in Summer Jan 2017
6.5.1e No.1 Cargo Tank Jan 2017
5.8.4b Cargo Machinery Room Crane Jan 2017 6.1.2b Drying Tanks in Winter Jan 2017
6.6.1a Stripping and Draining with Gas Jan 2017
5.9a Cargo Steam System Jan 2017 6.1.3a Inerting Cargo Tanks Jan 2017 Burning
Part 6: Cargo Operations in LNGC Mode 6.1.3b Inerting Cargo Tanks with Nitrogen Jan 2017 6.6.1b Stripping and Draining without Gas Jan 2017
6.1.4a Gassing-Up Cargo Tanks - Venting Jan 2017 Burning
6.1 Post Dry Dock Operations Jan 2017
6.1.4b Gassing-Up Compressor House - Jan 2017 6.6.2a Tank Warm-Up with Gas Burning Jan 2017
6.1.1 Procedure for Normal Insulation Jan 2017
Space Inerting Venting 6.6.2b Tank Warm-Up - Venting 1st Stage Jan 2017
6.1.2 Drying Cargo Tanks Jan 2017 6.1.4c Gassing-Up Cargo Tanks - To Shore Jan 2017 6.6.2c Tank Warm-Up - Venting 2nd Stage Jan 2017
6.1.3 Inerting Cargo Tanks Jan 2017 6.1.4d Gassing-Up Cargo Tanks - GCU Jan 2017 6.6.3a Inerting Cargo Tanks (Gas Freeing) Jan 2017
6.1.4 Gassing-Up Cargo Tanks Jan 2017 6.1.5a Initial Cooldown Jan 2017 6.6.3b Inerting Cargo Lines (Gas Freeing) Jan 2017
6.1.5 Cooling Down Cargo Tanks Jan 2017 6.1.5b Cargo Tank Cooldown Mimic Jan 2017 6.6.3c Inerting Spray Line Jan 2017
6.2 Loading Jan 2017 6.1.5c Cargo Tank Temperature Mimic Jan 2017 6.6.3d Machinery Room Jan 2017
6.2.1 Preparations for Loading Jan 2017 6.1.5d Barrier Space Temperature Mimic Jan 2017 6.6.4a Aeration of the Cargo Tanks Jan 2017
6.2.2 Cargo Lines Cooldown Jan 2017 6.1.5e Cofferdam Temperature Mimic Jan 2017 Part 7: Cargo Operations in FSRU Mode
6.2.3 To Load Cargo in LNGC Mode Jan 2017 6.2.1a Preparations for Loading - LNGC Jan 2017 7.1 One Tank Operation Jan 2017
Mode
6.2.4 Operating Procedure for Draining Jan 2017 7.1.1 Warm-Up Jan 2017
and Purging
��
Discharging/Loading 6.2.2a Cargo Lines Cooldown Jan 2017
7.1.2 Inerting Jan 2017
Arms 6.2.3a Loading in LNGC Mode Jan 2017
7.1.3 Aerating Jan 2017
6.2.5 Deballasting Jan 2017 6.2.3b Loading Sequence Screen Shot Jan 2017
7.1.4 One Tank Drying Jan 2017
6.3 Loaded Voyage with Boil-Off Gas Jan 2017 6.2.3c Cargo Loading Screen Jan 2017
Burning 7.1.5 One Tank Inerting Jan 2017
6.2.3d S tarting & Stopping Cargo Loading Jan 2017
6.3.1 Normal Boil-Off Gas Burning Jan 2017 Sequence Flow Chart 7.1.6 One Tank Gassing-Up Jan 2017
6.3.2 Forced Boil-Off Gas Burning Jan 2017 6.2.4a Draining Manifold Jan 2017 7.1.7 One Tank Cooldown Jan 2017
6.4 Discharging Jan 2017 6.2.5a Deballasting Jan 2017 7.2 Regas Operation Jan 2017
6.4.1 Preparations for Discharging Jan 2017 6.2.5b Ballast Pumps Mimic Screen Jan 2017 7.3 Cargo Transfer Between Cargo Jan 2017
Tanks
6.4.2 Liquid Line Cooldown Before Jan 2017 6.3.1a Gas Management Jan 2017
Discharging 7.4 Ship to Ship Transfer Side by Side Jan 2017
6.3.1b oaded Voyage with Normal BOG
L Jan 2017 With Regasification
6.4.3 Shore Arms Cooldown Before Jan 2017 Gas Burning
Discharging 7.4.1 Ship to Ship Transfer Side by Side Jan 2017
6.3.2a oaded Voyage with Forced BOG
L Jan 2017
6.4.4 Discharging With Vapour Return Jan 2017 Gas Burning 7.4.2 Liquid Line Cooldown Before Jan 2017
From Shore Loading
6.4.1a Preparations for Discharging in Jan 2017
6.4.5 Discharging Without Vapour Return Jan 2017 LNGC Mode 7.4.3 To Load Cargo in FSRU Mode Jan 2017
From Shore 6.4.2a Liquid Line Cooldown Before Jan 2017 7.4.4 Roll-over Effects On board a Jan 2017
6.4.6 Ballasting Jan 2017 Discharging Liquefied Gas Carrier
6.5 Ballast Passage Jan 2017 6.4.3a Shore Arm Cooldown Before Jan 2017 7.5 Ship to Ship Transfer Side by Side Jan 2017
Discharging Without Regasification
6.5.1 ooling Down Cargo Tanks Prior to
C Jan 2017
Arrival 6.4.4a Cargo Unloading Screen Jan 2017 7.5.1 Ship to Ship Transfer Side by Side Jan 2017
6.5.2 Sloshing Inside the Cargo Tanks Jan 2017 7.5.2 To Load Cargo in FSRU Mode Jan 2017

7.6 Emergency Shutdown and Tank Jan 2017 7.6h Ship In Position System Jan 2017 8.14d Gas Metering System Jan 2017
Protection 7.6i Ship In Position System - LNGC Jan 2017 Part 9: Regasification OperationS
Systems
7.7.1a Ship/Shore Link Emergency Jan 2017 9.1 Control Philosophy Jan 2017
7.7 Ship to Ship Link Jan 2017 Shutdown System 9.2 Regasification Operation Jan 2017
7.7.1 Electrical Systems Jan 2017 7.7.1b Ship/Shore Link System Architecture Jan 2017 9.2.1 Regasification Plant Inerting Jan 2017
7.7.2 Pneumatic Emergency Shutdown Jan 2017 7.7.1c ibre-Optic/Electric System
F Jan 2017
System 9.2.2 Cooldown of the Regasification Unit Jan 2017
Configuration Module
Illustrations 9.2.3 Booster Pump Start Jan 2017
7.7.1d Emergency System Control Panels Jan 2017
7.1.1a One Tank - Warm-Up - With Jan 2017 9.3 Shutdown of the Regasification Jan 2017
7.7.1e Emergency Shutdown System Jan 2017 Plant
Regasification Telephone
7.1.1b One Tank - Warm-Up - With Jan 2017 9.4 Transferring Propane from a Jan 2017
7.7.1f Ship/Shore Status Panel Jan 2017 Loop to Storage Tank
Regasification
7.7.2a Air Control Board Mimic Jan 2017 9.5 Loading Propane Storage Tank Jan 2017
7.1.2a ne Tank - Gas Freeing - With
O Jan 2017
Regasification 7.7.2b mergency Shutdown Pneumatic
E Jan 2017 Illustrations
System
7.1.3a ne Tank - Aeration - With
O Jan 2017 9.1a Regas Main Mimic Jan 2017
Regasification Part 8: Regasification Equipment
9.1b Regas Logic Train Jan 2017
7.1.4a ne Tank - Drying - With
O Jan 2017 8.1 Suction Drum Jan 2017
Regasification 9.1c Regas Suction Drum Mimic Jan 2017
8.2 Knock-Out Drum Jan 2017
7.1.5a One Tank - Inerting - With Jan 2017 9.1d Booster Pump Starting Diagram Jan 2017
8.3 LNG Booster Pumps Jan 2017
Regasification 9.1e Critical Alarm and Action Panel Jan 2017
8.4 Boil-Off Gas Recondenser Jan 2017
7.1.6a ne Tank - Gassing Up - With
O Jan 2017 9.2a Regas Train Mimic - Cooldown Jan 2017
Regasification 8.5 LNG Vaporiser Jan 2017
9.2b Suction Drum Cooldown Jan 2017
7.1.7a ne Tank - Cooling Down - With
O Jan 2017 8.6 Natural Gas Trim Heater Jan 2017
9.2c Booster Pump Train 1 Jan 2017
Regasification 8.7 Propane Storage Tank Jan 2017
9.2d LNG Vaporiser - Trim Heater and Jan 2017
7.1.7b ypical Range of Initial Cooldown
T Jan 2017 8.8 Propane Buffer Tank Jan 2017 Propane ��
Loop With Sea Water
Curves in 10 Hours
8.9 Propane Circulating Pump Jan 2017 Cooling
7.2a egasification Without Cargo Tanks
R Jan 2017
8.10 Propane Preheater Jan 2017 9.2e Master Flow Control Mimic Jan 2017
Make-Up
8.11 Propane Evaporators Jan 2017 9.5a Loading Propane to Storage Tank Jan 2017
7.2b egasification With Cargo Tanks
R Jan 2017
Make-Up ��
Using Forcing Vaporiser 8.12 Regasification Sea Water Pumps Jan 2017 Part 10: Ship to Ship Transfer Equipment
7.2c Regasification With Cargo Tanks Jan 2017 8.13 Sea Water Filter Jan 2017 10.1 Ship to Ship Transfer Equipment Jan 2017
Make-Up ��
Using LNG Vaporiser 8.14 Gas Metering System Jan 2017 Illustrations
7.3a Tank to Tank Transfer Jan 2017 Illustrations 10.1a Hose Connection System Jan 2017
7.4.1a Flow Diagram of LNG STS Transfer Jan 2017 8.1a Regas Suction Drum Mimic Jan 2017 10.1b STS Hose and Y Piece Jan 2017
7.4.2a ooling Down Lines Prior to
C Jan 2017 8.1b Suction Drum Jan 2017 10.1c STS Hose Saddle Jan 2017
Transfer - ��
With Regasification
8.3a Booster Pump Train 1 Jan 2017 10.1d Insulation Kit for Flanges Jan 2017
7.4.3a S hip to Ship Loading With Jan 2017
Regasification 8.3b LNG Booster Pump Jan 2017 10.1e Manifold Layout Jan 2017
7.4.3b Loading Mimic Jan 2017 8.3c Regas Train Mimic Jan 2017 10.1f QRC Controls Jan 2017
7.4.3c LD Compressors in Parallel Jan 2017 8.5a NG Vaporiser - Trim Heater and
L Jan 2017 10.1g Emergency Release Coupling Jan 2017
Propane Loop ��
With Sea Water 10.1h QRC Hydraulic Interface Jan 2017
7.4.4a Cargo Recirculating Jan 2017 Cooling
7.5.1a Cooling Down Lines Prior to Jan 2017 Part 11: Ship to Ship Transfer Operations
8.7a Propane Storage Tank Mimic Jan 2017
Transfer - ��
Without Regasification 11.1 General Safety Jan 2017
8.7b ropane Storage for Propane Loop
P Jan 2017
7.5.1b S hip to Ship Loading Without Jan 2017 System 11.2 Pre-Mooring Preparations Jan 2017
Regasification
8.9a Propane Circulating Pump Jan 2017 11.3 Mooring Jan 2017
7.6a ESD System Jan 2017
8.13a Regas Sea Water Filtering System Jan 2017 11.4 Connection Procedure to the FSRU Jan 2017
7.6b ESD Fire and Gas System Interface Jan 2017
8.13b Sea Water Filter Jan 2017 11.5 Connection Procedure to LNGC Jan 2017
7.6c Critical Alarm and Action Panel Jan 2017
8.14a Gas Metering Mimic Jan 2017 11.6 Cargo Transfer Operation Jan 2017
7.6d ESD Hierarchy System Jan 2017
8.14b Gas Metering Mimic 2 Jan 2017 11.7 Disconnection Procedure on the Jan 2017
7.6e IAS Screen Shot - ESD Main Page Jan 2017 LNGC
8.14c Gas Chromatograph Screen Jan 2017
7.6g ESD Panel Jan 2017

Item Issue 1 Issue 2 Issue 3
11.8 Disconnection Procedure to FSRU Jan 2017
11.9 Emergency Disconnection Jan 2017
Procedure
Illustrations
11.1a Mooring - Ship to Ship Transfer Jan 2017
11.1b Ship to Ship Transfer Jan 2017
11.4a Ship to Ship Hose Handling by Jan 2017
Knuckle Boom Crane
Part 12: Emergency Procedures
12.1 Vapour Leakage Jan 2017
12.2 Liquid Leakage Jan 2017
12.3 Water Leakage to Insulation Space Jan 2017
12.4 Fire and Emergency Breakaway Jan 2017
12.5 Cold Spots on Inner Hull Jan 2017
12.6 Ship to Ship Transfer Jan 2017
12.7 Jettisoning of Cargo Jan 2017
12.8 Vent Mast on Fire Jan 2017
12.9 High Pressure LNG Leak Jan 2017
12.10 LNG Pool Pressure Fire Jan 2017
12.11 Propane Containment Failure Jan 2017
Illustrations
12.1a Interbarrier Space Purge Jan 2017
12.2a LNG Leakage to IBS Jan 2017
12.2b IBS Stripping Jan 2017
12.2c Portable Liquid Level Gauge Jan 2017
12.3a Water Evacuation from Insulation Jan 2017
Space
12.7a LNG Jettison Typical Arrangement Jan 2017

Introduction Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions covers several pages, the illustration is duplicated above each page of text.
instruction books, there is no single document which gives guidance on through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual all times. Where flows are detailed in an illustration, these are shown in colour. A
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform key of all colours and line styles used in an illustration is provided on the
and guide competent ship’s staff and trainees in the operation of the systems • Never continue to operate any machine or equipment which
illustration.
and equipment on board, and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
Details of colour coding used in the illustrations are given in the Cargo
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices Machinery Symbols and Colour Scheme which is detailed on following pages
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment. in this Front Matter section.
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. Symbols given in the manual adhere to international standards and keys to the
Orders, and in no way replaces or supersedes these publications, all of which symbols used throughout the manual are also given on following pages in this
take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major Front Matter section.
Information relevant to the operation of this vessel has been carefully collated in failure occurs.
relation to the systems of the vessel and is presented in two on board volumes, • Never underestimate the fire hazard of petroleum products, Notices
a CARGO OPERATING MANUAL and a MACHINERY OPERATING whether fuel oil or cargo vapour.
MANUAL. The following notices occur throughout this manual:
• Never start a machine remotely from the cargo and engine
control room without confirming visually that the machine is
The vessel is constructed to comply with MARPOL 73/78. These regulations WARNING
able to operate satisfactorily.
can be found in the MARPOL Consolidated Edition, 2011, and in the Warnings are given to draw reader’s attention to operations where
Amendments to MARPOL Annex VI and NTC 2008 with guidelines for DANGER TO LIFE OR LIMB MAY OCCUR.
In the design of equipment, protection devices have been included to ensure
implementation, 2013 Edition.
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 CAUTION
The information, procedures, specifications and illustrations in this manual
without danger to personnel or damage to the machine. If any of these safety Cautions are given to draw reader’s attention to operations where
have been compiled by WMT personnel by reference to shipyard drawings and
devices are bypassed, overridden or neglected, then the operation of any DAMAGE TO EQUIPMENT MAY OCCUR.
manufacturer’s publications that were made available to WMT and believed to
machinery in this condition is potentially dangerous.
be correct at the time of publication. The systems and procedures have been
verified as far as is practicable in conjunction with competent ship’s staff under Note: Notes are given to draw reader’s attention to points of interest or to
operating conditions. Description supply supplementary information.
It is impossible to anticipate every circumstance that might involve a potential The concept of this manual is to provide information to technically competent
hazard, therefore, warnings and cautions used throughout this manual are Safety Notice
ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible,
provided to inform of perceived dangers to ship’s staff or equipment. In many thus aiding their understanding and knowledge of the specific vessel. Special
cases, the best operating practice can only be learned by experience. It has been recorded by International Accident Investigation Commissions
attention is drawn to emergency procedures and fire fighting systems.
that a disproportionate number of deaths and serious injuries occur on ships
each year during drills involving lifesaving craft. It is therefore essential that
If any information in these manuals is believed to be inaccurate or incomplete, The manual consists of a number of parts and sections which describe the
all officers and crew make themselves fully conversant with the launching,
the officer must use his professional judgement and other information available systems and equipment fitted and their method of operation related to a
retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
on board to proceed. Any such errors or omissions or modifications to the schematic diagram where applicable.
ship’s installations, set points, equipment or approved deviation from published
operating procedures, must be reported immediately to the company’s Technical The valves and fittings identifications and symbols used in this manual are the
Operations Office, who should inform WMT so that a revised document may be same as those used by the shipbuilder.
issued to this ship and in some cases, others of the same class.

Cargo Machinery Symbols and Colour Scheme
Globe Valve Arrangements Butterfly Valve Arrangements Ball Valve Arrangements Gate Valve Arrangements Miscellaneous Valve Arrangements Pipe Line Identification Colours
Globe Valve S Globe Valve Butterfly Valve Ball Valve Gate Valve Storm Valve (with Handle) LNG Liquid
(Hand Operated) (Solenoid Driven Control) (Hand Operated) (Hand Operated) (Hand Operated)
Globe Valve Butterfly Valve (Open/Closed) LNG Vapour

Angle Globe Valve W Ball Valve Gate Valve (Diaphragm Angle Storm Valve
(Hand Operated) (Wax Driven Control) (Remote Hydraulic Control) (Remote Control) Membrane Control) (with Handle)
Nitrogen
W 3-Way Globe Valve Butterfly Valve Ball Valve Gate Valve
Globe Valve Screw-Down (Positioner Control) Spring-Loaded Check (Diaphragm Membrane Storm Valve
(Wax Driven Control) Inert Gas
Check (Hand Operated) (Remote Hydraulic Control) (Flap) Positioner Control) (without Handle)
Angle Globe Valve Butterfly Valve Gas Line
M Globe Valve Ball Valve M Gate Valve Angle Storm Valve
Screw-Down Check (Electric Motor Driven Control) (Diaphragm Membrane
Control) (Weight Control) (Electric Motor Driven Control) (without Handle)
(Hand Operated) Propane
Globe Valve A Globe Valve M Butterfly Valve Ball Valve A Gate Valve
Lift Check Foot Valve Stripping (MARPOL) Line
(Air Motor Driven Control) (Electric Motor Driven) (Float Control) (Air Motor Driven Control)
A
Domestic Fresh Water
Angle Globe Valve Globe Valve Butterfly Valve Ball Valve (Diaphragm S Gate Valve
Lift Check 3-Way Soil Branch Valve
(Weight Control) (Air Motor Driven) Membrane Control) (Solenoid Driven Control) High Temperature
Cooling Water
Globe Valve S Ball Valve Low Temperature
Butterfly Valve Gate Valve Emergency Flow Regulating Valve
Swing Check Valve (Float Control) (Diaphragm Membrane Cooling Water
(Solenoid Driven) Open (Remote Control)
Positioner Control)
Sea Water
Globe Valve Butterfly Valve M Ballast Water
Globe Valve Spring-Loaded Ball Valve Gate Valve Emergency Manual Regulating Needle
(Cylinder with Positioner) (Diaphragm Membrane
Check (Flap) (Electric Motor Driven Control) Shut-off (Remote Control) Valve Glycol
Positioner Control)
Globe Valve Relief Butterfly Valve A Ball Valve Gate Valve Safety
3-Way Globe Valve (Diaphragm Membrane Needle Valve Hydraulic Oil
(Spring Control) (Air Motor Driven Control) (Spring Control)
Positioner Control)
Lubricating Oil
Angle Globe Relief Emergency Shut-Off Valve H S Ball Valve
Butterfly Valve Thermostat Valve
(Spring Control) (Air Operated) (Local Hydraulic Control) (Solenoid Driven Control) Saturated Steam
Miscellaneous Valve Arrangements
Globe Valve Emergency Shut-Off Valve Butterfly Valve Emergency W Ball Valve Condensate
Hydraulic Cylinder Type Relief Valve Pilot Operated Feed Water
(Self-Closing) (Hydraulically Operated) Shut-off (Remote Control) (Wax Driven Control) Actuator
Fire Main
CO2 Line
Angle Globe Valve Globe Valve (Positioner Control) Butterfly Valve Emergency Ball Valve Emergency Pneumatic Cylinder Type Remote Control Valve Foam
(Self-Closing) (Remote Hydraulic Control) Open (Remote Control) Open (Remote Control) Actuator
Dry Powder
Globe Valve (Diaphragm Globe Valve Swing Check Valve Ball Valve Emergency Throttling Type
PM
Hydraulic Cylinder Type Cock Valve
Membrane Control) (Hydraulic Control) (Flap) Shut-off (Remote Control)
Actuator
Marine Diesel Oil
Globe Valve (Diaphragm Globe Valve Emergency Spring-Loaded Check Valve Ball Valve Safety Normally Open/ Locked Cock Valve
Membrane Positioner Control) Open (Remote Control) (Flap) (Spring Control) Normally Closed Marine Gas Oil
A
Globe Valve (Hydraulic Globe Valve Emergency E
Butterfly Valve (Open/Closed) Intermediate Position Control 3-Way Cock Valve Sludge/Waste Oil
Ball Valve 3-Way
Control. A: Air, H: Hydraulic) Shut-off (Remote Control) (ESD Remote Hydraulic Control) Valve Actuator (L-Port)
Liquid Refrigerant
Angle Globe Valve Hose Globe Valve Hose 3-Way Ball Valve A A 3-Way Cock Valve
Auto Control Valve Actuator
(Hand Operated) (Hand Operated) (L-Port) (T-Port) Gas Refrigerant
3-Way Globe Valve 3-Way Ball Valve Compressed Air

Flap Check Valve Surface Valve Breather Valve
(Cylinder with Positioner) (T-Port)
Bilge/Drain
3-Way Globe Valve (Diaphragm
Membrane Control) Self-Contained Globe Valve Vapour Control Valve Auto Vent Valve Electrical Signal
Self-Acting Back-Pressure Instrumentation

Back-flow Preventer Valve Ball Float Check Valve
Regulator Needle Valve (Globe)
(Straight)
LNG Condensate
Pressure Reducing Valve Ball Float Check Valve

(Angle)

Cargo and Instrumentation Symbols
Cargo Machinery Symbols Cargo Machinery Symbols Cargo Machinery Symbols Cargo Machinery Symbols Cargo Machinery Symbols Instrumentation Symbols
Centrifugal Pump Sight Glass Air-Purge Type Level Gauge Not Connected PS
Pressure Switch
Shower or Eye Washer
(Electric) Crossing Pipes
Displacement Pump Flame Arrester Observation Glass Temperature Sensor on Connected Crossing TI
Temperature Indicator
(Mono, Gear, Screw) Cargo and Slop Tank Pipes
PI
H Hydraulic Pump Air Vent Pipe Penetration (Tank) Manifold Valve (Stop) T-Pipes Pressure Indicator
Steam Turbine Driven Pump Air Vent Pipe Penetration (Up/Down) Manifold Valve (Check) LAH
Level Alarm High
S Steam Trap with Strainer
(without Wire Net)
Air Driven Pump Air Vent Pipe Penetration (Up and Down) Diffuser LAL
Level Alarm Low
A (with Wire Net) Filling Cap
Mechanically Operated Pump Bonnet Type Air Pipe Blank (Blind) Flange Thermometer Pocket Flame Screen LI
Level Indicator
G Head (without Wire Net)
IAHL Remote Quantity Indicator

Hand Pump Bonnet Type Air Pipe Flexible Hose Joint Accumulator Float Type Air Vent Head
Head (with Wire Net) With Fire Screen with High/Low Alarm
PI Remote Pressure
Diaphragm Pump Sounding Head with Cap Flexible Joint Locked Closed Silencer
(Deck Stand Type) Locked Open Indicator
PI
Piston Pump Sounding Head with Self- Bilge Hat/Well NC Normally Closed Pressure Gauge
Y Piece
Closing Valve and Test Cock NO Normally Open with Cock
CI
Eductor Hopper Suction Bellmouth F Flow Meter Centre Flange Compound Indicator
Hopper with Cover Deck Stand for Reach Rod Transmitter Float Type Air Vent Head DPI Differential Pressure
Proportioner for Foam System
Without Fire Screen Indicator
Scupper Deck Stand for Manual Level Gauge Deck Stand LS

Bilge Well Level Switch
Hydraulic Operated (Cylindrical Type Glass)
Separator Scupper with Water Seal Manual Hydraulic Operated Level Gauge Hydraulically Operated TX
Deck Stand Temperature Sensor
(Flat Type Glass) Deck Stand
Cap Nut Ullage Stand

LI Float Type Level Gauge PX
Simplex Strainer U F.H.B Fire Hose Box Pressure Sensor
(Dial Type Gauge)
Spool Piece Fixed Tank Cleaning Float Type Level Gauge Locally Mounted
Machine HB Hose Box XX
Instrument (2 letters)
Duplex Strainer
Spectacle Flange Submerged Tank Cleaning Outer Float Type Locally Mounted
Machine Level Gauge HR Hose Reel XXX
( Open, Shut) Instrument (3 letters)
Air Filter/Regulator Orifice Horn (Phone) Vacuum Breaker XX Remotely Mounted

FB Foam Box
Instrument
Hull Distance Piece High Velocity HH

Letters outside the circle
Drain Trap (Disc) Y-Type Strainer Blower XX H
P/V Valve of an instrument symbol
xxx L
LL
indicate whether high (H),
Drain Trap (Ball Float) Discharge/Drain Window Spray Nozzle high-high (HH), low (L)
or low-low (LL) function
is involved
Drain to Deck or Scupper Foam Monitor O = Open
C = Closed

Abbreviations Term Abbreviation Measurements and Abbreviations
Pressure Transmitter PT
All measurements shall be in SI units. The following selection of terms and
Terms and Abbreviations Sea Water SW their corresponding abbreviation serves to illustrate the most common to be
Ship Security Alert System SSAS used.
The following table illustrates a selection of terms and their corresponding Temperature Indication TI
abbreviation to be used in the Cargo and Machinery Manuals.
Vacuum Circuit-Breaker VCB Term Abbreviation
Ampere A
Term Abbreviation
Centimetre cm
Air Circuit-Breaker ACB
Cubic Metres m³
Automatic Identification System AIS
Hertz Hz
Carbon Dioxide CO2
Hour h
Cargo Control Room CCR
Joule J
Cargo Control Console CCC
Kilocalories per Hour kCal/h
Differential Global Positioning System DGPS
Kilowatt kW
Engine Room ER
Kilowatt Hour kWh
Engine Control Room ECR
Kilogram kg
Engine Control Console ECC
Kilograms per Hour kg/h
Exhaust Gas Economiser EGE
Kilovolt kV
Fresh Water FW
Litre l
Fresh Water Generator FWG
Litres per Hour l/h
Generator Engine G/E
Metre m
High Duty HD
Millimetre mm
Heavy Fuel Oil HFO
Minute min
High Voltage HV
Temperature - Degrees Celsius °C
Impressed Current Cathodic Protection ICCP
Pressure - MegaPascals MPa
Inert Gas Generator IGG
Second s
Low Sulphur Heavy Fuel Oil LSHFO
Square Metre m²
Low Sulphur Marine Diesel Oil LSMDO
Volt V
Low Voltage LV
Watt W
Low Water Line LWL
Level Alarm High LAH
Lubricating Oil LO
Main Switchboard MSB
Marine Diesel Oil MDO
Marine Growth Prevention System MGPS
Non-Return Valve NRV
Normally Closed NC
Normally Open NO
Nitrogen N2
Oily Water Separator OWS
Pressure Indication PI
Pressure Switch PS

Part 1: Design Concept of the Vessel
1.1 Principal Particulars �� 1 - 3
1.1.1 Principal Particulars of the FSRU �� 1 - 3
1.1.2 Principal Particulars of Cargo Equipment and Machinery �� 1 - 7
1.1.3 Tank Capacity Tables �� 1 - 14
1.2 Rules and Regulations �� 1 - 16
1.3 Cargo System Technology �� 1 - 19
1.3.1 Cargo Containment System Principle �� 1 - 19
1.3.2 GTT Mark III Cargo Containment �� 1 - 21
1.3.3 Regasification �� 1 - 28
1.4 Hazardous Areas �� 1 - 29
Illustrations
1.1.1a General Arrangement �� 1 - 2
1.1.1b Accommodation Plans - A and B Deck �� 1 - 4
1.1.1c Accommodation Plans - C and D Deck �� 1 - 5
1.1.1d Accommodation Plans - E and Nav Deck �� 1 - 6
1.3.1a Cargo Tank Lining Reinforcement �� 1 - 19
1.3.2a Membrane Cargo Containment (GTT Reinforced Mark III) �� 1 - 20
1.3.2b Triplex Membrane �� 1 - 21
1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) Flat Panel Junction �� 1 - 22
1.3.2d IBS IS Section of Longitudinal Corner �� 1 - 23
1.3.2e Hull Steel Grades �� 1 - 24
1.3.2f Pump Tower Base Support �� 1 - 26
1.3.2g Pump Tower Base Support 2 �� 1 - 27
1.4a Hazardous Areas Plan �� 1 - 29
IMO No: 9653678 / Issue 1 (2017.02.01) 1- Part 1: Design Concept of the Vessel
Illustration 1.1.1a General Arrangement
MGO Settling Aft MGO Storage
Tank (S) Tank (S) Side Elevation
MGO Storage
MGO Service Tank (P&S)
Tank (S) Motor Cargo Comp. Regasification Cargo LP HP
Room Room Unit Gear Locker Vent Mast Vent Mast
Vent Mast Vent Mast
Sea Water Vent Mast Vent Mast
Filter Skid Fore
LP LP Mast
L.P.
Fwd Fore
No.4 WBT No.3 WBT No.2 WBT No.1 WBT Cargo Tank
Engine Room WBT Peak
Tank (P&S) Tank (P&S) Tank (P&S) Tank (P&S)
Tank (C) Tank
A.P. 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Outreach
12,890 Upper Deck
A.P. 10 20 30 40 50 60 70
Outreach 90
Outreach
100 110 120 130 140 150 160 170 180
4,215 22,890
Grey Water Bilge
Holding Tank Holding Tank Tank Top
Principal Dimensions
Length OA 294.07m
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Steering Length BP 282.00m
Clean Bilge Fore
Gear
Tank Peak Tank Breadth MLD 46.00m
Room
Depth MLD 26.00m
Depth (Trunk) MLD 33.00m
Draught (Design) MLD 11.60m
Draught (Scantling) MLD 12.60m
A.P. 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
No.2 Oily No.1 Oily

Bilge Tank Bilge Tank Reference Drawing: 1G-7000-201 Rev 3
1.1 Principal Particulars Freeboard Draught Displacement Deadweight Manifolds
Load Line
Metres Metres Tonnes Tonnes Manifold L-V-L all ANSI 16" Bridge - Stern 57.50m
1.1.1 Principal Particulars of the FSRU
Lightship 15.988 4.019 36,400 0 Bow - Manifold 151.97m Bridge - Bow 243.16m
Ship’s name: ��
Hoëgh Gallant
�� Tropical (FW) 6.843 13.164 131,318 94,918 Manifold - Rail 3.00m Stern - Manifold 150.69m
Shipbuilder: Hyundai Heavy Industries Co. Ltd. Fresh 7.106 12.901 128,359 91,959
Tropical 7.123 12.884 131,372 94,972 Space between liquid line and vapour line 3.00m
Yard No: 2550
Summer 7.386 12.621 128,358 91,958 Distance between the ship manifold QCDC spool piece and the 3.16m
Year built: 2014 ship side
Winter 7.649 12.358 125,356 88,956
Flag: Norway (NIS) Distance between the centre of the manifold flange and the top of 1.49m
TCP = 114.45 at SDWT FWA = 280mm
IMO No: 9653678 the working platform
MMSI No: 25752800
Port of registration: Oslo Telegraph and Speed Settings Item Description Q’ty
Call sign: LAUI7 Distance piece ANSI 150LB 400A (flange) length 350mm 10
Type of ship: Diesel Electric LNG Carrier with Regasification Main engine minimum rpm: 20.1 rpm 4.90 knots. 150LB 450A with purge valve for IG, liquid/ 1
Plant vapour connection
Type of cargo: LNG Engine Load (%) Power Output (PS) Engine RPM 150LB 450A for IG/vapour connection 1
Spool piece 150LB 400A for forward liquid header 1
Cargo tanks: Gaz Transport GTT MkIII 25 5,880 53.5
Stem: Bulbous bow and raked soft-nosed stem 50 11,770 67.5 150LB 300A for gas main/vapour connection 4
Stern: Transom 75 17,650 77.2 150LB 300A for gas main/IG connection 1
Gross tonnage: 109,844t 85 20,000 80.5 Strainer Portable conical dual flow type - ASTM 20/60 8
100 23,530 85.0 mesh (nominal aperture 0.12mm)
Net tonnage: 36,732t
110 25,883 87.7 150LB 200A x 6600mm (2 parts) to extend not 1
Classification: Det Norske Veritas, +1A1 Tanker for Liquefied Gas,
Jettison nozzle less than 3 metres outboard of ship’s side
Ship Type 2G, (-163°C, 500kg/m3, 25kPa),
NAUTICUS (new building), REGAS-2, EO, NAUT- Telegraph Position Ahead RPM Astern RPM
OC, CLEAN, BIS, CSA-FLS2, PLUS, COAT- Dead Slow 22 22 Cryogenic 150LB 15A (one end floating flange) for 2
PSPC(B), Recycable, GAS FUELLED, TMON, composite hose nitrogen general use: Length 20m
OPP-F Slow 30 30
*FSRU Mode: Ship Type 2 (-163°C, 500kg/m3, 70kPa) Half 38 38
Full 46 46
Summer deadweight: 93,663t
Navigational Full 83 Emergency 70
Summer displacement: 128,358t
Ballast deadweight: 54,709t
Ballast displacement: 89,405t
Length: 294.07m (overall)
Cargo Tanks
Length: 282.00m (between perpendiculars) Type: GTT MkIII
Breadth moulded: 46.0m
Depth moulded: 26.0m
Design draught: 11.60m (moulded)
Scantling draught: 12.60m
Cargo capacity: 170,031.6m3 at 100%
Cargo capacity: 167,481.1m3 at 98.5%
Diesel oil capacity: 5,974.6m3 at 100%
Diesel oil capacity: 5,855.1m3 at 98%
Illustration 1.1.1b Accommodation Plans - A and B Deck
A Deck B Deck
Cleaning
Able Able Able Fire
Gear
Crew’s Crew’s Seaman Seaman Seaman Cont. Bosun
Locker
Dry Mess Room Recreation (A) (B) (C) Station
Provisions and Library (B)
Store W/C Fitter (B)
Steward (C)
Bonded Crew’s Ordinary

CD & Crew’s TV Crew’s Drying CD & Seaman
Store Pantry
PD Room Laundry Room PD (A)
Handling Steward (B)
Space Ordinary
Steward (A) Seaman
(B)
Galley
Ordinary
Vegetable
No.2 Electrical Seaman
Room Gymnasium
Equipment Locker (B) (C)
Room
Lift Lift
Dairy Ordinary
Room Seaman
Lobby (D)
W/C
Fish 2nd Cook
Room Ordinary
Seaman
Oiler (D) CD & (E)
Meat CD & Officers’ TV
Officers’ PD Linen PD
Room Room
Pantry Locker (A) Locker (C) Locker (A)
Oiler (C)
Treatment
Room Fitter (A)
Officers’ Duty
Mess Room Room W/C Officers’
Recreation
Oiler Chief Cook
Room Hospital
Smoking Oiler (B) (A)
Room
Reference Drawing: 1G-7000-201-300
Illustration 1.1.1c Accommodation Plans - C and D Deck
C Deck D Deck
4th 3rd 3rd Locker 2nd

Engineer Engineer Engineer (D) Engineer’s 2nd
(A) (B) Bedroom Engineer’s
Conference Day Room
Night Room
Pantry
Locker (E)
Linen CD CD Cargo
Officers’
Locker and and Engineer’s
Laundry
Engine (B) PD PD Bedroom
Cadet (B)
Cleaning
Engine Gear Drying Cargo Cargo
Cadet (A) Locker (B) Room Control Sundry Engineer’s
Room Exhaust Day Room
Fan
Server
Room
Lift Lift
Electrician’s
Deck No.1 Electrical Locker Day Room
Cadet (B) Equipment (G)
Room
Deck
Cadet (A) CD Battery CD
and Room and Electrician’s
Baggage Bedroom
Locker W/C PD PD
Locker (F)
Ship’s Sanitary
Office Exhaust
Fan Room Chief
Chief
2nd 2nd Pilot Officer’s
3rd Officer’s
Officer Officer Day Room
Officer Bedroom
(B) (A)
Illustration 1.1.1d Accommodation Plans - E and Nav Deck
E Deck Nav Deck
Chief Chief
Engineer’s Engineer’s
Office Day Room
C/D Chief Engineer’s

and Bedoom
P/D W/C
Owner’s
Bedroom
Wheelhouse
Lift
Owner’s
Day Room
Nav.
Locker
C/D
and
P/D Captain’s
Bedroom
Captain’s Captain’s
Office Day Room
1.1.2 Principal Particulars of Cargo Equipment Ballast Pump Nitrogen Buffer Tank
and Machinery Manufacturer: Shinko Industries Ltd. No. of sets: 1
Type: Vertical, centrifugal with self-priming Capacity: 24m3
Cargo Pumps Model: SVA500XMS/XM Design pressure: 1.1Ma
Manufacturer: Shinko Industries Ltd. No. of sets: 3 Operating pressure: 1.0MPar (maximum)
Type: Centrifugal, fixed vertical Capacity: 2,600m3/h at 350kPa
Model: SM300H Prime mover: Electric motor 355kW High Duty Compressors
No. of sets: 8 (2 per cargo tank) Speed: 1,190 rpm
Manufacturer: Cryostar
Rated flow: 1,000m3/h at 1.6MPa
Type: Centrifugal, single-stage, fixed speed with
Minimum flow: 400m3/h (continuous) Small Ballast Pump adjustable inlet guide vanes
Motor type: Verical submerged, 3-phase induction Model: CM 400/55
Manufacturer: Shinko Industries Ltd.
Motor rating: 350kW, 6,600V, 60Hz No. of sets: 2
Type: Vertical centrifugal single-stage
Motor speed: 1,800 rpm Volume flow: 32,000c
Model: SVA250A
No. of sets: 2 Mass flow: 49,109kg/h
Spray Pump Capacity: 400m3/h at 350kPa Inlet gas pressure: 103kPa (absolute)
Type: Centifugal, fixed vertical Prime mover: Electric motor 355kW Outlet gas pressure: 196kPa (absolute)
Model: SM65 Speed: 1,190 rpm Inlet gas temperature: -140°C
No. of sets: 4 (1 per cargo tank) Shaft speed: 11,200 rpm
Operating temperature: -163°C Water Ballast Stripping Eductor
Specific gravity: 0.500 Low Duty Compressors
Manufacturer: Tanktec Marine Products
Rated flow: 50m3/h at 1.45MPa Manufacturer: Cryostar
No. of sets: 2
Minimum flow: 20m3/h (continuous) Type: Centrifugal, two-stage, dual speed with variable
Capacity: 300m3/h
Motor rating: 30kW, 440V, 60Hz diffuser vanes
Motor speed: 3,600 rpm Model: CM2 200 LD
Ballast Water Treatment System
No. of sets: 3
Manufacturer: Techcross Volume flow: 4,400m3/h
Regas Feed Pump
Type: Electrolysis disinfection Mass flow: 5,483kg/h
Type: Centifugal
Model: ECS-2600B Inlet gas pressure: 103kPa (absolute)
Model: SMR200
No. of sets: 4 (1 per cargo tank) Outlet gas pressure: 196kPa (absolute)
Nitrogen Gas Generator Inlet gas temperature: -100°C
Operating temperature: -163°C
Specific gravity: 0.500 Manufacturer: Air Products AS Shaft speed: 29,775 rpm
Rated flow: 550m3/h at 1.6MPa Type: Prism membrane
Minimum flow: 220m3/h (continuous) Model: NC1.1-1609P-WKP-125-970 - Integrated feed air
compressor and nitrogen generator
Motor rating: 200kW, 440V, 60Hz
No. of sets: 2
Motor speed: 3,600 rpm
Unit capacity: 125m3/h at 97% nitrogen
LNG Vaporiser Glycol Water Circulating Pump Refrigeration/Cooling Plant
Manufacturer: Cryostar Manufacturer: Shinko Compressor type: Semi-hermetic refrigeration screw
Type: Shell and Tube Model: RVP100MH No. of sets: 1
Model: 65-UT-38/34-5.2 No. of sets: 2 Condenser type: Shell and tube
No. of sets: 1 Capacity: 24m3/h at 300kPa Cooling medium: Brine (20% ethylene glycol/water)
Steam inlet temp: 174°C Gas inlet condition: 37°C at 100% relative humidity (maximum)
Steam outlet temp: 169°C approx. Glycol Water Pneumatic Pump Gas outlet condition: 5°C at 100% relative humidity (maximum)
Inlet pressure: 800kPa(g)
Manufacturer: Wilden
Outlet pressure: 800kPa(g) Brine Circulation Pump
Type: Air-operated
No. of sets: 1 Type: Centrifugal, single-stage
Forcing Vaporiser Air pressure: 7kg/cm2 No. of sets: 1
Manufacturer: Cryostar Capacity: 2m3/h at 100kPa Capacity: 182m3/h at 155kPa
Type: Shell and U Tube
Model: 34-UT-25/21-2.8 Tank Level Gauging System Dew Point Meter
No. of sets: 1
Manufacturer: Panasia Co. Ltd. Manufacturer: Vaisala
Steam inlet temp: 174°C
Type: Electric pressure type level transmitter Type: DRYCAP 180M
Steam outlet temp: 169°C approx.
Model: P940
Inlet pressure: 800kPa(g)
No. of sets: 12 + 4 draught gauge Air Dryer Unit
Outlet pressure: 800kPa(g)
Heater type: Finned coil (steam), tube element (electric)
Oxygen Analyser No. of sets: 1
Spray Pre-Cooler and Mist Separator
Manufacturer: Hamworthy Moss AS Electric heater capacity: 340kW
Type: Zirconia sensor Steam heater capacity: 360kW at 177°C and 800kPa
Model: VMS-16/16-1100
Model: H36 Fan capacity: 9,500Nm3/h
No. of sets: 1
Inert Gas Composition
Inert Gas Generator
High Duty Heater Oxygen: 1-2% (by volume)
Manufacturer: Hamworthy Moss AS
Type: Shell and Tube Carbon dioxide: ±14% (by volume)
Type: Moss high turbulent
Model: 108-UT-38/34-3.8 Carbon monoxide: 100ppm (maximum)
No. of sets: 1
No. of sets: 1 Sulphur oxides: 1ppm (normal)
Gas delivery rate: 16,000Nm³/h
Design temperature: -196°C/+220°C (tube), +220°C (shell) Nitrogen oxides: 100ppm (maximum)
Gas delivery pressure: 25kPa
Design pressure: 1.0MPa tube, 1.1MPa shell Nitrogen and argon: Remainder
Scrubber type: Triplex 3-stage with mesh demister
Soot: Bacharach 0
Fuel oil consumption: 1,394kg/h
Glycol Water Heaters Steam consumption: 640kg/h to the dryer heater
Manufacturer: DongHwa Entec Dew point: -45°
Type: Shell and tube
Model: BEU
No. of sets: 2
Capacity: 4.03m3
Fixed Gas Sampling System (SW2020) Portable Gas Analysers and Detectors Nitrogen Gas Purge Portable Level Gauge for IBS/IS
Manufacturer: Consilium Marine AB Gas-Proof Lamps Manufacturer: Hanla Level Co.
System: Salwico Manufacturer: Wolf Safety Lamp Company Ltd. Model: CT-180 OPN
Type: Sample draw, continuous 25 minute cycle Type: Wolf Lite - hand Level range: 0 ~ 35m
Salwico model: SW2020 Wolf Lite - head-mounted Flow rate: 10 - 30Nl/h
Measuring points: 30 external measuring points Accuracy: 1% of FS
1 internal for leakage control Working temperature: -18°C to -50°C
Automatic Dew Point Meter/Analyser
Detectors for methane: 2 x methane 0-100% LEL IR type Optima Plus Signal range: 400m maximum distance of signal line between
Manufacturer: Shaw Moisture Meters indicator and safety chamber
2 x methane 0-100% Vol IR type Optima Plus
Model: Shaw Grey Spot
No. of sets: 2
Fixed Gas Detection System Cargo Tank Relief Valves
LNG Mode
Manufacturer: Consilium Marine AB Multi Gas Detection Meters
Manufacturer: Fukui Seisakusho
System: Salwico
RX515 Type: PORV 10 *12
Manufacturer: Riken Keiki Co. Ltd. Model: PSL-MD23-131-DS1(B)
Cargo Machinery Space, Engine Room and Accommodation
Model: RX515 No. of units: 8
No. of sets: 48 (26 in cargo machinery and engine room, 22 in No. of sets: 2 No. per tank: 2
accommodation)
Gases detected: Oxygen in volume %, Set pressure: 25kPa(g)
Type: IR II 2 G EEx d
Carbon dioxide in volume %, Closing pressure: 22kPa(g)
Model: Salwico GD (Optima Plus)
Carbon monoxide in ppm, Blowdown pressure: 3kPa
Range: 0-100% LEL CH4
CH4 in % LEL and in volume % Blowdown %: 12%
Flow rate per valve: 25,570Nm3/h
LNG Vaporisation Space Vacuum setting: -1kPa(g) ±25%
GX-2009
Type: Searchline Excel open path type gas detectors,
Manufacturer: Riken Keiki Co. Ltd.
complete unit
No. of sets: 2 FRSU Mode
No. of sets: 8
Model: GX-2001 Personal Multi-Gas Detector Manufacturer: Fukui Seisakusho
Type: II 2 G EEx d
Gases detected: Oxygen in volume %, Type: PORV 10 *12
No. of sets: 15
Carbon dioxide in volume %, Model: PSL-MD23-131-DS1(B)
Model: Salwico GD True IR (Optima Plus)
Carbon monoxide in ppm, No. of units: 8
CH4 in % LEL and in volume % No. per tank: 2
Set pressure: 70kPa(g)
Other Space
Closing pressure: 63kPa(g)
Type: Searchline Excel open path type gas detectors, Blowdown pressure: 7kPa
complete unit
Blowdown %: 10%
No. of sets: 2
Type: II 2 G EEx d
Vacuum setting: -1kPa(g) ±25%
No. of sets: 12
Model: Salwico GD True IR (Optima Plus)
Insulation Space Relief Valves Pipeline Relief Valves Loading Main
Interbarrier Spaces (IBS) Cargo Tank Off-Load Main Manufacturer: Fukui Seisakusho
Manufacturer: Fukui Seisakusho Manufacturer: Fukui Seisakusho Type: Conventional 4*P*6
Type: PORV 2*3 Type: Conventional 1.1/2*F*2 Model: REC131-S1(E)
Model: PSL-MD13-131-S1(B) Model: REC131-S1(N) No. of units: 2
Number of units: 8 No. of units: 4 Tag No: CR703, CR711
Number per tank: 2 Set pressure: 1,000kPa(g) (1.0MPa) Set pressure: 1,000kPa(g) (1.0MPa)
Set pressure: 3.0kPa(g) Closing pressure: 900kPa(g) Closing pressure: 900kPa(g)
Closing pressure: 1.8kPa(g) Blowdown pressure: 100kPa Blowdown pressure: 100kPa
Blowdown pressure: 1.2kPa Blowdown %: 10% Blowdown %: 10%
Blowdown %: 40% Flow rate per valve: 1,874Nm3/h Flow rate per valve: 36,820Nm3/h
Flow rate per valve: 441Nm3/h
Cargo Tank Loading Main Type: Conventional 3/4*E*1
Vacuum block: -80kPa(g) (no leakage for 1 minute)
Manufacturer: Fukui Seisakusho Model: REC131-S1(N)
Type: Conventional 1.1/2*F*2 No. of units: 1
Insulation Spaces (IS)
Model: REC131-S1(N) Tag No: CR701
Manufacturer: Fukui Seisakusho Set pressure: 1,000kPa(g) (1.0MPa)
No. of units: 4
Type: PORV 2*3 Closing pressure: 900kPa(g)
Set pressure: 1,000kPa(g) (1.0MPa)
Model: PSL-MD13-131-S1(B) Blowdown pressure: 100kPa
Tag No: CR101//401,104//404 Blowdown %: 10%
Blowdown pressure: 100kPa
Number of units: 8 Flow rate per valve: 1,398Nm3/h
Blowdown %: 10%
Number per tank: 2
Set pressure: 3.5kPa(g) Type: Conventional 1.1/2*H*3
Closing pressure: 2.1kPa(g) Off-Loading Main Model: REC131-S1(N)
Blowdown pressure: 1.4kPa Manufacturer: Fukui Seisakusho No. of units: 1
Blowdown %: 40% Type: Conventional 4*P*6 Tag No: CR601
Flow rate per valve: 544Nm3/h Model: REC131-S1(E) Set pressure: 1,000kPa(g) (1.0MPa)
Vacuum block: -80kPa(g) (no leakage for 1 minute) No. of units: 2 Closing pressure: 900kPa(g)
Set pressure: 1,000kPa(g) (1.0MPa) Blowdown pressure: 100kPa
Insulation Space Pressurisation Header Closing pressure: 900kPa(g) Blowdown %: 10%
Type: Conventional 1.1/2*F*2 Blowdown pressure: 100kPa Flow rate per valve: 4,577Nm3/h
Model: REC131-S1(N) Blowdown %: 10%
No. of sets: 1 Flow rate per valve: 36,820Nm3/h Manifold Liquid Crossover
Tag No: NG701 Manufacturer: Fukui Seisakusho
Set pressure: 80kPa(g) Type: Conventional 3*L*4
Model: REC131-S1(E)
No. of units: 2
Tag No: CR706, CR707
Set pressure: 1000kPa(g) (1.0MPa)
IMO No: 9653678 / Issue 1 (2017.02.01) 1 - 10 Part 1: Design Concept of the Vessel
Blowdown %: 10% Spray Main Tag No: CR506
Flow rate per valve: 16,490Nm3/h Manufacturer: Fukui Seisakusho Set pressure: 1,000kPa(g) (1.0MPa)
Type: Conventional 2*J*3 Closing pressure: 900kPa(g)
Manifold Model: REC131-S1(E) Blowdown pressure: 100kPa
Manufacturer: Fukui Seisakusho No. of units: 3 Blowdown %: 10%
Type: Conventional 1.1/2*G*2 Tag No: CR704, CR708 709 Flow rate per valve: 2,956Nm3/h
Model: REC131-S1(N) Set pressure: 1,000kPa(g) (1.0MPa))
No. of units: 4 starboard side Closing pressure: 900kPa(g) Forcing Vaporiser
Tag No: CR002, 006, 010, 014 Blowdown pressure: 100kPa
No. of units: 4 port side Blowdown %: 10%
Type: Conventional 3/4*E*1
Tag No: CLR003, 007, 011, 015 Flow rate per valve: 7,413Nm3/h
Model: REC131-S1(N)
No. of units: 1
Closing pressure: 900kPa(g) Tank Spray Lines Tag No: CR503
Manufacturer: Fukui Seisakusho Set pressure: 1,000kPa(g) (1MPa)
Blowdown %: 10%
Type: Conventional 1.1/2*F*3 Closing pressure: 900kPa(g)
Model: REC131-S1(N) Blowdown pressure: 100kPa
No. of units: 4 Blowdown %: 10%
Type: Conventional 1.1/2*F*2
Tag No: CR112, 212, 312, 412 Flow rate per valve: 1,398Nm3/h
Model: REC131-S1(N)
No. of units: 4 starboard side Manufacturer: Fukui Seisakusho
Tag No: CR001, 005, 009, 013 Type: Conventional 1.1/2*F*2
No. of units: 4 port side Model: REC131-S1(N)
Blowdown %: 10%
Tag No: CLR004, 008, 0012, 016 No. of units: 3
Set pressure: 1,000kPa(g) (1.0MPa) Tag No: CR505, 504, 507
Closing pressure: 900kPa(g) Set pressure: 1,000kPa(g) (1.0MPa)
Blowdown pressure: 100kPa Cargo Machinery Space
Blowdown %: 10% LNG Vaporiser Blowdown pressure: 100kPa
Flow rate per valve: 1,874Nm3/h Manufacturer: Fukui Seisakusho Blowdown %: 10%
Type: Conventional 3/4*E*1 Flow rate per valve: 1,874Nm3/h
Manifold Spray Crossover Model: REC131-S1(N)
Manufacturer: Fukui Seisakusho No. of units: 1 Manufacturer: Fukui Seisakusho
Type: Conventional 3*K*4 Tag No: CR502 Type: Conventional 1.1/2*H*2
Model: REC131-S1(E) Set pressure: 1,000kPa(g) (1.0MPa) Model: REC131-S1(N)
No. of units: 1 Closing pressure: 900kPa(g) No. of units: 1
Tag No: CR705 Blowdown pressure: 100kPa Tag No: CR501
Set pressure: 1,000kPa(g) (1.0MPa) Blowdown %: 10% Set pressure: 1,000kPa(g) (1.0MPa)
Closing pressure: 900kPa(g) Flow rate per valve: 1,398Nm3/h Closing pressure: 900kPa(g)
Blowdown pressure: 100kPa Blowdown pressure: 100kPa
Blowdown %: 10% Type: Conventional 1.1/2*G*2 Blowdown %: 10%
Flow rate per valve: 10,570Nm3/h Model: REC131-S1(N) Flow rate per valve: 4,577Nm3/h
No. of units: 1
Hull Ventilation Emergency Fire Pump Anchor/Mooring Winch
Underdeck Passageway Exhaust Fans Manufacturer: ��
Shinko Industries Ltd. Nominal pull: 30 tons
Manufacturer: Hi Air Korea Co. Ltd. Type: Self-priming, vertical, centrifugal, motor-driven Nominal speed: 0 - 15m/min
Model: AKA-800/410 Model: RVP160-2MS Slack rope speed: 0 - 45m/min
Quantity: 2 No. of sets: 1 Brake holding capacity: Design - 102.4 tons. Operation - to be adjusted to
Capacity: 72m³/h at 1MPa 60% of rope MBL
Air volume: 570m3/min
Motor rating: 55kW, 440V, 1,800 rpm
Mooring Winch
Pipe Duct Keel Exhaust Fan
Hydraulic Power Pack for Ballast and Cargo Valve Control Manufacturer: Aker Pusnes AS
Manufacturer: Hi Air Korea Co. Ltd.
Cargo Hydraulic Power Pack Type: (M1, M6, M8) - 320EW 53M.47
Model: AKA -800/410
(M2, M3, M5) - 320EW 10.M54
Quantity: 1 Manufacturer: Scana
(M4) - 320EW 54M.10
Air volume: 450m3/min Type: 1200L
(M7) - 320EW 54.M10
Model: SS-HP-1890
No. of sets: 8 (M1 - M8)
Fire and Deck Main Systems Pump capacity: 2 main hydraulic pumps: 47 l/min at 1,750 rpm
Nominal pull: 30 tons
Topping-up hydraulic pump: 18 l/min at 1,750 rpm
Bilge, Fire and General Service Pumps Brake holding capacity: Design - 102.4 tons. Operation - to be adjusted to
Manufacturer: Shinko Industries Ltd. 60% of rope MBL
Ballast Hydraulic Power Pack Stowing capacity: 275m x 44mm wire rope with 11m nylon tail
No. of sets: 2
Type: Self-priming, vertical, centrifugal, motor-driven Manufacturer: Scana Motor rating: 82kW, 135A
Model: RVP200MS Type: 1200L
Capacity: 240/160m³/h at 3/11.5MPa Model: SS-HP-1890 Mooring Complement
Motor rating: 110kW, 440V, 1,785 rpm Pump capacity: 2 main hydraulic pumps: 47 l/min at 1,750 rpm Mooring ropes: Bridon Steelite Xtra, UHMPE Superline
Topping-up hydraulic pump: 18 l/min at 1,750 rpm Mooring rope length: 275m x 40mm
Fire Pump Rope tails: Bridon multi-plait PEE
Manufacturer: ��
Shinko Industries Ltd. Mooring Winches and Windlass Rope tail length: 11m x 84mm
Type: Vertical centrifugal Combined Anchor Windlass/Mooring Winch - Cable Lifter
Model: RVP160-2M Manufacturer: Aker Pusnes AS Anchor
No. of sets: 1 Type: (W1) - O-CU 46.15 + 350EW 15.M47 Type: High holding power
Capacity: 160m³/h at 1.15MPa (W2) - O-CU 15.46 + 350EW 47M.15 No. of sets: 2
Motor rating: 90kW, 440V, 1,800 rpm No. of sets: 2 (W1 - W2) Weight: 15,000kg
Motor rating: 116kW, 190A
Fire Main Pressurising Pump Forward Emergency Towing Equipment
Manufacturer: ��
Shinko Industries Ltd. Cable Lifter Unit Manufacturer: Tanktech Co. Ltd.
Type: Horizontal, centrifugal, motor-driven Anchor chain: 111mm Grade 3 Type: Keta-43F
Model: SHQ50AM Nominal pull: 58.6 tons
No. of sets: 1 Nominal speed: 0 - 9.0/min Aft Emergency Towing Equipment
Capacity: 2m³/h at 1.15MPa Maximum pull: 87.9 tons Manufacturer: Tanktech Co. Ltd.
Motor rating: 7.5kW, 440V, 3,530 rpm Brake holding capacity: Design (45%) - 390 tons Type: Keta-40A
Quick-Release Hooks Stores Cranes Electrical Insulation for Ship to Ship
Manufacturer: Trelleborg Provisions Crane (Starboard Aft) Type: Heavy duty, non-slippery corrugated type
Type: Single hook Manufacturer: TTS Marine Shanghai Co. Ltd. Model: HCM-401
Model: FB150R-01 Type: Electro-hydraulic cylinder luffing jib No. of sets: 4
No. of sets: 2 Model: HHC: GP 260-7-16.8 Size: 2.5 m x 1.5 m
No. of sets: 1
Type: Double hook
SWL: 7 tons Insulation Kits for Cargo Manifold Pipes
Model: FB150R-02
Outreach: 16.8 (maximum), 4m (minimum) Gasket (Teflon): For #150-16”
No. of sets: 8
Hook travel: 60m Bolt & nut with Teflon
SWL: 135 tonne
sleeve: For #150-16” flange
Proof load: 135 tonne
Provisions Crane (Port Aft) Washer (Teflon): For #150-16” flange
Quantity: 3 sets
Manufacturer: TTS Marine Shanghai Co. Ltd.
Capstan
Type: Electro-hydraulic cylinder luffing jib
Manufacturer: Trelleborg
Model: HHC: GP 80-2-20
Type: Vertical mounted
No. of sets: 1
No. of sets: 10
SWL: 2 tons
Working line pull: 3 tonnes at nominal line speed haul, 30m per
Outreach: 20m (maximum), 4m (minimum)
minute
Hook travel: 60m
Staring line pull: 6 tonnes, (2 x starting line pull)
Operation: Reversible with brake
Cargo Machinery Room Crane
Manufacturer: TTS Marine Shanghai Co. Ltd.
Manifold Cranes
Type: Electro-hydraulic cylinder luffing jib
Port Manifold Crane
Model: GP 150-5-17
Manufacturer: TTS Marine Shanghai Co. Ltd. No. of sets: 1
Type: Electro-hydraulic cylinder luffing jib SWL: 6 tons
Model: HHC: GP 530-10-24 Outreach: 17m (maximum), 3.4m (minimum)
No. of sets: 1 Hook travel: 53m
SWL: 10 tons
Outreach: 24m (maximum), 4.8m
��
(minimum)
��
Hook travel: 63m
Ship to Ship Equipment
Ship to ship hose: 10”x18.5m - 7 each incl. one spare.

Starboard Manifold Crane Y-piece: 16”x10”x10” – 3 each for FRSU and 3 each for
Manufacturer: TTS Marine Shanghai Co. Ltd. LNGC
Type: Knuckle boom Double saddles: 3 pcs stainless steel with braking for FSRU
Model: GPCKO 900-10-34 3 pcs aluminium for LNGC
No. of sets: 1 6 ERC units: DV 10” PP ANSI 150
SWL: 10 tons Hydraulic power pack: 1
Outreach: 34m (maximum), 4.8m (minimum) Hose beam: 200A 16T x 16,000mm pipe bar with eye plates
Hook travel: 72m
1.1.3 Tank Capacity Tables
CARGO TANKS FRESH WATER TANKS SG: 1.000

Compartment Location Volume Volume LNGC (98.5%) Centre of Gravity
Compartment Location Capacities Centre of Gravity
SG.=0.47 SG.=0.50 LCG VCG
Frame 100% 98.5% At At From Above Frame
-163ºC -163ºC Midship BL Volume Weight LCG VCG
m3 m3 tonnes tonnes m m 100% 100% From Above
No.1 Cargo Tank 117.1-126.9 26,539.157 26,141.1 12,286.3 13,070.5 85.688 17.834 Midship BL
m3 tonnes m m
No.2 Cargo Tank 102.1-115.9 47,839.738 47,122.1 22,147.4 23,561.1 42.712 16.695
Fresh Water Tank (P) 10 -18 223.1 223.1 -129.681 17.848
No.3 Cargo Tank 87.1-100.9 47,844.951 47,127.2 22,149.8 23,563.6 -7.572 16.695
Fresh Water Tank (S) 10 -18 223.1 223.1 -129.681 17.848
No.4 Cargo Tank 72.1-85.9 47,827.159 47,109.8 22,141.6 23,554.9 -57.858 16.695
Sub Total 446.2 446.2 - -
Sub Total 170,051.005 167,500.2 78,725.1 83,750.1 - -
98.0% FSRU (98.0%)
m3
No.1 Cargo Tank 26,008.4 12,223.9 13,004.2
GAS OIL TANKS SG: 0.900
No.2 Cargo Tank 46,882.9 22,035.0 23,441.5
Compartment Capacities Centre of Gravity
No.3 Cargo Tank 46,888.0 22,037.4 23,444.0
Location
No.4 Cargo Tank 46,870.7 22,029.2 23,435.4
100% 98% 98% LCG VCG
Sub Total 166,650.0 78,325.5 83,325.0 Frame
From Above
m3 m3 tonnes Midship BL
m m
WATER BALLAST TANKS SG: 1.025 Fwd MGO Storage Tank (P) 128 - 148 1,816.9 1,780.6 1,602.5 111.841 12.840
Fwd MGO Storage Tank (S) 128 - 148 1,790.5 1,754.7 1,579.3 111.940 12.843
Aft MGO Storage Tank (P) 47 - 67 991.2 971.4 874.2 -95.400 18.305
Frame Aft MGO Storage Tank (S) 47 - 67 478.2 468.6 421.7 -93.799 21.157
100% 100% LCG VCG MGO Settling Tank (S) 55 - 63 250.7 245.7 221.1 -93.800 15.432
From Above
Midship BL MGO Service Tank (S) 47 - 55 250.7 245.7 221.1 -100.200 15.432
m3 tonnes
m m Sub Total 5,578.2 5,466.7 4,919.9 - -
Fwd WB Tank (C) 128 -148 4,048.3 4,149.5 111.995 12.058
No.1 WB Tank (S) 116 -128 5,857.8 6,004.2 83.100 9.855 GAS OIL TANKS SG: 0.900
No.1 WB Tank (P) 116 -128 5,857.8 6,004.2 83.100 9.855
Compartment Capacities Centre of Gravity
No.2 WB Tank (S) 101-116 5,973.9 6,123.2 40.823 6.764
Location
No.2 WB Tank (P) 101-116 5,973.9 6,123.2 40.823 6.764
No.3 WB Tank (S) 86 -101 6,164.1 6,318.2 -8.970 6.613 100% 98% 98% LCG VCG
Frame
From Above
No.3 WB Tank (P) 86 -101 6,164.1 6,318.2 -8.970 6.613
m3 m3 tonnes Midship BL
No.4 WB Tank (S) 71- 86 5,822.6 5,968.2 -58.373 6.888 m m
No.4 WB Tank (P) 71- 86 5,822.6 5,968.2 -58.373 6.888 MGO Storage Tank (P) 67 - 71 198.2 194.2 174.8 - 85.800 18.305
Aft Peak Tank -6.2-18 1,813.1 1,858.5 -133.827 13.519 MGO Storage Tank (S) 67 - 71 198.2 194.2 174.8 - 85.800 18.305
Sub Total 53,498.2 54,835.6 - - Sub Total 396.4 388.4 349.6 - -
LUBRICATING OIL TANKS SG: 0.900
Frame
100% 98% LCG VCG
From Above BL
Midship
m3 m3 tonnes m m
No.1 G/E LO Sump Tank (S) 41 - 56 20.1 19.7 17.8 -102.695 9.975
No.2 G/E LO Sump Tank (S) 41 - 56 20.1 19.7 17.8 -102.695 9.975
No.3 G/E LO Sump Tank (P) 41 - 56 20.1 19.7 17.8 -102.695 9.975
No.4 G/E LO Sump Tank (P) 41 - 54 17.7 17.4 15.6 -103.477 9.975
Generator LO Storage Tank (S) 33 - 39 93.9 92.0 82.8 -112.200 17.906
Generator LO Settling Tank (S) 27 - 33 87.7 85.9 77.4 -117.400 17.906
Stern Tube LO Sump Tank (S) 26 - 29 3.5 3.4 3.1 -119.000 2.008
Sub Total 263.1 257.8 232.3 - -
MISCELLANEOUS TANKS SG: 1.000
Frame
Volume Weight LCG VCG
100% 100% From Above
Midship BL
m3 tonne m m
Bilge Holding Tank (C) 63 - 71 411.1 411.1 -87.345 1.464
No.1 Oily Bilge Tank (C) 59 - 63 28.3 28.3 -92.200 1.758
No.2 Oily Bilge Tank (C) 51 - 55 28.3 28.3 -98.600 1.758
Grey Water Tank (C) 47 - 63 535.8 535.8 -96.658 1.367
MDO Overflow Tank (S) 67 - 71 61.4 61.4 -85.800 7.968
Sludge Tank (S) 24 - 34 18.1 18.1 -117.600 10.025
Sewage Holding Tank (S) 22 - 26 37.6 37.6 -121.800 17.906
Clean Bilge Tank (C) 18 - 47 431.8 431.8 -112.024 1.395
Cooling Water Tank (C) 8.6 - 18 102.1 102.1 -128.692 5.435
Sub Total 1,654.5 1,654.5 - -
1.2 Rules and Regulations Gas Carriers Built Between 1976 and 1986 (the GC Code) ‘Liquefied gas’ is changed from the codes definition of ‘a product having
a vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a
The regulations covering gas carriers built after 1976 but before 1st July 1986,
product having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change
Introduction is the ‘Code for the Construction and Equipment of Ships Carrying Liquefied
in the definition from a Reid vapour pressure of 40 psi abs to 25 psi abs. The
Gases in Bulk’, known as the Gas Carrier Code or GC Code and adopted under
change in the Reid vapour pressure includes the ‘certain other substances’
Since the introduction of liquefied gas carriers into the shipping field, it was Assembly Resolution A328 (IX).
referred to in para. 1.2 of the Code, but does not include any product in IMO’s
recognised that there was a need for an international code for the carriage of Chemical Code except ethylene, which is presently listed in the Code and the
liquefied gases in bulk. Since 1975, the MSC has approved four sets of amendments to the GC Code,
Chemical Code. The change in the Reid vapour pressure was proposed by the
the latest in June 1993.
US delegation to the IMO but the change was not adopted, although there was
At the beginning of the 1970s, the Marine Safety Committee (MSC) of apparently no objection to it. The change, however, does not affect the list of
the International Maritime Organisation (IMO), known then as the Inter- Gas Carriers Built Before 1977 (the Existing Ship Code) regulated cargoes.
Governmental Maritime Consultative Organisation (ICMO), started work
The regulations covering gas carriers built before 1977 are contained in the
on a gas carrier code with the participation of the major country delegations Chapter 4 of the Code includes a provision for the evaluation of the insulation
‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised
representing gas carrier owners, the International Association of Classification and hull steel, assuming for the purpose of design calculations, that the cargo
under assembly resolution A 329 (IX). Its content is similar to the GC Code,
Societies, the United States Coast Guard and several other international tanks are at the design temperature and the ambient outside air and sea design
though less extensive.
associations. temperatures as follows:
The existing ship code was completed in 1976 and remains as an IMO
The result of this work was the ‘Code for the Construction and Equipment
recommendation for all gas carriers in this fleet of ships. General Worldwide
of Ships Carrying Liquefied Gases in Bulk’ introduced under Assembly
Resolution A328 (IX) in November 1975.
The IGC Code requires that a certificate (International Certificate of Fitness • Still air: +5°C (41°F)
for the Carriage of Liquefied Gases in Bulk) must be issued to all new gas
This was the first code developed by the IMO having direct applicability to •��
Sea water: 0°C (32°F)
carriers. The certificate should comply to a pro-forma, as set out in ‘Model
gas carriers.
Form’ attached as an appendix to the code and should be available on board
Chapter 4 also provides that each administration may set higher or lower ambient
all new gas carriers.
The intention was to provide ‘a standard for the safe bulk carriage of liquefied design temperatures. This document proposed the following temperatures:
gases (and certain other substances) by sea by prescribing design and
The basic philosophy behind the code is summarised in the International Code
constructional features of ships and their equipment, so as to minimise risks to Any Waters in the World, Except Alaskan Waters
for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
ships, their crew and the environment’.
which is readily available on board in the ship’s library.
•��
Air (at 5 knots): -18°C (0°F)
The GC Code has been adopted by most countries interested by the transport
of liquefied gases by sea, as well as all classification societies, and is now part Preamble •��
Still sea water: 0°C (32°F)
of SOLAS. Most of the provisions in the IMO Code are covered by the Classification
Society’s rules and regulations, however, attention must be drawn to the fact Alaskan Waters
The USCG have added some extra requirements to the GC Code for ships that it contains requirements that are not within the scope of classification
trading in the USA’s waters. as defined in the society’s rules, for example, chapter II, Ship Survival •��
Air (at 5 knots): -29°C (–20°F)
Capability, chapter XIV, Personnel Protection and chapter XVII, Operating •��
Still sea water: - 2°C (28°F)
The applicability of the code is as follows: Requirements.
Gas Carriers Built After June 1986 (the IGC Code) However, where the societies are authorised to issue the International
Certificate of Fitness, these requirements, together with any amendments or
The code which applies to new gas carriers (built after June 1986) is the
interpretations adopted by the appropriate national authority, will be applied
‘International Code for the Construction and Equipment of Ships carrying
where applicable.
Liquefied Gases in Bulk’ known as the IGC Code.
Since the IMO recommendations defer some matters to the discretion of each
At a meeting of the MSC in 1983 approving the second set of amendments to
administration, and in other matters are not specific enough for Coast Guard
SOLAS, the requirements of the IGC Code become mandatory with almost
regulatory purpose, several major changes have been introduced from the
immediate effect.
code in the proposed Coast Guard rules. These changes are discussed in the
following paragraphs.
The proposed regulations specify enhanced grades of steel for crack arresting The latest version of the following regulations and recommendations m) ICS Guide to Helicopter/Ship Operations, fourth edition.
purposes in the deck stringer, sheer strake and bilge strake. The minimum incorporating all subsequent additions and amendments currently in force, or
acceptable grade for the deck stringer and the sheer strake is Grade E or an agreed between the owner and the builder, but awaiting ratification, enactment n) OCIMF Standardisation of Manifold for Refrigerated Liquefied
equivalent steel that is specially approved by the Commandant (G-MMT). The or implementation at the time of signing of the contract shall be applied. Gas Carriers (LNG).
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an
equivalent steel that is specially approved by the Commandant (G-MMT). a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia, o) OCIMF Guidelines and Recommendations for the Safe Mooring
Oman, Australia, Japan and Qatar for entry into those ports. of Large Ships at Piers and Sea Islands (except special conditions
The Code allows pressure and temperature control of cargoes by venting cargo of the intended terminal).
vapours to the atmosphere when the vessel is at sea and in port if accepted by b) International Convention on Loadlines, 1966, and Protocol of
the receiving administration. It is proposed to prohibit normal venting of cargo 1988. p) OCIMF Ship to Ship Transfer Guide (Liquefied Gases) 1995.
into the atmosphere in many ports.
c) International Convention for the Safety of Life at Sea, 1974 with q) SIGTTO Recommendations for Emergency Shutdown Systems
The Code requires the cargo system to be designed to withstand the full vapour Protocol of 1978 and 1988 and all amendments in effect from 1997.
pressure of the cargo under conditions of the upper ambient design temperature, that date including the International Code for the Construction
or have other means to maintain the cargo tank pressure below the maximum and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC r) SIGTTO Recommendations for the Installation of Cargo
allowable relief valve setting (MARVS) of the tank. These regulations propose Code, mandatory under SOLAS VII, Part C). Strainers.
that when the cargo carried is a liquefied gas, the cargo tank pressure must be
maintained below the design vapour pressure indefinitely, the pressure on the d) International Convention for the Prevention of Pollution from s) IMO Resolution A708(17) Navigation Bridge Visibility and
LNG tank would be maintained below the design pressure for a period of not Ships, 1973 (MARPOL), as modified by the Protocol 1978 and Function.
less than 21 days. Cargo tank pressure may be maintained below the design 1997 (Annex VI) and all amendments in effect from that date.
pressure by several methods including refrigeration systems, burning boil-off t) International Electro-technical Commission (IEC).
in waste heat or catalytic furnaces, using boil-off as fuel, or a combination of e) Convention on the International Regulations for Preventing
these methods. Using the boil-off as a fuel for propulsion is limited to a vessel Collisions at Sea, 1972. u) IMO Performance Standards for Shipborne Radiocommunications
carrying LNG. and Navigational Equipment (2011 Edition).
f) International Convention on Tonnage Measurement of
The proposed regulations also include the following: Ships, 1969, as amended by IMO Resolution A493(XII) and v) ISO 18132-2:2008 Refrigeration Light Hydrocarbon Fluids.
1. Transfer requirements for vinyl chloride. A494(XII).
w) IMO Resolution A.601(15) Provision and Display of
2. Loading requirements for methyl acetylene propadiene
g) International Telecommunication Union (ITU), 1992, as Manoeuvring Information On Board Ships.
mixture.
amended by the 2010 Plenipotentiary Conference.
3. Additional operating requirements.
4. Requirements for inspection or re-inspection of US flag vessels h) IMO Resolution MSC.337(91) Code of Noise levels on board
at intervals that are the same as for vessels inspected under Sub- ships.
chapter D. Inspection for certification would be required every 2
years and re-inspection would be required between the 10th and i) USCG for foreign flag vessels operating in the navigable waters
14th month following the issue of a Certificate of Inspection. of the United States except Alaskan waters (CFR Title 33-
Navigation and Navigable Waters, Part 155, 156, 159 and 164
5. Requirements for the initial and periodic inspections and tests and CFR Title 46 - Shipping, Part 154) and Public Law 95-474,
of the cargo containment system, cargo and process piping, and 1978 ‘Port and Tanker Safety Act 1979’.
hull heating and cold spots.
j) ISO 6954:2000 - Mechnical Vibration - Guidelines for
The proposed Coast Guard regulations and the Classification Society’s rules measurement, reporting and evaluation of vibration with regard
have cross-references showing the corresponding IMO Code numbers to allow to habitability on passenger and merchant ships.
identification of the required paragraph.
k) ILO Maritime Labour Convention, 2006.
l) ILO Guide to Safety and Health in Dock Work, 1977 and

1979.
1.3 Cargo System Technology Illustration 1.3.1a Cargo Tank Lining Reinforcement
1.3.1 Cargo Containment System Principle
The cargo containment system consists of four double insulated cargo tanks Void Area
encased within the inner hull and situated in-line from forward to aft. The
Passageway
containment system serves two purposes:
• To contain LNG cargo at cryogenic temperature (-163°C).
• To insulate the cargo from the hull structure. Cofferdam
The spaces between the inner hull and outer hull are used for ballast and will
also protect the tanks in the event of an emergency situation, such as collision
or grounding. The ballast spaces around the cargo tanks are divided into two
double bottom wing tanks, port and starboard for each cargo tank. The double
bottom tanks extend to the side of the cargo tanks as far up as the underdeck
pipe passage.
Primary Barrier
(304L Stainless Steel
The cargo tanks are separated from other compartments, and from each other, 1.2mm Thick)
by six transverse cofferdams which are all dry compartments. The LNG to be
stored in the four cargo tanks numbered 1 to 4, from fore to aft. All cargo tanks
have an octagonal transverse section matching with the supporting inner hull.
Between the two transverse bulkheads, each tank is composed of a prism Secondary Barrier
placed in a direction parallel to the keel plate. (Triplex Membrane
0.7mm Thick)
The boundaries of the tanks are as follows:

• One flat bottom, parallel to the keel plate raised along the ship’s
plating by two inclined plates, one on each side.
• Two vertical walls, each extended at their upper parts by an
inclined plate, in order to limit the liquid free surface effect
when the tanks are full.
• One flat top parallel to the trunk bottom.
The materials used for the hull structure are designed to withstand varying
degrees of low temperature. At temperatures below their specified limits, these
Primary Insulation (100mm)
steels will crystallise and embrittle. The materials used for the containment Key
(Interbarrier Space (IBS))
system are required to reduce the heat transfer from the hull structure to
Ballast
minimise the boil-off gas from the cargo, as well as to protect the hull structure
from the effects of cryogenic temperature. The inner hull is lined with the GTT Void Secondary Insulation (170mm)
(Insulation Space (IS))
Mark III integrated tank system, consisting of a thin and flexible membrane,
Cofferdam
called the primary barrier, which bears against a supporting insulation structure Ballast Tank
embodying a secondary barrier and further secondary insulation bolted Pipe Duct
and glued to the inner hull. This construction ensures that the entire cargo
Pipe Duct
hydrostatic load is transmitted through the membrane and insulation to the
steel plating of the inner hull structure and thereby to the hull plating of the
vessel.
Illustration 1.3.2a Membrane Cargo Containment (GTT Reinforced Mark III)
Plywood
Plywood Stainless Steel

Corner Primary Barrier Secondary Barrier
Plywood 304 SS 1.2mm Thick (Triplex, 0.7mm Thick) Plywood
Flat Joint
PUF Packing
Glass Wool
R-PU Foam 100mm
R-PU Foam
170mm
12.5mm
Mastic
Cylindrical Plug Level Wedge
1.3.2 GTT Mark III Cargo Containment Insulating Foam Insulating sandwich panels, composed of an outer plywood face, onto which
is bonded the membrane sheets and two layers of insulating foam, form the
Material: Load bearing fibreglass reinforced polyurethane
The Mark III technology has been developed due to the increase in the size of actual interbarrier and insulation space. The insulating sandwich panels are
foam (RPUF)
the ships, the results of GTT’s sloshing analysis and the changes of the vessels assembled by bonding with polyurethane glue.
type from LNGC to FSRU, where tank pressures are higher. This mainly Density: Approximately 120kg/m3 (10% fibreglass)
consists of the reinforcement of the membrane at the high part of the tanks and Close cell content: 95% The secondary barrier comprises of a Rigid Secondary Barrier (RSB), glued
corner panels based on the CCS configuration: Thickness: 170mm below the secondary barrier between both the Primary (IBS) and Secondary (IS) insulation of each panel at
100mm above the secondary barrier the prefabrication stage.
1. 100% reduced mastic spacing.
2. 100% rib membranes/reinforced corner panels. The continuity between the panels is ensured by the bonding of the Flexible
Secondary Barrier Secondary Barrier (FSB) overlapping the RSB.
3. Wedge belts under membrane corrugation (mandatory +
extended) around corner parts.
Material: Composite material made out of an 80 microns aluminium For the corners of the tank, the sandwich panels are cut and assembled to form
4. Thicker plywood. dihedral and trihedral corners, the joints between the panels of these corners
foil bonded in between two glass cloth layers (overall
being formed of glass wool, this is a flat joint.
thickness ~ 0.7mm)
Membrane or Primary Barrier
Illustration 1.3.2b Triplex Membrane
The insulation dimensions have been determined to ensure that:
The membrane is an assembly of corrugated sheets 1.2mm thick, made of • The heat flow into the tank is limited to such an extent that the
AISI 304L stainless steel. The sheets, lap-welded together, have two sets of evaporation, or boil-off rate, is less than 0.15% per day.
orthogonal corrugations of ogival shape, where the nominal pitch is equal to
Aluminium
• The inner hull steel does not attain a temperature below its
340mm by 340mm. The corrugations cross each other by means of geometrical Glass Cloth
Foil minimum design value, even in the case of failure of the primary
surfaces which are termed knots.
barrier.
So that the elongation of the sheets in the two directions of the corrugations • Any deflections resulting from applied strains and stresses are
will be the same for the same applied load, it is necessary to give different acceptable by the primary barrier.
dimensions to the corrugations of the two sets. Consequently, there is one set
of large corrugations, parallel to each other, and one set of small corrugations, In addition to these requirements, the insulation acts as a barrier to prevent any
also parallel to each other but at right-angles to the first set. Each sheet is contact between ballast water and the primary barrier, in the event of leakage
formed on an automatic folding machine using special tools. through the inner hull.
On each of the tank walls, the corrugations present a pattern of squares, with The insulation system is designed to maintain the boil-off losses from the
each set of corrugations being parallel to one of the axes of the vessel. 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
Along the edges of the tank, the joining of the corrugations on two adjacent Bonding Compound Glass Cloth any reason, the effect may be a lowering of the inner hull steel temperature, ie,
walls takes place by means of angle pieces, each one formed by folding Bonding
a cold spot and an increase in boil-off from the affected tank. Increased boil-off
corrugation into a specially designed knot. Compound is of no direct consequence to the safety of the vessel, as any excess gas may be
burnt as BOG, and as a last resort, vented to atmosphere via the forward riser
The sheets are fixed to the supporting insulation along half their perimeter by at No.1 tank. The inner hull steel temperature must, however, be maintained
welding them onto small stainless steel strips, solidly fixed in the insulation The insulation and secondary barrier assembly is as shown in illustrations within acceptable limits to prevent possible brittle fracture.
structure. This anchoring has three purposes; it takes up the unbalanced forces 1.3.2a and 1.3.2c and composed of the following elements.
set up by non-uniform or transient temperature conditions, it supports the Thermocouples are distributed over the surface of the inner hull, but unless a
weight of the sheets on the vertical walls and roof of the tank, and it allows a Level wedges, fixed to the inner hull and forming a rectangular pattern, serve cold spot occurs immediately adjacent to a sensor, these can only serve as a
small vacuum in the tank. The half perimeter is overlapped by, and lap-welded as a support for the insulation panels bonded to them. The plywood panels general indication of steel temperature. To date, the only sure way of detecting
to, the adjacent sheet, the overlap being 30mm. Along the edges and corners of of the insulation barrier are secured to the inner hull by studs. The level cold spots is by frequent visual inspection of the ballast spaces on the loaded
the tank, the sheets are anchored to rigid stainless steel corner pieces, and the wedge thickness are individually calculated to take into account any slight voyage.
corners in turn are secured onto the insulation by hardwood keys. irregularities in the inner hull surface.
The welding process is Tungsten Inert Gas (TIG) without filler metal and also
auto plasma for the primary barrier.
Illustration 1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) Flat Panel Junction
Fitting Components
for Flat Panel
Cylindrical Plug
Top Bridge Pad
Nut HM 10
Cylindrical Plug
Washer LL 10 Stud
Secondary Barrier Flat Panel

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

Temperature 304 SS 1.2mm Thick
Sensor Pocket Teflon Block
Flat Panel
Plywood
Plywood
R-PU Foam 100mm
R-PU Foam 170mm
Glass Wool
12.5mm
Sensor
Secondary Barrier
Level Wedge Mastic (Triplex, 0.7mm Thick)
Cylindrical Plug
Flat Panel
Illustration 1.3.2e Hull Steel Grades
Grade A Grade E(4) Grade E(4)
Grade E
Grade A
Grade E(4)
Grade A Ambient conditions for determining the material grade of the hull structures are
based on the worldwide service except Alaskan water as follows:
Grade E - Air temperature (at 5 knots) : -18 degrees C
- Sea water temperature : 0 degrees C
Grade E(4)
- LNG supposed on secondary barrier
Grade E(4) The hull structure complies with requirements from Class Society, IGC Code
requirements and USCG regulation for worldwide use except Alaska (46 CFR 154,
Statement of Compliance issued).
Grade E(4)
Grade A
LONGITUDINALS ATTACHED TO INNER HULL:- SAME GRADE AS PER ATTACHED PLATE
LONGITUDINALS ATTACHED TO OUTER HULL:- GRADE A
Grade E(4) MEMBERS CONNECTED TO BOTH THE INNER AND OUTER HULLS SHALL BE SUITABLE
WITH THE MEAN LINEAR TEMPERATURE OF THE INNER AND OUTER HULL
Cofferdam Bulkhead Grade A
Grade A
KEY:
Grade D(3) (1) Grade A for thickness up to and including 15mm, for higher thickness up to and including 25mm grade B or AH.
For thickness up to 30mm, use of grade D.
Grade D(3) (2) Grade B or AH for thickness up to and including 20mm, for thickness up to 25mm use of grade D necessary. For
Grade B (2) thickness up to 40mm, use of grade DH necessary.
(3) Grade D for thickness up to and including 20mm, for higher thickness up to and including 30mm grade DH. For
Grade B(1)
thickness up to 50mm, use grade E or EH.
Grade A (4) Grade DH for thickness up to and including 20mm. For higher higher thickness, use of grade E up to 40mm.
Grade B(2)
Grade A(1)
Grade B(1)
Grade D
Grade A(1) Grade A
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 the primary barrier, the stainless steel membrane, has failed, so that
the LNG is in contact with the secondary barrier.
In addition to failure of the membrane, local cold spots can occur due to failure
of the insulation.
While the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures
below 0°C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice. To
avoid this, glycol heating coils are fitted in each cofferdam space, and are of
sufficient capacity to maintain the inner hull steel temperature at 5°C 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 immediate action is required. If the cold spot
is extensive, or tending to spread rapidly, flooding of the ballast space should be
carried out. The thermal capacity of the water, plus the improved heat transfer
from outside, should maintain the steel temperature at, or near, the ambient sea
water temperature. 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 portable nozzle fitted
to one of the midships liquid manifolds, using a single main cargo pump.
Mark III Cargo Tank Internal View
Illustration 1.3.2f Pump Tower Base Support
Section E
Stripping Pump Pipe
Platform 5 Cargo Pump
Tubular Structure
Radar System Support Ladder 3
E E
Aft Forward
Cargo Pump
Platform 6
Stripping Pump
Discharge Pipe
Float Level Gauge Support
Lifting Lug Sliding Support
Check Valve
Ladder 4
Main Pump
Cargo Pump Support
Filling Pipe
Sliding Support On Base Plate Float Level Gauge Support
on Base Plate
Stripping Pump Connection

Guiding System Stripping Pump
Reference Drawing: N297 AUX DWG PT010
Cargo Tank Outfitting Illustration 1.3.2g Pump Tower Base Support 2
A vapour dome is located near the geometrical centre of each cargo tank
ceiling. Each vapour dome is provided with:
• A vapour supply/return line to supply vapour to the tank when
discharging, vent vapour from the tank whilst loading, and also
vent the boil-off when the tank contains cargo.
• Pick-up for pressure sensors.
In addition, each cargo tank has a liquid dome located near the ship’s centre
line at the aft part of the tank and includes the following:
• Liquid line safety valves exhaust.
Cargo Pump
• Spray line arrangement for cooldown purposes.
• In LNGC mode two pressure/vacuum relief valves are set at
25kPa(g) and -1kPa(g) vacuum, venting to the nearest vent mast
riser.
• In FSRU mode, two pressure/vacuum relief valves are set at
70kPa(g), venting to the nearest vent mast riser.
The liquid dome also supports a tripod mast made of stainless steel (316L),
suspended from the liquid dome and held in position at the bottom of the tank
by a sliding bearing to allow for thermal expansion or contraction depending
on the tank environment. The tripod mast consists of the main discharging
pipes and regas feed pump, in the form of a three-legged trellis structure and
is used to support the tank access ladder and other piping and instrumentation
equipment.
The instrumentation includes temperature and level sensors, independent high

level alarm sensors and cargo pump electric cables. The main cargo pump is
mounted on the base plate of the tripod mast, while the stripping/spray pump
is mounted on the pump tower support. A regas pump column, float gauge
column and the filling line are also located in the liquid dome.
The four cargo tanks are connected with each other by the liquid, vapour and
stripping/spray headers which are located on the trunk deck. The nitrogen
mains supplying the primary and secondary insulation spaces, and other
services directly associated with the cargo system, are also located on the trunk
deck together with the fire main and deck spray main.
Cargo Pump Cargo Pump Cargo Pump
1.3.3 Regasification From the suction drum, LNG will be drawn into the booster pumps; it is expected
that the regasification system will run with three of the four regasification units
on line with the fourth on standby or undergoing maintenance.
Introduction
The booster pumps are eight stage units which take the LNG at -160°C and
Environmental issues have led to a surge in the demand and use of LNG as the discharge it through a printed circuit heat exchanger unit at approximately
fuel most favoured in the production of electricity and industrial and domestic 10MPa. Inside this first stage heat exchanger unit, propane in a vapour form is
heating and associated requirements. This in itself has led to environmental used to raise the temperature of the LNG from -160°C to -10°C. During this
issues of where and how many LNG terminals will be required and located. heat transfer stage, the LNG will be evaporated into a gaseous phase while at
Additionally, the lead-in time in the design, planning consent and construction the same time the propane, which is in vapour form with an inlet temperature of
of new sites, as well as security issues for new LNG terminals, will have to be 0°C, will be condensed and leave the heat exchanger at approximately -5°C.
taken into consideration.
The LNG vapour outlet from the first stage is now led into the second stage
An attractive and alternative solution to fixed storage terminal sites is to use heat exchanger which uses preheated propane, using sea water, to raise the
conventional LNG ships, either retrofitted or specifically designed to export temperature of the export natural gas vapour from -10°C to +5°C via a shell
natural gas directly into a natural gas grid system via a regasification system and tube heat exchanger, at a send-out pressure of between 3.5 ~6.5MPag.
on board the vessels.
The minimum sea water inlet temperature to this heat exchanger is calculated
In order for the concept of the ships exporting gas directly into the grid to be at 13°C; if the sea water temperature is below this figure, then it must be
considered as an uninterruptible supply, the design is to have one vessel to be preheated until the minimum temperature is reached.
on station, regasifying LNG and exporting it ashore, while another is arriving
in time to carry out ship to ship transfers, to ensure the regasification vessel Propane which is used in the first stage heat exchanger runs in a closed circuit
has sufficient cargo on board at all times. In this way a continuation of supply and is circulated by a constant speed pump. The thermodynamic properties of
is assured. propane, coupled with its low freezing point and availability, make it an ideal
candidate to use in the first stage heating process. Propane, after it has passed
The expected period of time for a vessel with a cargo capacity of 170,000m3 of through the printed circuit heat exchanger is re-evaporated in two semi-welded
LNG to regasify and export the natural gas vapour at a rate of 400 million cubic type plate heat exchangers, sea water is again used as the heating medium.
feet a day will be in the region of approximately 9 days. This period could be
reduced if additional regasification units are fitted to the vessel. The sea water overboard discharge temperature is calculated at 5°C. In order
to ensure that the sea water does not freeze in the propane/sea water heat
The process of taking the LNG from a liquid phase to a gaseous phase will be exchanger, a control valve is fitted in the propane system which acts to control
undertaken in four skid-mounted LNG/propane heat exchanger regasification the propane vapour pressure and hence its evaporation temperature.
units located on deck.
A gas sampling unit is installed in the sea water overboard discharge with an
In the initial stage of the regasification, LNG will be supplied via the submerged alarm being raised on detection of a high level. The regasification and export
cargo tank pumps to a suction drum on deck. The suction drum has two roles, process will go into an automatic shutdown on the activation of the high high
the first is to ensure a constant suction head for the regasification unit booster alarm gas presence. Additionally, an automatic shutdown will be initiated in the
pumps, and the second is to act as a reliquefying/condenser unit for the natural event of a low low sea water pressure or low low sea water outlet temperature
boil-off that takes place in the cargo tanks. The level in the suction drum will be from either of the heat exchangers.
controlled automatically by a level control unit which will adjust the discharge
rate from the cargo pumps.
1.4 Hazardous Areas
Illustration 1.4a Hazardous Areas Plan Side Elevation
Cargo Compressor Regasification

Room Unit Cargo
Gear Locker
Fwd Fore
No.4 WBT No.3 WBT No.2 WBT No.1 WBT
WBT Peak
Engine Room Tank (P&S) Tank (P&S) Tank (P&S) Tank (P&S)
Tank (C) Tank
Upper Deck
Key
Area Classification Zone 0 - An area in which an explosive gas atmosphere is present continuously or is present for long periods
Area Classification Zone 1 - An area in which an explosive gas atmosphere is likely to occur in normal operations
Area Classification Zone 2 - An area in which an explosive gas atmosphere is not likely to occur in normal operations and, if It does occur, is likely to do so only infrequently and will exist for a short period only
Part 2: Properties of Gases
2.1 Characteristics of LNG �� 2 - 3
2.1.1 Physical Properties and Composition of LNG �� 2-3
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures �� 2-6
2.1.3 Supplementary Characteristics of LNG �� 2-7
2.1.4 Avoidance of Cold Shock to Metal �� 2-9
2.2 Characteristics of Propane �� 2 - 11
2.2.1 Physical Properties and Composition of Propane �� 2 - 11
2.2.2 Flammability of Propane, Oxygen and Nitrogen Mixtures �� 2 - 11
2.2.3 Supplementary Characteristics of Propane �� 2 - 11
2.3 Properties of Nitrogen and Inert Gas �� 2 - 13
2.4 Health Hazards �� 2 - 15
Illustrations
2.1.1a Physical Properties of LNG �� 2 - 2
2.1.1b Composition of Typical LNG �� 2 - 3
2.1.1c Variation of Boiling Point of Methane with Pressure �� 2 - 4
2.1.1d Properties of Methane �� 2 - 5
2.1.1e Relative Density of Methane and Air �� 2 - 5
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures �� 2 - 6
2.1.4a Structural Steel Ductile to Brittle Transition Curve �� 2 - 9
2.2a Flammability Diagrams �� 2 - 10
2.4a Methane Safety Card �� 2 - 14
2.4b Vapour Pressure, Specific Gravities and Heat of Vaporisation of Methane �� 2 - 16
2.4c Nitrogen Safety Card �� 2 - 17
2.4d Propane Safety Card �� 2 - 18
IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

Illustration 2.1.1a Physical Properties of LNG
Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2
Molecular Weight 16.042 30.068 44.096 58.120 72.150 28.016
Boiling Point at 1 bar absolute (ºC) -161 -88.6 -42.1 -0.5 36.1 -195.8
Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15ºC and 1 bar absolute 0.553 1.04 1.55 2.00 2.49 0.97
Gas Volume/Liquid Ratio at

619 431 311 222 205 694
Boiling Point and 1 bar absolute
Non-
Flammable Limits in Air by Volume (%) 5.3 to 14 3.1 to 12.5 2.1 to 9.5 1.8 to 8.5 3 to 12.4
flammable
Auto-Ignition Temperature (ºC) 595 510 468 365/500
Gross Heating Normal: 55,550 51,870 50,360 49520 49010

Value at 15ºC (kJ/kg) Iso: 49404 48944
Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3

2.1 Characteristics of LNG The flammability range of methane in air (21% oxygen) is approximately 5.3 The boil-off vapour from LNG is lighter than air at vapour temperatures above
to 14% (by volume). To reduce this range, the oxygen content is reduced to 2%, -100°C or higher depending on the LNG composition, therefore, when vapour
2.1.1 Physical Properties and Composition of using inert gas from the inert gas generators, prior to loading after dry dock. is vented to atmosphere, the vapour will tend to rise above the vent outlet
LNG In theory, an explosion cannot occur if the O2 content of the mixture is below and will be rapidly dispersed. When cold vapour is mixed with ambient air,
13%, regardless of the percentage of methane, but for practical safety reasons, the vapour-air mixture will appear as a readily visible white cloud due to the
LNG results from a liquefaction process which consists in removing, by means purging is continued until the O2 content is below 2%. This safety aspect is condensation of the moisture in the air. It is normally safe to assume that the
of condensation-vaporisation cycle, the sensible and latent heats of natural explained in detail later in this section. flammable range of vapour-air mixture does not extend significantly beyond
gas. the perimeter of the white cloud. The auto-ignition temperature of methane,
ie, the lowest temperature to which the gas needs to be heated to cause self-
Compared to natural gas, the volume of LNG is reduced by a factor of sustained combustion without ignition by a spark or flame, is 595°C.
approximately 600. Illustration 2.1.1b Composition of Typical LNG
Except nitrogen, the components of LNG are hydrocarbons whose molecules

contain only hydrogen and carbon atoms. Their general formula is CnH2n+2; Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2 Density (kg/m3)
they are ‘saturated’ since the hydrogen atoms are singly united with carbon
atoms. Arun 89.33 7.14 2.22 1.17 0.01 0.08 N/A
LNG is chemically non-reactive. It does not present compatibility problems Arzew 88.0 7.95 2.37 1.05 0.03 0.60 466.9
with air, water, materials commonly used in the cargo tanks and handling
installations. In the presence of moisture, however, LNG can form hydrates. Bintulu 91.23 4.3 2.95 1.4 0 0.12 457
Liquefied Natural Gas (LNG) is a clear, colourless, odourless liquid and is Badak 91.09 5.51 2.48 0.88 0 0.03 N/A
usually transported and stored at a temperature very close to its boiling point
at atmospheric pressure which is approximately –160°C. Its density (less than Bonny 90.4 5.2 2.8 1.5 0.02 0.07 453
half as dense as water), the heating value and other properties depend on its
composition. Das Island 84.83 13.39 1.34 0.28 0 0.17 465
The actual composition of the LNG will vary depending on its source and Egypt 96.1 2.9 0.57 0.40 0.006 0.01 435
on the liquefaction process, but the main constituent will always be methane.
Other constituents will be small percentages of heavier hydrocarbons such as Equitorial Guinea 92.1 3.9 0.03 0 443
0.01 0
ethane, propane, butane, pentane and possibly a small percentage of nitrogen.
Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463
A typical composition of LNG is given in illustration 2.1.1b, and the physical
properties of the major constituent gases are given in illustration 2.1.1a. Marsa el Braga 70 15 10 3.5 0.6 0.9 531
During a normal sea voyage, heat is transferred to the LNG cargo through Point Fortin 96.2 3.26 0.42 0.07 0.01 0.008 433
the cargo tank insulation, causing part of the cargo to vaporise, ie, ‘boil-off’.
The composition of the LNG is changed by this boil-off because the lighter 89.5
Ras Lafan 6.33 2.49 1.26 0.08 0.34 463.7
components which have lower boiling points at atmospheric pressure, vaporise
first. The discharged LNG therefore has a lower percentage content of nitrogen
Withnell 89.02 7.33 2.56 1.03 0 0.06 460
and methane than the LNG that was loaded, and a slightly higher percentage
of ethane, propane and butane, due to methane and nitrogen boiling-off in
preference to the heavier gases.

Illustration 2.1.1c Variation of Boiling Point of Methane with Pressure
TEMPERATURE (OC)
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
60
50
40
30
20
Propane
2mol % Ethane
10
9
8
7
Methane Ethylene Ethane Propylene Propane bar
6
5
Butadrene N. Butane
1.3
4
ata
3
1
0.9
0.8
0.7
0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
TEMPERATURE (OC)

Variation of Boiling Point of Methane with Pressure Illustration 2.1.1e Relative Density of Methane and Air
Illustration 2.1.1c above shows the vapour pressure diagram of liquid cargoes.
+20
The boiling point of methane increases with pressure and this variation is
shown in the diagram for pure methane over the normal range of pressures on 0
board the vessel. The presence of the heavier components in LNG increases the Lighter than air
boiling point of the cargo for a given pressure. - 20
The relationship between boiling point and pressure of LNG will approximately - 40
follow a line parallel to that shown for 100% methane. Methane
Vapour - 60
Temp. °C
- 80
Illustration 2.1.1d Properties of Methane

-100
Boiling point at 1 bar absolute -161°C -120

Heavier than air
Liquid density at boiling point 426.0kg/m3 -140
Vapour SG at 15°C and 1 bar absolute -160

0.554
Gas volume /liquid volume ratio at -161.5°C at 1 bar absolute 619
Flammable limits in air by volume 5.3 to 14%

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
Auto-ignition temperature 595°C Density of Methane Vapour

Ratio =
Density of Air
Higher Specific Energy (Gross Heating Value) at 15°C 5550kJ/kg
(Density of air assumed to be 1.27kg/m3 at 15°C)
Critical temperature -82.5°C
Critical pressure 43 bar a

2.1.2 Flammability of Methane, Oxygen and Using the Diagram b) Tanks and piping containing methane are to be inerted with inert
Nitrogen Mixtures gas provided by the inert gas generator before admitting air until
Assume that point Y on the oxygen-nitrogen axis is joined by a straight line all sampling points indicate 5% methane.
The ship must be operated in such a way that a flammable mixture of methane to point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
and air is avoided at all times. The relationship between the gas/air composition composition Y is mixed with a methane-nitrogen mixture of composition Z, It should be noted that some portable instruments for measuring methane
and flammability for all possible mixtures of methane, air and nitrogen is the composition of the resulting mixture will, at all times, be represented by content are based on oxidising the sample over a heated platinum wire and
shown in illustration 2.2.1a above. point X, which will move from Y to Z as increasing quantities of mixture Z measuring the increased temperature from this combustion. This type of
are added. analyser will not work with methane-nitrogen mixtures that do not contain
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane oxygen. For this reason, special portable instruments of the infrared type have
present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen Note: In this example, point X, representing changing composition, passes been developed and are supplied to the ship for this purpose.
(79% nitrogen) at point B. The latter point represents the composition of through the flammable zone EDF, that is, when the methane content of the
atmospheric air. mixture is between 5.5% at point M, and 9.0% at point N.
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen Applying this to the process of inerting a cargo tank prior to cooldown, assume
present, ranging from 0% methane (100% nitrogen) at point A, to 100% that the tank is initially full of air at point B. Nitrogen is added until the oxygen Illustration 2.1.2a Flammability of Methane, Oxygen
methane (0% nitrogen) at point C. content is reduced to 13% at point G. The addition of methane will cause the and Nitrogen Mixtures
mixture composition to change along the line GDC which, it will be noted,
Any single point on the diagram within the triangle ABC represents a mixture does not pass through the flammable zone, but is tangential to it at point D. If Area EDFE CAUTION
B
of all three components, methane, oxygen and nitrogen, each present in specific 21 flammable This diagram assumes complete mixing
the oxygen content is reduced further, before the addition of methane, to any
proportion of the total volume. The proportions of the three components E which, in practice, may not occur.
point between 0% and 13%, that is, between points A and G, the change in 20
represented by a single point can be read off the diagram. composition with the addition of methane will not pass through the flammable 19
zone. F
18
For example, at point D:
17
Methane: 6.0% (read on axis A-C) Theoretically, therefore, it is only necessary to add nitrogen to air when inerting Y
16
until the oxygen content is reduced to 13%. However, the oxygen content is M
Oxygen: 12.2% (read on axis A-B) reduced to 2% during inerting because, in practice, complete mixing of air and 15
Mixtures of air and methane
N
Nitrogen: 81.8% (remainder) nitrogen may not occur. 14 cannot be produced above
G X line BEFC
13
D
The diagram consists of three major sectors: When a tank full of methane gas is to be inerted with nitrogen prior to aeration, 12
a similar procedure is followed. Assume that nitrogen is added to the tank 11
1) The Flammable Zone Area EDF. Any mixture whose composition is containing methane at point C until the methane content is reduced to about %
10
represented by a point which lies within this area is flammable. 14% at point H. As air is added, the mixture composition will change along line O 9
HDB, which, as before, is tangential at D to the flammable zone, but does not x
y 8
2) Area HDFC. Any mixture whose composition is represented pass through it. For the same reasons as when inerting from a tank containing
g 7
by a point which lies within this area is capable of forming a air, when inerting a tank full of methane it is necessary to go well below the e
flammable mixture when mixed with air, but contains too much theoretical figure to a methane content of 5%, because complete mixing of n 6
methane to ignite. methane and nitrogen may not occur in practice. 5

4 Area HDFCH
3) Area ABEDH. Any mixture whose composition is represented The procedures for avoiding flammable mixtures in cargo tanks and piping are 3
Capable of forming flammable
summarised as follows: mixtures with air, but containing too
by a point which lies within this area is not capable of forming a 2 much methane to explode by itself
flammable mixture when mixed with air.
a) In practice, the tanks and piping containing air are to be inerted 1
with inert gas provided by the inert gas generator, as the nitrogen Z C
A0 10 H 20 30 40 50 60 70 80 90 100
generator capacity is far too small to inert the cargo tanks, before
Methane %
admitting methane until all sampling points indicate 5% or less Area ABEDHA
oxygen content. Not capable of forming
flammable mixture with air

2.1.3 Supplementary Characteristics of LNG pool. The cold vapour has a higher density than air and thus, LNG is a mixture of several components with different physical properties,
at least initially, hugs the surface. Weather conditions largely particularly the vaporisation rates; the more volatile fraction of the cargo
determine the cloud dilution rate, with a thermal inversion greatly vaporises at a greater rate than the less volatile fraction. The vapour generated
Introduction lengthening the distance travelled before the cloud becomes non- by the boiling of the cargo contains a higher concentration of the more volatile
flammable. fraction than the LNG.
When LNG is spilt onto water or into the atmosphere, it exhibits the following
characteristics: 2) The major danger from an LNG vapour cloud occurs when The properties of the LNG, ie, the boiling point and density have a tendency to
it is ignited. The heat from such a fire is a major problem. A increase during the voyage.
When Spilt on Water deflagrating (simple burning) is probably fatal to those within
the cloud and outside buildings but is not a major threat to those
1) The boiling of LNG is rapid due to the large temperature beyond the cloud, though there will be burns from thermal
difference between the product and the water. radiation.
2) LNG continuously spreads over an indefinitely large area, Reactivity

and it results in a magnification of its rate of evaporation until
vaporisation is complete. Methane is an asphyxiant in high concentrations because it dilutes the amount
of oxygen in the air below that necessary to support life. Due to its inactivity,
3) No coherent ice layer forms on the water. methane is not a significant air pollutant and, due to its insolubility, inactivity,
and volatility, it is not considered to be a water pollutant.
4) Under particular circumstances, with a methane concentration
below 40%, flameless explosions are possible when the LNG
strikes the water. It results from an interfacial phenomenon in Cryogenic Temperatures
which LNG becomes locally superheated at a maximum limit
until a rapid boiling occurs. However, commercial LNG is far Contact with LNG or with materials chilled to its temperature of about -160°C
richer in methane than 40% and would require lengthy storage will damage living tissue.
before ageing to that concentration.
Most metals lose their ductility at these temperatures; LNG may cause the
5) The flammable cloud of LNG and air may extend for large brittle fracture of many materials. In the case of LNG spillage onto the ship’s
distances downward (only methane when warmer than -100°C deck, the high thermal stresses generated from the restricted possibilities of
is lighter than air) because of the absence of topographic contraction of the plating will result in the fracture of the steel.
features which normally promote turbulent mixing.
Behaviour of LNG in the Cargo Tanks
When Agitated by Water
When loaded into the cargo tanks, the pressure of the vapour phase is
6) For example, if a flange drip tray becomes filled with LNG as
maintained substantially constant at slightly above atmospheric pressure.
a result of a leaking flange, under no circumstances should a
water jet be directed into the drip tray. Such action will cause
The external heat passing through the tank insulation helps generate convection
a severe eruption and a rapid expansion/boiling of the LNG
currents within the LNG tank, causing warmer LNG to rise to the surface where
within the tray, resulting in LNG and ice particles being blasted
it then boils-off. The heat necessary for vaporisation comes from the LNG. As
outwards. The LNG should be allowed to boil-off naturally or
long as the vapour is continuously removed by maintaining the pressure as
the drip tray warmed with water spray on the sides or base.
substantially constant, the LNG remains at its boiling temperature.
Vapour Clouds 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
1) If there is no immediate ignition of an LNG spill, a vapour cloud
corresponding to its temperature, the vaporisation of LNG is accelerated,
may form. The vapour cloud is long, thin, cigar-shaped and, under
resulting in an increased heat transfer from LNG to vapour.
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 travelling back towards the originating

2.1.4 Avoidance of Cold Shock to Metal In order to avoid brittle fracture occurring, measures must be taken to ensure
that LNG does not come into contact with the steel structure of the vessel. In
Structural steels suffer brittle fracture at low temperatures. Such failures can be addition, various equipment is provided to deal with any leakages which may
catastrophic because, in a brittle steel, little energy is required to propagate a occur.
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 The manifold areas are equipped with a stainless steel drip tray, which collects
sufficiently tough material. any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain from the deck and down the ship’s side with water
Plain carbon structural steels have a brittle to ductile behaviour transition supplied from the fire and wash deck main. The deck fire main must always
which occurs generally in the range -50°C to +30°C, this, unfortunately, be available and the manifold water curtain in operation when undertaking any
precludes their use as LNG materials (carriage temperature -162°C). The effect cargo operation. Additionally, fire hoses must be laid out to each liquid dome
is usually monitored by measuring the energy absorbed in breaking a notched to deal with any small leakages which may develop at valves and flanges.
bar and a transition curve, as shown in illustration 2.1.4a, is typical for plain Permanent drip trays are fitted underneath the items most likely to cause
carbon steels. problems and portable drip trays are available for any other requirements.
Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve During any type of cargo transfer and particularly whilst loading and
discharging, constant patrolling on deck must be conducted to ensure that no
leakages go undetected.
Notched
bar test
energy In the event of a spillage or leakage, water spray should be directed at the
absorbed
spillage to disperse and evaporate the liquid and to protect the steelwork. The
leak must be stopped, suspending cargo operations if necessary.
Ductile
fracture
Fracture transition In the event of a major leakage or spillage, the cargo operations must be
range (mixed fracture
appearance)
stopped immediately, the general alarm sounded and the emergency deck water
Brittle spray system put into operation.
fracture
For a typical mild steel:

T1 might be -30;
T2 might be +15.
Although this depends
on composition, heat
treatment etc, the curve
can shift to left or right.
T1 T2
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 -162°C, so that the chance of an
unstable brittle fracture propagating, even if the materials were overloaded, is
negligible.

Illustration 2.2a Flammability Diagrams
Methane/LNG Ethane Butanes Propane

Limits of Flammability in Air and Nitrogen Mixtures Limits of Flammability in Air and Nitrogen Mixtures Limits of Flammability in Air and Nitrogen Mixtures Limits of Flammability in Air and Nitrogen Mixtures
100 Lines of Critical Dilution are Shown in Green 100 Lines of Critical Dilution are Shown in Green 100 Lines of Critical Dilution are Shown in Green 100 Lines of Critical Dilution are Shown in Green
Methane/LNG Ethane Butanes Propane

Vapour as Vapour as Vapour as Vapour as
Percentage Percentage Percentage Percentage
Volume Volume Volume Volume
of Tank of Tank of Tank of Tank
Atmosphere Atmosphere Atmosphere Atmosphere
50 50 50 50
30 30 30 30
30 30 30 30
20 20 20 20
Flammable Flammable Flammable Flammable

10 10 10 10
Zone Zone Zone Zone
0 5 10 15 21 100 0 5 10 15 21 100 0 5 10 15 21 100 0 5 10 15 21 100
Atmospheric Oxygen as Percentage Volume of Tank Atmosphere Atmospheric Oxygen as Percentage Volume of Tank Atmosphere Atmospheric Oxygen as Percentage Volume of Tank Atmosphere Atmospheric Oxygen as Percentage Volume of Tank Atmosphere
Drawing Reference: Author Supplied Reference
IMO No: 9653678 / Issue 1 (2017.02.01) 2 - 10 Part 2: Properties of Gases

2.2 Characteristics of Propane 2.2.2 Flammability of Propane, Oxygen and 2.2.3 Supplementary Characteristics of Propane
Nitrogen Mixtures
2.2.1 Physical Properties and Composition of Propane Vapour
Propane The lower and upper limits of flammability are the percentages of propane
that must be present in an propane/air mixture. This means that between 2.15 Propane becomes a vapour at temperatures above -42°C. Similar to water when
Propane is a liquefied petroleum gas that comes out of both oil and gas wells. and 9.6% of the total propane/air mixture must be propane in order for it to it boils and gives off steam, propane gives off vapour when it boils.
be combustible. If the mixture is 2% propane and 98% air, there will not be
Propane does not occur naturally. Raw crude oil or raw natural gas is refined to combustion. If the mixture 10% propane and 90% air, combustion will not However, for the propane vapour to be ignited, there must be the right mix of
make different types of petroleum products, one of which is propane. occur. Any percentage of propane in a propane/air mixture between 2.15% air and vapour. Propane vapour is heavier than air and will sink to and collect
and 9.6% will be sufficient for propane to burn. However, an improper air/ in the lowest point it can find. If propane is vented to the outside air, it will
The molecular make-up of propane consists of 3 carbon molecules and 8 gas mixture can produce carbon monoxide (CO) that is a deadly product of quickly dissipate with the slightest movement of air. Conversely, if propane is
hydrogen molecules and is expressed as C3H8. incomplete combustion. vented into an air-tight structure with no air movement, the propane vapour
will collect on the floor and rise vertically if more propane is vented into the
Following its refinement, propane is stored as a liquid under pressure until The boil-off vapour from LPG is heavier than air at vapour temperatures above structure.
utilised, at which point it becomes a gas. From a liquid to a vapour, propane -42°C, therefore, when vapour is vented to atmosphere, the vapour will tend
expands 270 times its liquid volume. to drop to the floor level and then rise vertically as it warms-up. When cold This is extremely important to know, because if there is a propane leak, the
vapour is mixed with ambient air, the vapour-air mixture will appear as a propane vapour will seek the lowest possible point where it will collect. Keep
Liquefied Propane Gas (LPG) is a clear, colourless, odourless liquid. The LPG readily visible white cloud due to the condensation of the moisture in the air. in mind that one gallon of propane will produce over 1 cubic metre of vapour
is usually transported and stored at a temperature very close to its boiling point It is normally safe to assume that the flammable range of vapour-air mixture and this vapour will settle in the lowest possible place. If the propane vapour
at atmospheric pressure which is approximately –42°C. Its density (less than does not extend significantly beyond the perimeter of the white cloud. The level continues to rise, it may ignite if it finds a source of ignition.
half as dense as water), the heating value and other properties depend on its auto-ignition temperature of LPG, ie, the lowest temperature to which the gas
composition. needs to be heated to cause self-sustained combustion without ignition by a
spark or flame, is 450°C.
Because propane boils at a temperature that is over 40°C lower than the
freezing point of water, it has the ability to freeze skin tissue in a very short
period of time (severe frostbite). The temperature properties of liquid propane
are such that being aware of possible danger when dealing with propane in its
liquid state is extremely important.

2.3 Properties of Nitrogen and Inert Gas Hazards
WARNING
Nitrogen Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.
Nitrogen is used on board for the pressurisation of the cargo tank wedge
and insulation spaces, the purging of cargo pipelines and heaters, boiler gas In a liquid state, its low temperature will damage living tissue and any spillage
lines, and Whessoe gauges and for the sealing of the LNG compressors. It is of liquid nitrogen on the ship’s deck will result in metal failure (as for LNG).
produced by the nitrogen generators, whose principle is based on hollow fibre
membranes to separate air into nitrogen and oxygen.
Inert Gas
Physical Properties of Nitrogen Inert gas is used to reduce the oxygen content in the cargo system, tanks,
Nitrogen is the most common gas in nature, since it represents 79% in volume piping, void spaces and compressors to prevent an air/CH4 mixture prior to
of the atmospheric air. aeration post warm-up, before refit or repairs and prior to the gassing-up
operation, post-refit before cooling down.
At room temperature, nitrogen is a colourless and odourless gas. Its density is
near that of air, 1.25kg/m3 under the standard conditions. Inert gas is produced on board using an inert gas generator supplied by Aalborg
Industries which produces inert gas at 22,500Nm3/h with a -45°C dew point
When liquefied, the temperature is -196°C under atmospheric pressure, a burning marine diesel oil. This plant can also produce dry-air at 24,000Nm3/h
density of 810kg/m3 and a vaporisation heat of 199kJ/kg. and -45°C dew point (see Section 4.12 for more details).
The inert gas composition is as follows:

Properties of Nitrogen
Molecular weight 28.016 Oxygen 0.5% by volume (maximum)
Boiling point at 1 bar absolute -196°C Carbon dioxide Approximately 14% by volume
Liquid SG at boiling point 0.8086 Carbon monoxide 100ppm by volume (maximum)
Vapour SG at 15°C and 1 bar 0.97 Sulphur oxides (SOx) 10ppm by volume (maximum)
absolute Nitrogen Balance
Gas volume/liquid volume ratio at 649 Dew point -45°C (maximum)
-196°C
Soot Complete absence
Flammable limits None
Dew point of 100% N2 Below -80°C The inert gas is slightly denser than air: 1.35kg/m3 abt at 0°C.
Chemical Properties WARNING

Nitrogen is considered as an inert gas; it is non-flammable and without Due to its low oxygen content, inert gas is an asphyxiant.
chemical affinity. However, at high temperatures, it can be combined with other
gases and metals.

Illustration 2.4a Methane Safety Card
FIRE AND EXPLOSION DATA
Flash Point -175ºC approximately Explosive Hazards
Auto-Ignition Temperature 595ºC approximately Vapour can form a flammable mixture with air which, if ignited,
METHANE/LNG SYNONYMS may release explosive force causing structural damage.
Flammable Limits 5 ~14% by volume
Appearance: Colourless Carburetted Hydrogen
THE MAIN HAZARD Firedamp
Colour: Very faint, nearly Hydrogen Bicarbide
odourless FLAMMABLE Liquefied Natural Gas
UN Number: 1972/1971 LNG CHEMICAL DATA
Marsh-Gas
MFAG Table: 620
Methyl-Hydride Formula - CH4 Chemical Family - Hydrocarbon
MTH
EMERGENCY PROCEDURES
STOP GAS SUPPLY. Do not extinguish flame until gas or liquid supply has been shut off, to avoid
Fire possibility of explosive re-ignition. Extinguish with dry powder, halon or carbon dioxide. REACTIVITY DATA
Cool tanks and surrounding areas with water.
Water, Fresh or Salt - No dangerous reaction; Other Liquids or Gases
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub may freeze to form ice or hydrates No dangerous reaction; may freeze to form ice or hydrates
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible.
Air - No reaction
DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently.
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin assistance as soon as possible.
REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
PHYSICAL DATA
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or
Inhaled assistance as soon as possible
Boiling Point at Coefficient of Cubic Expansion Enthalpy (kJ/kg)
Atmospheric Pressure -161ºC 0.0026 per ºC -165ºC Liquid 29.3 at -165ºC 285.5 at -100ºC
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large
Vapour 545.1 at -165º 588.3 at -100ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Vapour Pressure Bar (A)
Freezing Point -182ºC
of spill. Relative Vapour Density Latent Heat of Vaporisation
See graph in Figure A1.2
0.55 (kJ/kg)
Specific Gravity See graph in Figure A1.2
Molecular Weight
See graph in Figure A1.2 16.04kg/kmole Electrostatic Generation
HEALTH DATA TVL 1000 ppm ODOUR THRESHOLD 200 ppm
ON EYES.Tissue damage due to frost-bite.

Effect of ON SKIN. Tissue damage due to frost-bite. CONDITIONS OF CARRIAGE
Liquid BY SKIN ABSORPTION. Not absorbed through skin.
BY INGESTION. Not pertinent. No hazard in normal industrial use. Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated Cargo Tank Flammable
ON EYES. No hazard in normal industrial use. May be tissue damage due to frost-bite. Fully inerted with zero oxygen
Ship Type 2G Gauging Closed or Indirect
content
ON SKIN. No hazard in normal industrial use. May be tissue damage due to frost-bite.
Effect of Independent Tank Required No
WHEN INHALED
Vapour Acute Effect. Vapour has narcotic effect. Because of very rapid evaporation rate,there is possibility
of total air replacement and danger of asphyxiation.
Chronic Effect. No chronic effect known
Personal Protection MATERIALS OF CONSTRUCTION

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

2.4 Health Hazards 7) Reactivity Data- Information regarding the reaction of the cargo
if it comes into contact with air or water etc.
The vessel is designed to carry low temperature liquefied natural gas.
8) Conditions of Carriage - Information regarding the type of
The cargo tanks and the cargo handling equipment is designed to endure vessel, pressurisation of the cargo, if refrigeration is required,
temperatures down to -163°C for the carriage of LNG. open or restricted gauging and flammability of the cargo
vapour.
Fresh or sea water is not to be loaded into the cargo tanks to prevent freezing
of the cargo pumps and spray nozzles. 9) Materials of Construction - Information regarding the type of
materials that are suitable or not suitable in the containment
For the safe handling of the cargo, a knowledge of the physical and chemical system for the carriage of the cargo.
properties of the cargo, the hazards and action to be taken in the event of
an emergency are required by the ship’s personnel. Essential information is
given in the data sheets for the liquefied gases and other products in the IMO
International Code for the Construction and Equipment of Ships carrying
Liquefied Gases in Bulk (IGC Code).
The information is generally for individual liquefied gases, but some commercial
cargoes are mixtures, for example, LNG can be a mixture of methane, propane,
butane and other gases in varying amounts. In these cases, it is not possible to
give complete data and information for any mixture should be obtained from
the shipper/terminal before loading.
The data sheets for individual liquefied gases are normally displayed in the
cargo control room to allow the largest number of personnel access to the
information. Where reference in the sheets refer to graphs etc, this information
is contained in the IMO IGC Code.
The data sheets are divided into the following sections:
1) Main Hazard - Flammable - Toxic etc.
2) Chemical formula, UN number, family, appearance and odour.
3) Emergency Procedures - The action recommended to be taken

in the event of fire, cargo spillage/leakage or personal contact
with the cargo.
4) Health Data - Information about the effects of contact with the

cargo, with instructions regarding the appropriate protective
clothing and equipment required during cargo handling
operations.
5) Physical Properties - Boiling point, vapour pressure, liquid

density.
6) Fire and Explosion Data - Flashpoint, flammable limits and

auto-ignition temperature of the cargo.

Illustration 2.4b Vapour Pressure, Specific Gravities and Heat of Vaporisation of Methane
Heat of Vaporisation (kJ/kg) Saturated Pressure (Absolute) (bars) Specific Gravity of Boiling Liquid (kg/dm3) Specific Gravity of Saturated Vapour (kg/dm3)
560
30
20
540
28
18
520 24
16
0.46
20
500
14
0.44
16
480 12
0.42
12
10 0.40
460
8 0.38
440
4
6 0.36
420 0
4 0.34
400
2 0.32
380
0
360
-180O -170O -160O -150O -140O -130O -120O -110O -180O -170O -160O -150O -140O -130O -120O -110O -180O -170O -160O -150O -140O -130O -120O -110O -180O -170O -160O -150O -140O -130O -120O -110O
Temperature (Degrees Celsius) Temperature (Degrees Celsius) Temperature (Degrees Celsius) Temperature (Degrees Celsius)

Illustration 2.4c Nitrogen Safety Card

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

Safety glasses or face shield, insulated gloves and boots. Long sleeves worn outside boots to
shed spilled liquid. Self-contained breathing apparatus where insufficient air is present.
Unsuitable Mild Steel Suitable Stainless steel, copper, aluminium

Illustration 2.4d Propane Safety Card
Flash Point:- -105ºC Explosive Hazards
PROPANE Vapour can form a flammable mixture with air
Auto-Ignition Temperature:-
Appearance: Colourless SYNONYMS 450ºC which, if ignited may release explosive
Odour: Odourless THE MAIN HAZARD Dimethylmethane
Flammable Limits:- 2 - 10% by volume
force causing structural damage
Petroleum gas
FLAMMABLE
Propyl hydride
UN Number: 1978 PRP
MFAG Table: 310
CHEMICAL DATA
Formula:- C3H8 (CH3CH2CH3). Chemical Family:- Hydrocarbon
(saturated, aliphatic)
STOP GAS SUPPLY. Do not extinguish flame until gas or liquid supply has been shut off, to avoid
Fire possibility of explosive re-ignition. Extinguish with dry powder, halon or carbon dioxide. Cool tanks
and surrounding areas with water spray.
REACTIVITY DATA
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub Water, Fresh or Salt:- Insoluble. Other Liquids or Gases
in Eye affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible. No dangerous reaction, can freeze to Dangerous reaction possible with
form ice or solid hydrates Chlorine
DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently. Air:- No reaction
Liquid
Continue washing for at least 15 minutes. Immerse frost-bitten area in warm water until thawed.
on Skin Obtain medical advice or assistance as soon as possible.
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical PHYSICAL DATA
Inhaled advice or assistance as soon as possible.
Boiling Point at Coefficient of Cubic Expansion Enthalpy (KJ/Kg)
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large Atmospheric Pressure 0.003 per ºC at 15ºC Liquid 75KJ/Kg at -42ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard -42ºC Freezing Point Vapour 178KJ/Kg at -42ºC
of spill. -188ºC
Vapour Pressure Bar (A) Latent Heat of Vaporisation
1.1 at -42ºC, 4.8 at 0ºC (KJ/Kg)
Relative Vapour Density
425 at -43ºC 348 at -20ºC
Specific Gravity 1.55
0.58 at -42ºC Molecular Weight
Electrostatic Generation
44.1Kg/Kmole
TVL 1000 ppm ODOUR THRESHOLD - See Note 1
HEALTH DATA Asphyxiant
ON EYES. Tissue damage due to frost-bite.
Effect of ON SKIN. Tissue damage due to frost-bite.
Liquid BY SKIN ABSORPTION. Not absorbed through skin
CONDITIONS OF CARRIAGE
BY INGESTION. Not pertinent
Normal Carriage Condition Control of Vapour within Vapour Detection
Pressurised fully refrigerated Cargo Tank Flammable
ON EYES. Cold vapour could cause froste-bite.
Oxygen content to be maintained
ON SKIN. Cold vapour could cause froste-bite. Ship Type 2G/2PG at not more than 2% by volume. Gauging Closed or indirect
WHEN INHALED or restricted
Acute Effect. Asphyxiation. Headaches, dizziness, unconsciousness and even death.
Vapour
Chronic Effect. Slight narcotic effect.

Splash-resistant suit, safety goggles or face shield, gloves and boots.
Unsuitable Mild steel below 0ºC Suitable Mild steel above 0ºC, stainless steel, aluminium.

Part 3: Integrated Automation System
3.1 General Principles of the IAS �� 3 - 3
3.1.1 General Principles of the IAS �� 3 - 3
3.1.2 IAS System Layout �� 3 - 9
3.1.3 Alarm Control and Monitoring System �� 3 - 11
3.1.4 Extension Alarm System (EAS) �� 3 - 21
3.2 Interfaces with Other Systems �� 3 - 24
Illustrations
3.1.1a IAS Topology Mimic Screen �� 3 - 2
3.1.1b IAS System Symbols �� 3 - 4
3.1.1c Home Page Screen �� 3 - 6
3.1.2a IAS Operator Station Panel �� 3 - 8
3.1.2b Input Panel �� 3 - 9
3.1.3a Screen Display Colour Codes Mimic �� 3 - 10
3.1.3b Cargo Tank Screen Display �� 3 - 12
3.1.4a IAS - Patrolman Mimic �� 3 - 20
3.1.4b Transfer to Bridge Screen �� 3 - 21
3.1.4c Operator Fitness Alarm Flow Chart �� 3 - 23
3.1.4d CCR Alarm Logic Flow Chart �� 3 - 24
IMO No: 9653678 / Issue 1 (2017.02.01) 3- Part 3: Integrated Automation System
Illustration 3.1.1a IAS Topology Mimic Screen
3.1 General Principles of the IAS Fail-to-safe philosophy is implemented by predetermination of system responses Process Stations
with respect to internal or external faults.
The process stations are interface and processing units. They are related to
Manufacturer: Kongsberg Maritime AS particular pieces of equipment, or plant, and provide the interface between the
Type: K-Chief 700 Maritime Vessel Control System Main Components IAS system and the actual plant or equipment. Process stations also contain the
operating software for the associated equipment.
3.1.1 General Principles of the IAS The IAS system is made up of operator and history stations connected by a
The IAS system on board is called a distributed processing system, because
dual redundant bus to the Network Distribution Units (NDUs) and the process
the process control functions are defined locally in the process stations and not
Introduction stations. The process stations contain the input/output cards to and from the
in the operator stations. The operator stations function independently, so they
equipment controlled and/or monitored.
can be located at the ship control centres. This also means that each station is
The K-Chief 700 marine automation system is a distributed monitoring capable of controlling any process, provided it has control of the appropriate
and vessel control system. It is primarily a stand-alone system that allows Power Supply command group and the user is logged-on with the correct access code.
authorised personnel to monitor and operate any ship system which can be
Use is made of two Uninterruptible Power Supplies (UPS) to reduce the
displayed at an operator station. The operator station consists of a flat screen Each station computer has a hard disk containing the software files for the
incidence of supply loss, these UPS units are configured as shown in the
display and keyboard input. fitted equipment. Process values to be displayed at the operator stations are
System Topology window and are shown in illustration 3.1.1a.
generated in the process stations and transferred to each station as required.
The Integrated Automation System (IAS) is a machinery monitoring and
control system which covers all the important plant on board the vessel such Operator Stations Watch Alarm Panels
as:
The operator stations are the main interface between the operator and the There are 21 watch call panels located around the vessel which are used to alert
• Engine room alarm and monitoring. processes under the operator’s control. The operator station has a colour staff to any system anomalies during periods of Unmanned Machinery Space
• Power management system. monitor, an operator panel with buttons and trackball and a controller (UMS).
computer. These are installed in the Cargo Control Room (CCR), 4 each and
• Auxiliary diesel/dual fuel engine control system. one 55” overview screen, the Engine Control Room (ECR), 3 each and one 55”
overview screen, and one in the wheelhouse. Matrix printers are installed for Operator Interface
• Cargo system alarm and monitoring.
alarm, events and reports in the CCR and ECR. In addition, there is one colour The graphic displays are shown on the monitor of the operator stations, these
• Cargo control system. printer in each of these two locations for screen dumps etc. displays show all or part of a system or process using standard symbols to
• Gas handling (compressors – heaters – vaporisers). represent the actual plant/equipment (valves, motors etc). Events (alarms and
Field Stations messages) are also shown on the displays. Different systems for display are
• Gas management (tank pressure control).
selected from the operator station panel using appropriately marked buttons.
• Ballast control system. Field stations are installed in the system which contain all the logic with (See illustration 3.1.2a.)
respect to safety, control and monitoring.
• Custody Transfer System (CTS) control and alarm. The operator panel is used to interact with the display and control the process
• Alarm/event recording. which is achieved by the use of the trackball and buttons to point and click on
History Station
symbols and menus.
• Alarm extension/patrol man system. A history station is a specific computer on the network which runs the operator
• Trend function. station software. It also contains the historical database, storing an historical Displays and Views
(time/date) series of process (samples). These series are used to produce trends
The system is built from modular hardware components and modular and reports at the operator and history stations. The system is made up of the following types of views:
application software. • Process.
Communication Network • Flow.
Distributed Processing The network used is a dual Local Area Network (LAN) connecting the operator, • Event.
history and process stations. All the communication between the operator and
The marine automation system is based on distributed processing where the • Trends.
the controlled/monitored equipment takes place on this network.
various processes are controlled by input/output (I/O) modules located close to
• Equipment.
the processing units.
Network Distribution Units
It supports redundancy at all levels including communication, process The network distribution units are network hubs for LAN A or LAN B. Each
controllers, remote I/O modules and power supplies. The built-in self- NDU is in its own cabinet, housing multi-port repeaters and patch panels. An
diagnostic facilities monitor the entire control system and include extensive administrative network C is used for supporting printers and CCTV.
monitoring of field circuits as well as earth-fault detection.
Illustration 3.1.1b IAS System Symbols
Display and Control of System Processes For starters in the LV switchboard, operation at RPBs and switchboard is Image Name Command Group
possible even if the equipment is selected to remote state.
The number of views in a system depends upon the equipment under system Operator Fitness Patrol Man
control. When a view is selected showing an overall process, there may not be Fire and Gas Fire and Gas
Manual control - Operation of the equipment is performed manually by the
enough room to display all the detail on a single view. To account for this, the
operator from the IAS operator stations (remote mode only). Open previous shown image NA, System Function
system will therefore have a number of sub-views, accessible from the main
view, that show these details. Open next shown NA, System Function
Automatic control - Operation of the equipment is performed by IAS control
logic (remote mode only).
For example, the cargo view will give access to the venting system or manifold A load and stability computer is interfaced with the IAS system. Both on and
arrangement etc. off-line operations are available for cargo planning. Ship trim can be displayed
Monitoring and Control graphically on the IAS screen.
Operator Access
Control and monitoring is performed from the CCR with the option to transfer The tank level radar system and CTS is interfaced with the IAS, compensation
Operators must fall in to one of three user groups to access the IAS system: responsibility to the bridge or ECR for some command groups. for trim and list are carried out within the CTS.
• Users - system operation and/or monitoring of the system.
Each operator station (OS) is defined with a set of command group rights Level Limits
• Power users - senior personnel with additional control to allow (areas of control). Some OS have access to other groups, either through
changes of limits and parameters. Alarm Type Level FSRU Level LNG Action
‘takeable’ control or ‘acquirable’ control. Each operator station has a default
Mode Mode
• Administrators - full access. control at switch-on.
Extreme High 98.5% 99.0% ESD activation
Table shows relations between buttons/images/command groups: Very High 98.0% 98.5% Filling v/v close
There is also a Guest category within the user group which allows monitoring Spray v/v close
of the system data only. High High 97.5% 98.0% Filling v/v < 10%
Image Name Command Group
Home Page Misc. High 95.0% 95.0% -
Printers
Propulsion Machinery Low 0.15m 0.15m Cargo pump stop
Certain operator stations are connected directly to a dedicated printer for Navigation Navigation Regas pump stop
printing out events and may be interfaced to one or more network printers for Low Low 0.12m 0.12m Spray pump stop
Machinery Systems Machinery
event and report printing. Two printers are located in the CCR and one in the
ECR. Ballast Ballast
Monitoring and control is performed by software modules. The basic modules
Aux. Boiler Machinery
are:
For CCR with two alarm printers, three sets of default filters are configured, Power Management Power
CCR, CTS and CCR+CTS. If one of the printers is out of operation, the other • Buttons.
MGE 1 Machinery
printer can be selected to print both groups via the common filter. • Analogue measurement modules.
MGE 2 Machinery
Additionally, the ECR and CCR also have the facility to print to a colour MGE 3 Machinery • Digital measurement modules.
printer, providing colour screen dumps. MGE 4 Machinery • Pulse measurement modules.
IGG IG Generator • Motor/pump control modules.
Custody Transfer System (CTS) Duty.Stby Status Duty.Stby Status
• Valve control modules.
Tank level radar and CTS is integrated with the IAS. Tank levels are Cargo Cargo Plant
compensated for ship trim and list within the CTS. • PID controller modules.
Gas Management Gas Handling
CTS CTS All display views are made up from a set of standard modules. The symbols
Control Definitions N2 N2 Generator on the screen are the symbols associated with these modules, valves, motors,
Local control - Operation of the equipment is outside the IAS system (for Fire and Deck Wash Fire and Deck Wash measurements, etc.
example, switchboard, starter panels or from remote pushbutton panels, GCU GCU
RPBs). Navigator Symbols
Regas Gas Handling The symbols indicate the operational mode and status of the represented
Remote control - Operation of the equipment is performed from the IAS
system. Fire and Gas Gas Detection equipment (motor/pump etc) by means of tag mark characters and changes in
ESD ESD colour and appearance.
Illustration 3.1.1c Home Page Screen
Field Station Distribution
Field Master/Slave
Location Comments
Station PCU
Inert Gas Generator (IGG)
Gyrocompass
FS-31 EER (A deck) 31/131
Echo Sounder
DGPS
N2 Unit No.1
FS-32 EER (A deck) 32/132 Floating Level Gauge (FLG)
Gas Detection
Gas Metering
FS-33 EER (A deck) 33/133 INS
Master Clock
Voyage Data Recorder (VDR)
FS-34 EER (A deck) 34/134 Fire Detection
N2 Unit No.2
FS-35 EER (A deck) 35/135 ESD
Regas PCS, incl. sea water
FS-36 EER (A deck) 36/136
filter
FS-37 EER (A deck) 37/137 Regas PSD
FS-39 EER (A deck) 39/139 CTS
E/R swbd 41/141 EPS/Drives (CVT)
FS-41
(starboard) 47, 48 Main Generator Engines 1 & 2
E/R swbd
FS-42 42/142 Ship Performance
(starboard)
43/143,
E/R swbd Oil Mist Detection (OMD)
FS-43
(port) Main Generator Engines 3 & 4
49,50
E/R swbd Aux. Boiler
FS-44 44/144
(port) Deck Lightning Control Panel
NDU A1 EER (A deck) 51 Cryostar 1
NDU B1/
EER (A deck) 52 Cryostar 2
C1
E/R swbd
NDU 2 53 Cryostar 3
(port)
Illustration 3.1.2a IAS Operator Station Panel
Home Page - showing alternative option for views selection
Kongsberg Panel
FAULT
POWER FAULT
HOME STEAM
PROP NAVIGATION MACHINERY BALLAST BILGE
PAGE SYSTEM
COMMAND
DUTY/
POWER MGE 1 MGE 2 MGE 3 MGE 4 STBY TAKE GIVE STATUS
STATUS
GAS
ALARMS
CARGO CTS N2. IGG GCU NAV
MANG.
ALARM
FIRE & OPERATOR

ACK ALARM
REGAS ESD SYSTEM PREV NEXT
GAS FITNESS VIEW
Ballast Screen
INPUT
2 3 HOME
1 PAGE
abc def
UP
4 5 6 PAGE ESC
ghi jkl mno DOWN
7 8 9
pqrs tuv wxyz
- 0 . abc...
a/A _
]
3.1.2 IAS System Layout The left button is used to select symbols, open and operate menus and click This group contains three buttons on the lower right of the panel that are used
buttons in the views and dialogue boxes displayed on the screen. The right to display a map of the existing views and select previous views or related
button is used to open pop-up context menus. The middle button is not views. The NAV button displays the navigator dialogue box. The LEFT
Operator Panel used. These buttons are similar in action to those in a standard mouse button ARROW button returns the operator to the view displayed before the current
configuration. one. The RIGHT ARROW button displays the next view listed in the history
The system’s operator/user interface is the monitor screen, control panel and
navigator dialogue box.
alphanumeric keyboard. The screen displays the system views and the operator
Four navigation keys are placed around the circumference of the bezel.
panel is used to interact with those views. The alphanumeric keyboard is used
There are several different ways to navigate through the views of the IAS
for set-up and configuration purposes. The operator panel is used to interact
system:
with the views on the screen, display a new view or to act upon an element Views Group
within a view. • Using the views buttons on the operator panel.
The buttons of the views group select and display the views representing the
various process areas. The most important and commonly used views are • Using the previous view and next view buttons on the toolbar.
The layout of the pushbuttons, lamps and controls on the operator panel are assigned to these buttons so that they are instantly accessible from the operator
divided into functional groups, as shown in illustration 3.1.2a. • Using the history navigator which records the last 10 screens
panel. Each button is labelled with the name of the view. To display the views
viewed.
assigned to these buttons, the operator should press the appropriate button.
Input/ Trackball Group • Using the navigator.
Located above each button is a red status LED which will flash when any • Using the context menu of a module.
This is an alphanumeric section which allows the operator to make parameter
unacknowledged alarms are active in the view assigned to that button. When all
changes and enter values; it also contains the cursor control buttons (HOME,
the active alarms in the view are acknowledged, the LED illuminates steadily.
END, ARROWS etc) which can be used to move between fields in dialogue Alarms Group
If there are no active alarms in the view, the LED will be off.
boxes and to scroll through lists.
The alarms contains an alarm indicator lamp and three buttons that are used to
The trackball group consists of three unannotated buttons and a trackball. The indicate, acknowledge and handle alarms and events. (The COMPUTER and
trackball is used to position the cursor on the screen. POWER lamps are not used.) The ALARM lamp flashes when unacknowledged
alarms are active in the system. When all the active alarms in the system
are acknowledged, the lamp becomes steadily illuminated. If there are no
Illustration 3.1.2b Input Panel
active alarms in the system, the lamp will be off. The ACK button is used to
acknowledge alarms.
The silence button (speaker symbol) is used to stop the audible alarm that
sounds when alarms are raised, while the ALARM VIEW button is used to
display the alarms event window.
4 INPUT
2
2 2
1 2 3 PAGE Command Group
HOME 3
abc def UP
This group contains the TAKE, GIVE and STATUS buttons. The TAKE and
GIVE buttons allow the operator to transfer command control between the
Key
PAGE
1 operator stations. Above each of these buttons there is a green status LED that
4 5 6 ESC
ghi jkl mno DOWN 1 Roller Ball indicates control transfer status. The STATUS button allows the operator to
2 Mouse Buttons
3 3 3 Arrow Keys
view the current status of the command control.
4 Alphanumeric Input Keys
5 Toggle Key
7 8 9 6 Light Sensor
pqrs tuv wxyz
- 0 . abc...
3
a/A _
5 6
Illustration 3.1.3a Screen Display Colour Codes Mimic
IMO No: 9653678 / Issue 1 (2017.02.01) 3 - 10 Part 3: Integrated Automation System

3.1.3 Alarm Control and Monitoring System • Trends: Showing historic trend curves for process variables. • Cargo IBS Monitoring.
• Station Status: Showing the status of the process and operator • Cargo IS IBS.
Displays and Views control units.
• Cargo Loading Sequence.
Various areas for display are selected from the views panel on the operator • Cargo Loading.
Both process and flow types of view can display the same information.
console.
Normally, process views are used by the system. The system can also present • Cargo Plant.
detailed information regarding a single component, for example, a motor, valve
The home page primary screen shows the ship mimic and buttons are displayed • Cargo Pump 1 Sequence.
or pump. This information is then displayed via dialogue boxes.
(systems as shown below) which can also be used to select the area required by
the operator. Some of these areas are again sub-divided and may have another • Cargo Pump 1 Stop Sequence.
ship mimic screen showing further buttons to select these sub-areas. Available Screens • Cargo Pump 2 Sequence.
• Propulsion. • Cargo Pump 2 Stop Sequence.
• Navigation. • Ballast Pump Circulate Sequence. • Cargo Pump 3 Sequence.
• Machinery. • Ballast Pump Empty Sequence. • Cargo Pump 3 Stop Sequence.
• Ballast. • Ballast Pump Fill Sequence. • Cargo Pump 4 Sequence.
• Bilge. • Ballast Pump Stop Sequence. • Cargo Pump 4 Stop Sequence.
• Steam System. • Ballast Pumps Ballast. • Cargo Pumps Interface.
• Power. • BOG FV. • Cargo Regas Pump 1 Sequence.
• MGE 1. • BOG HD1 LCP. • Cargo Regas Pump 2 Sequence.
• MGE 2. • BOG HD1. • Cargo Regas Pump 3 Sequence.
• MGE 3. • BOG HD2. • Cargo Regas Pump 4 Sequence.
• MGE 4. • BOG Heater. • Cargo Spray & Regas Pump Interface.
• Cargo. • BOG LD1 Anti-Surge. • Cargo Spray Pump 1 Sequence.
• Gas Management. • BOG LD1 Comp. • Cargo Spray Pump 2 Sequence.
• Nitrogen. • BOG LD1 LCP. • Cargo Spray Pump 3 Sequence.
• Inert Gas. • BOG LD1 Load Control. • Cargo Spray Pump 4 Sequence.
• Navigator. • BOG LD2 Anti-Surge. • Cargo Spray Pump Interface.
• Fire and Gas. • BOG LD2 Compressor. • Cargo TK 1 Barrier Temperature.
• ESD. • BOG LD2 LCP. • Cargo TK 1 Cofferdam Temperature.
• Operator Fitness. • BOG LD2 Load Control. • Cargo TK 2 Barrier Temperature.
• System. • BOG LD3 Anti-Surge. • Cargo TK 2 Cofferdam Temperature.
• Previous. • BOG LD3 Compressor. • Cargo TK 3 Barrier Temperature.
• Next. • BOG LD3 LCP. • Cargo TK 3 Cofferdam Temperature.
• BOG LD3 Load Control. • Cargo TK 4 Barrier Temperature.
The system is made up of the following types of views:
• BOG Mist and Heater Cooler. • Cargo TK 4 Cofferdam Temperature.
• Process: Showing the process equipment under system control.
• BOG MV. • Cargo TK1.
• Flow: Showing the process equipment under system control
for software configuration. • Cargo Auxiliary. • Cargo TK2.
• Event: Showing process events and events generated by the • Cargo Bilge Drain Hull. • Cargo TK3.
system. • Cargo Cofferdam Heating.

Illustration 3.1.3b Cargo Tank Screen Display

• Cargo TK4. • Mach LO Stern Tube. • System IAS Symbols.
• Cargo Unloading Sequence. • Mach LO Transfer. • System Topology.
• Cargo Unloading. • Mach MGE FO Supply Port.
• Deck Lighting. • Mach MGE FO Supply Stbd.
• ESD. • Mach MGE N2 Purge Seq.
• FG Acc and ER Space. • Mach MGE N2 Purge.
• FG Cargo Space. • Mach MGO FO Transfer.
• FG Deck Space. • Mach Misc Information.
• FG Sampling. • Mach N2 Generator.
• Fire Gas. • Mach Regas SW Heating Pumps.
• Gas Management. • Mach Sanitary Discharge.
• GMS Cruise Control Mode. • Mach SW Cooling.
• GMS Parameters. • Mach System.
• GMS Seq Changeover to MDO. • MGE FW Cooling System.
• GMS Sub1. • MGE1 Status.
• GMS Sub2. • MGE1.
• GMS Sub3. • MGE4 Status.
• GMS Sub4. • MGE4.
• Home Page. • Navigation.
• Hydraulic Power Pack. • No.1 Propulsion Alarms-Fault.
• Mach Atmos CSW Pumps. • No.2 Propulsion Alarms-Fault.
• Mach Bilge System. • Patrol Man.
• Mach Boiler Feed W Sys. • PMS Blackout Restart.
• Mach Compressor. • Power CSB Status.
• Mach Fans. • Power HV Status.
• Mach Fire Deckwash. • Power LV Status.
• Mach FO Boiler. • Power Management.
• Mach FO Purifier. • Propane Storage Tank.
• Mach FW Cooling. • Propulsion Wind Temperature.
• Mach FW Service Sys. • Propulsion.
• Mach IGG. • Regas Gas Metering.
• Mach Incinerator. • Serial Lines.
• Mach LO MGE. • Ship Performance.
• Mach LO Purifier. • Standby Pumps.
• Mach LO RG. • System IAS Colours.

Mode Indication Measurement Symbols will indicate the valve status, whether in automatic (a), manual (m) or local
control (L).
Process elements can be operated in various modes. To reflect the mode that Various symbols may be used to display analogue values of temperature and
a process element is in, a tag mark character is displayed next to its module pressure etc. These can take the form of a graphic display such as a pump
When the valve is closed, the valve symbol will carry no colour, but when
symbol. The characters used and their colours are as follows: rpm, a valve position in %, a bar to indicate a value or a representation of an
open, it will carry the colour of the service in which it is being used.
analogue meter. Pump and Motor Symbols
Measurement Display Examples
No. Tag Meaning Used by Colour
Mark Pump, Manual Mode (Stopped) Electrical Motor, Local Mode (Stopped)
01 “” Detached PID, motor, Cyan
Windings pump 1 Eng. Speed
valve, circuit-breaker R S T
100
L Local Motor, valve, Black
02 circuit-breaker
03 ! Error Motor, valve,
circuit-breaker
Red m L
04 S Shutdown Motor, valve, etc Magenta Pump, Manual Mode (Running) Electrical Motor, Manual Mode (Running)
05 O Override PID, motor, valve, etc. Black

-63 -63 -63 0
06 i Inhibit PID, motor, valve, etc. Cyan
°C °C °C -100 RPM
07 ! Override Motor, valve, Cyan
circuit-breaker, etc.
Interlock
m m
08 I Interlock Motor, valve, Black
circuit-breaker, etc. 0.0 Kg/h Ventilation Fan, Local Control Mode
09 F Follow & freeze PID Black
10 e External PID Black Valve Symbols
Measurement Display Example
11 m Manual PID motor, valve, etc. Black
12 a Auto Motor, valve, etc. Black
L
13 i Internal PID Black Analogue Valve - Manual Control (Open) Analogue Valve (Shut)
14 ““ Not mark - -
Pump and Motor Module Symbols
The dynamics of a process are shown by changes in the colour of the symbols
in a view. For example, the colour of a motor symbol will be grey (background) Pump symbols will contain an arrow indicating the direction of flow, while
when it is stopped, yellow when it is starting up or shutting down (transient
state), and green when running and fully operational. m m motor symbols carry the letter M, and as with the valves, a letter indicator
shows if the pump or motor is in local (L), manual (m) or automatic (a)
mode.
Digital Valve - Automatic (Open) Hand Operated Valve (Shut)
Symbol Grey Yellow Green Blue Red
Motor Stopped Transient Running Standby Alarm Basic Operating Procedure
Pump Stopped Transient Running Standby Alarm
Valve Closed Transient Open Standby Alarm Many functions carried out by the IAS are automatic, based on sensors and
Generator Stopped Transient Running Standby Alarm a detectors which identify changes in liquid levels and pressures, etc, these
changes will be addressed by the system logic.
Circuit-breaker Open Transient Closed Standby Alarm
Valve Module Symbols
Manual intervention is carried out when required via the mimic screens by
The standard Kongsberg symbol and pipe colours used to indicate status and
opening valves, starting and stopping pumps etc. Automatic sequences can also
fluids carried are shown on the illustration 3.1.3a Screen Display Colour Codes Valve symbols will indicate the type of valve (open/close or variable flow) be initiated from the mimic screens. Symbols indicate which components can
Mimic. and will carry a symbol representing the type of actuator fitted, whether this be controlled from the mimic.
is pneumatic, hydraulic or hand operated. The latter will be indicated on the
The colour intensity will vary according to an RGB code in order to further screen mimics, but the IAS system will have no control over the valve. A
differentiate services within any colour. numeric value next to the valve symbol will indicate the percentage the valve
is open if it is a proportional (variable flow) valve. A coloured letter symbol

Duty/Standby Pumps There are 3 types of standby pump control: The vessel has 4 cargo tanks of independent membrane-type, capable of
carrying a total of 167,481.1m³ LNG (98.5%) at a temperature of -163°C.
Motor control is by use of standard software modules which interface between • The chosen pump will run until stopped by the operator.
the motor and IAS. The inputs to these modules include start/stop signals, The cargo system consists of the following main parts:
• When the standby pump has been started, the other (duty) pump
feedback, manual/auto switching, automatic restart, duty/standby control
will be automatically stopped.
signals. The outputs include manual/auto/remote signals which are connected
Duty/Standby Mimic
to external logic (IAS or local start/stop buttons), start and stop signals to the • The pumps are interlocked to prevent them both running at the Cargo Pumps
starter circuit, pump trip to start a standby pump. same time. There are two submerged electrically-driven cargo pumps in each of the four
cargo tanks.
If the main pump is put in local or manual mode while running in DUTY/
STBY/AUTO function, there will be a duty/standby pair alarm; this is shown Electric motor: Insulation class F
Pump 1 on the alarm page and on the duty/standby dialogue as ‘Error’. The system will Speed: 1,800 rpm
not start if the standby pump is in local, has an error or is interlocked.
Power supply: 6,600V/60Hz/3-phase
The standby pump will still start if there is a fault on the duty pump or low Starting method: Direct on-line
pressure is detected. The duty pump will then stop when the standby pump run Capacity: 1,000m³/h
signal has been confirmed.
Spray Pumps
PS In the case of a blackout on the 440V switchboards, the pumps will be restarted
when normal power has been recovered. The initial pump situation will There is one submerged electrically-driven spray pump located in each of the
Pump 2 normally be restored. four cargo tanks.
Electric motor: Insulation class F

Standby/Start Configuration
Speed: 3,600 rpm
The control modules can be connected in one of two configurations:
ON OFF Power supply: 440V/60Hz/3-phase
1) Duty pump is in manual mode and the standby pump is in Electric motor starting: Direct on-line
automatic mode. The duty pump is running and the logic will
No.1 Duty No.2 Duty start the other automatically if the output falls below a preset
Capacity: 50m3/h
limit.
Regas Feed Pump
2) Both pumps are set to automatic and the pump changeover is
Duty/Standby Mimic selected on a toggle button where one pump will be running and There are four portable electrically-driven regas feed pumps, which can be
the other off. deployed in any of the four cargo tanks. The regas feed pump is used to provide
Critical service pumps have a main/standby pump arrangement. The standby liquid LNG to the regasification plant for gas send-out to the shore.
pump has an automatic start should the main pump fail. Some pumps will have Cargo System
an automatic start which is controlled by, for example, liquid levels. Electric motor: Insulation class F
Speed: 3,600 rpm
The cargo plant is remotely controlled from the IAS system. Control and
In a duty/standby configuration, a dialogue box will show the status as No.1 monitoring is performed from the cargo control room, however, operation Power supply: 440V/60Hz/3-phase
Duty and No.2 Duty with an on or off indication. responsibility can be transferred to the bridge or ECR. Electric motor starting: Direct on-line
Capacity: 550m³/h
Selecting the ON button will set both motors to auto mode and start the The IAS system includes the following control interface:
selected duty pump. Selecting OFF will stop the running pump and set both
pumps to manual mode. • Pump control. Each tank has two cargo pumps which can be run singly or simultaneously,
with one being powered from the starboard switchboard and the other from the
• Valve control.
If a standby pump starts automatically, an alarm will alert the operator. port switchboard. For the start sequence to occur, the discharge valve must be
• Pressure control. between 15% and 25% open, the filling or branch valve must be 95% open.
The pumps may be switched over if required, ie, duty No.1 can be set as duty • Tank protection.
No.2 and visa versa. If the pumps are already running, the other pump may be
• Glycol heating control.
started prior to stopping the first pump, the indication on the buttons will then
be switched. • Cofferdam temperature control.

The load and stability computer, tank level radar gauging system and custody During a loading sequence, a manual stop can be initiated at the IAS at any Configuration Options
transfer system is interfaced to the IAS. Separate high level and extremely high time. This initiates appropriate valve closure. A stop sequence will also occur
During system configuration, one or more of the following functions may have
level detectors are installed and will instigate an ESDS independently from the if any shutdown signals are activated.
been configured for the motor/pump control modules:
IAS. The high high level 98.2%, using the CTS radar, will close the filling,
spray, return condensate and return stripping valves via the IAS. • LOCAL/REMOTE MODE - All the motor/pump control modes
Ballast have a local/remote function which allows the motor to be
Level Limits started either from the local panel or from the IAS. Transfer
Three vertical centrifugal, 3,200m³/h capacity pumps are used for ballast between local and remote control is performed at the local
Alarm Type Level FSRU Level LNG Action operations. Total ballast can be loaded/discharged in 24 hours.
Mode Mode panel.
Extreme High 98.5% 99.0% ESD activation Control signals for the ballast pumps are between the IAS and switchboard. • CONTROL LOGIC INTERLOCKS - These functions prevent
Very High 98.0% 98.5% Filling v/v close The pumps can be stopped locally or from the IAS, irrespective of the position the motor/pump from being damaged. For the electrical
Spray v/v close of the local/remote switch. To start the pump from the IAS, the local/remote motors, the interlock functions inhibit the starting and stopping
High High 97.5% 98.0% Filling v/v < 10% switch must be in the remote position. commands or execute the starting and stopping commands of
High 95.0% 95.0% - the motors. For hydraulic pumps, the interlock functions inhibit
In automatic mode, the setting of the discharge throttle valve will control the all commands.
Low 0.15m 0.15m Cargo pump stop
Regas pump stop flow from the pump. • POWER DEMAND - The motor/pump control modules for the
Low Low 0.12m 0.12m Spray pump stop heavy consumers have a power interlock function that prevents
The following operating buttons are available on the menu for single speed the motor/pump from being started if there is insufficient power
electrical motor-driven pumps: available.
A secondary level gauging system is only used for monitoring.
• STOP - This stops the motor and is only available in the
The pumps can be started/stopped by initiating the cargo unloading sequence MANUAL mode.
in the cargo unloading view or by the start/stop button on the cargo tank view • START - This starts the motor and is only available in the
(CT1 - 4) dialogue box. A pump start command for the unloading sequence on MANUAL mode.
the individual tank mimics will activate a sequence for the opening of valves
• RESET - This command resets the appropriate time-out
(discharge valve and filling valve) and requesting the PMS for electric power.
counters and can be used to recover from a failed start or stop
The sequence will also control the position of the load/unload valves. The
operation.
pumps may also be started manually by opening the pump menu and clicking
on the pump mimic, or by starting the pump from the switchboard. • AUTO - This command selects the AUTOMATIC mode and
cancels the MANUAL mode. When in AUTOMATIC mode
The pumps may also be started manually, either remote from the IAS by the motor/pump is controlled by an output signal from another
clicking on the pump and using the pop-up menu, or from the switchboard. A module and not via the operation menu. In this case the STOP
manual start will be inhibited until the discharge and filling valves are manually and START buttons will become blank.
set to the correct position for starting of the pump. Each cargo/stripping/spray/
• MANUAL - This command cancels the AUTOMATIC mode
emergency pump load is controlled by a PID controller adjusting the pump
and allows the motor/pump to be controlled via the operation
discharge valve position. As the valve opens, the motor current and load on the
menu. Selection of the MANUAL mode is not possible if the
pump increases.
Lock in Auto Mode parameter is set to 1 during the system
configuration.
It is possible to start both pumps in each tank before the liquid isolating valve is
opened prior to continuing to the next tank. It is also possible to start one pump • ACKNOWLEDGE - This will only become available (with
and open the liquid isolating valve. The operator can then start the other pumps black button text) when an unacknowledged alarm is active for
individually from the cargo tank mimics or move on to the next tank. the module concerned. All the alarms are acknowledged when
this button is pressed.
However, the operator can start the pumps for the other tanks from the
individual Cargo Tank views if a quicker start-up is required.
Before starting the sequence, make sure that the pumps and valves are in
auto.

Throttle Valve Operation Menu
• DUTY/STANDBY - The control modules may be connected in • STEP DOWN - This command closes the valve by a predefined
21XV0180 X different duty/standby configurations. amount, as defined by the configuration pulse length. This
command has no effect on a fully closed valve and is only
CLOSE Basic Operating Procedure for Valves
available in manual mode.
• STEP UP - This command opens the valve by a predefined
STOP There are three types of valves used: amount, as defined by the configuration pulse length. This
command has no effect on a fully opened valve and is only
• Throttle valve - Hydraulically operated, multi-position with
OPEN feedback and stops at each position.
available in manual mode.
• RESET - This command resets the appropriate time-out
STEP DOWN • Control valve - Pneumatically operated, with a PID control counters and can be used to recover from a failed start or stop
connection and may or may not have a position feedback. operation.
STEP UP • Digital valve - May be pneumatically or hydraulically operated, • AUTO - This command selects the automatic mode and cancels
but only opens or closes as commanded. the manual mode. In this mode the valve is controlled by an
RESET output signal from another module and not from the module
All the valves on the IAS screen mimics are supported by operation modules. operation menu.
AUTO Move the cursor over the module symbol to be operated and press the left
trackball button to open the symbol operation menu. • MANUAL - This command selects the manual mode and cancels
the automatic mode. If the ‘Lock in Auto Mode’ parameter is
MANUAL set to position 1 during system configuration, the selection of
The name of the item of equipment that the module controls is displayed in
the title bar of the module operation menu. This menu is used to operate the the manual mode is not possible. The valve is controlled via the
module and the commands available on the menu reflect the actions that can module operation menu when in the manual mode.
Acknowledge be performed. • ACKNOWLEDGE - This will only become available (with
black button text) when an unacknowledged alarm is active for
Control valve menus allow a set point to be input and is only available in the module concerned. All the alarms are acknowledged when
manual mode. this button is pressed.
Throttle Valve Operation Menu
Throttle Valve Menu Control Valve Menu
• STANDBY START - The motor/pump control modules have a The commands on the operation menu of a throttle valve are as follows:
standby start function that allows a maximum of three electrical The close, open, reset, automatic, manual and acknowledge commands on the
motors to be defined as part of a duty/standby sequence. They • CLOSE - This command causes the valve to close until it operation menu of a control valve are similar to those on the throttle valve. The
include: reaches a position that is below the predefined close limit. This exception is the set point command which allows the operator to specify the
command can be used to cancel an open position but has no position set point for the valve. When the command is selected, it displays the
1) A motor continuing to run when put into automatic mode effect on a closed valve. If a valve close operation fails, the numerical input dialogue box. The displayed numeric value is the current value
after initially starting in the manual mode. RESET command recovers the alarm situation. The command set point in % terms. A new value is entered either using the INC (increase) or
2) A motor automatically starting if another in the sequence is only available in manual mode. DEC (decrease) buttons, or typing directly into the NUMERIC INPUT field
stops due to a failure. using the operator panel keyboard and clicking the OK button. The position of
• STOP - The stop command causes a moving valve to stop the valve opening changes to the new set point. This command is only available
3) A motor automatically starting if, for example, a pressure operating and remain at the current position. This command can in manual mode.
switch is used to start an additional LO pump if the LO be used to cancel an open or close position but has no effect on
pressure is too low in a generator. a stationary valve. The command is only available in manual
mode. Digital Valve Menu
• BLACKOUT RESTART - This function causes a motor to
restart automatically when power is re-established after a • OPEN - The open command causes the valve to operate until The close, open, reset, automatic, manual and acknowledge commands on the
blackout, provided that the motor was running before the it reaches the fully open position. This command can be used operation menu of a digital valve are similar to those on the throttle valve.
blackout occurred. A start delay is provided on each motor to to cancel a close position but has no effect on an open valve.
prevent too many motors starting at the same time. If a valve open operation fails, the RESET command recovers
the alarm situation. The command is only available in manual
• SHUTDOWN - The control modules have a shutdown function
mode.
that overrides all other control inputs to the module and provides
an emergency stop facility.

Alarm Handling When set limits (which can be enabled or disabled) are exceeded, the system
can be configured to alert the operator. The alarms are suppressed by the
Alarm and Monitoring
operator where equipment which is not running, may generate spurious alarms
The alarm and monitoring system is an integrated function within the K-Chief through, for example, low pressure. When an alarm is suppressed, the status
700. All alarms from the different sub-systems, such as propulsion systems, indicator colour changes to cyan.
power management, engine room auxiliaries, etc, are pooled via the redundant
network to form a uniform alarm system for the vessel.
Alarms are indicated on the video display units of the K-Chief 700 operator
stations and will also activate the buzzer in the K-Chief 700 keyboard.
Alarms and events (eg, pump start/stop, valve open/closed) are logged by the
system and printed out. Such information is also stored in the history station
and can be recalled on request.
The alarm system supports three priority levels, which are marked with
different colours.
The alarm priority/colour coding is:

1. Low priority alarms ~ with yellow colour.
2. High priority alarms ~with red colour.
3. Critical priority alarms ~ with magenta colour.
Should any system send a fail signal to the IAS or the operation of that system
falls outside preset parameters, the IAS will indicate an alarm. The alarm will
be both audio and visual. The alarm is required to be acknowledged in order to
silence the audible indication. The most recent alarm will be displayed across
the top of the screen.
Alarms will be used to alert the duty engineer via the extension alarm panels
during periods of UMS operation.
Status Indicators
A small coloured disc within the text or within the symbol indicates the alarm
status. An alarm state will show the colour of the alarm level for that module,
any suppressed or inhibited alarms, inputs or outputs will show the colour
cyan.
Analogue measurement levels commonly have associated limits as follows:

• HH - High High.
• H - High.
• L - Low.
• LL - Low Low.

Illustration 3.1.4a IAS - Patrolman Mimic

3.1.4 Extension Alarm System (EAS) Illustration 3.1.4b Transfer to Bridge Screen
Watch Call System Operation Role Configuration Panel Configuration Panel Information Panel Status OS Status
Watch Call System Overview Cargo

ENGINE SUMMARY
Watch call is an extension ��
alarm ��
system to allow critical locations on the vessel
Overview DUTY BRIDGE OFAS DUTY BRIDGE OFAS
to be operated unmanned (during night shift or during loading/offloading
etc).
Repeat II AI 54(27) Repeat II AI 4(4)
The alarm extension system will alert the engineer on duty in the event of any
monitored parameter exceeding its set value as monitored by the alarm and Alarm
Alarms Officers
monitoring system. The system comprises 21 self-contained, wall-mounted groups Items 1–7 of 7
watch call panels that are installed at selected locations. The panels are Navigator
controlled from operator stations and are used to warn the bridge and on-duty Engine Off 1 Engine Off 2 Engine Off 3
officers of alarm conditions.
DUTY BRIDGE OFAS
ON DUTY ON DUTY ON DUTY
The system has two main functions:
Repeat II AI 2(2)
1. Alarm extension. This is a group alarm status and on-duty EngineCargo Off 4 EngineNav Off 5 CargoEng Off 4
officer indication facility with a built-in on-duty acceptance,
ON DUTY ON DUTY ON DUTY
fault indication and test facilities.
2. Officer call. This is an individual and general calling facility CarEngNav Off 5
for officers that can be activated from selected vessel control CALL
locations. ON DUTY
Watch Call Operation WATCH

The system is not active until an officer is set On duty. When this is done, all
public panels, bridge panel and duty officer panels are active. All Graphical
User Interface (GUI) and active panels reflect the duty assignment by lighting
the duty indicator associated with the applicable officer.
Watch Call Panels 2. Duty Panel
Alarms within the qualification(s) of that officer are notified to this person There are three types of watch call panels: • Indicate alarms according to qualification (machinery/cargo)
using the public panels and the private panel. With an officer on duty, the ECR with buzzer and light in the duty selected cabins.
can request to transfer engine watch to the bridge. When the bridge accepts, the
bridge assumes a monitoring responsibility. 1. Main Panel (Bridge and CCR Slave) • Indicate engineers/officers selected for duty.
• Indicates engine room alarms on the bridge and CCR.
Engine officers cannot be set on/off duty without the bridge first accepting 3. Public Panel
a new request for non-UMS state. It is common practice that, in UMS state, • Indicate and accept function for the transfer of machinery
watch responsibility to and from the bridge/CCR. • Indicate alarms with buzzer according to duty selection
an alarm also triggers the dead-man system, also known as the patrol-man
(machinery and cargo).
system.
There are two main EAS panels; one is located on the bridge and a second in • Indicate engineers/officers selected duty.
While the watch is on bridge, it observes alarm notification and duty officer the CCR. The panels are identical and allow the operator to perform the same
responding. The bridge panel will reflect when the officer acknowledges functions on both units. The CCR panel is the slave unit of the bridge panel. The EAS communicates with the operator stations located in ECR via a
notifications and alarms. The aim of any such notification is to make the redundant TCP/IP network. Two operator stations are required and will work
officer acknowledge the alarm on his AIM operator station. Until the alarm The bridge and CCR panels work in parallel. The transfer from/to ECR to in a master/slave configuration, ie, the EAS will be operating with only one
is acknowledged, the system propagates the alarm and alerts more officers bridge can be accepted/initiated on both panels. Alarms will sound on both operator station up running at the time. For this vessel, two different managing
according to the configuration and timers. panels and both panels are able to accept/silence the alarm. groups are defined:

1. ECR Manager (on Operator Stations in ECR): • Operating the ‘Ack’ function on the operator station (OS) • The ‘Call all’ function is more of an emergency operation.
in the ECR (for machinery alarms) or the OS in the CCR Pressing the ‘Call all’ button will activate buzzer/lamps on all
• Duty engineer selection for engine group.
(for cargo alarms), will silence all panels and give a steady panels. Acknowledging the call on one engineer/officer panel
• Watch responsibility transfer to and from bridge. alarm indication. Indicators will be turned off when the alarm will silence that specific panel only. Acknowledging the call on
• EAS system status. condition is no longer present. a public panel will silence that specific panel only.
2. CCR Manager (on Operator Stations in CCR): 2. Alarm Acknowledge During ECR/CCR Watch Mode 2. Duty Engineer/Officer Call from Wheelhouse
• Duty officer selection for cargo group. • Extension panels will only show the alarm status, no sound • Operating the ‘Call Duty’ from the bridge panel will activate
• EAS system status. device will be set off. the buzzer/lamp on the selected duty engineer panel and on
public panels. Again, the ‘Call Duty’ function requires that an
For cabin panels and the bridge panel, it is selectable whether
All alarms defined in the system will be set up to belong to either machinery engineer/officer actually has been set on duty.
alarm status should be shown or not when no people are on
or cargo. duty. This must be selected from the graphical interface on the • Acknowledge functions are the same as calls initiated from the
operator station. ECR/CCR.
When an alarm is triggered in the system, the EAS application will read the
alarm group, check which system it belongs to (engine/cargo) and then route
3. Duty Engineer/Officer Selection 3. Repeat Alarm
the alarm to the correct panels.
• To transfer machinery responsibility to the bridge (bridge watch • A repeat alarm will be triggered when an active AES group
All duty/cabin panels can be selected in one of the following duties and will
mode), the operator must first select a duty engineer on duty alarm has not been acknowledged from an operator station
receive alarms in accordance with duty selection:
from the software panel on the VDU. The duty lamp is activated within a predefined time, which is normally set to three minutes
1. Engine. on all panels. Then the ‘Bridge watch’ button is selected and (adjustable). Repeat alarm one will be given at the bridge panel,
the buzzer/lamp is activated at the bridge panel. Pressing the duty engineer/officer panel and at public panels. If again, the
2. Cargo.
‘Bridge watch’ button on the bridge panel will accept the watch engineer on duty fails to acknowledge the alarm within ‘Repeat
3. Multiple (engine/cargo). transfer and a lamp indicator will indicate bridge watch mode. A Alarm two limit’, normally three minutes (adjustable), all
transfer from bridge to ECR must be initiated from the ECR; the engineers with the qualification will be announced at the bridge
buzzer/lamp is activated at the bridge panel. Upon acceptance panel, duty engineer/officer panel and at public panels.
Panel Operation from the bridge, watch responsibility is transferred to the ECR.
1. Alarm Acknowledge During Wheelhouse Watch Mode
• If a duty engineer is selected from software panel on VDU, 4. OFAS Alarm/CCR OFAS Alarm
• Initially, alarm will sound on bridge panel, on duty engineer without transferring the watch responsibility to the bridge
(Harbour mode), alarms will be routed to the duty engineer • When an OFAS alarm is activated, all officers with qualification
panel and on public panels.
panel as well as public panels. Repeat alarms and personal are called. The public area panels will also call these officers.
• Pressing the ‘Sound Off’ button on a public panel will turn off alarms will be activated as normal during this condition.
the sound only on that panel. The alarm indicator will continue
5. Engineer Call System ECR
to flicker until the alarm is acknowledged, and then change to
a steady light. The indicator will be turned off when the alarm Call Functions
• Independent from the EAS engineer call function in ECR
condition is no longer present. 1. Engineer/Officer Call from ECR/CCR/Wheelhouse Manager.
• Pressing the ‘Sound Off’ button on the bridge panel will turn • Buzzers for duty engineer call in engineers’ cabins.
off the sound only on the bridge panel. The alarm indicator will • Two types of call functions are supported, ‘Call Duty’ or ‘Call
continue to flicker until the alarm is acknowledged, and then all’.
change to a steady light. The indicator will be turned off when • The ‘Call Duty’ operation will activate buzzer/lamps on the
the alarm condition is no longer present. designated duty engineer panel and on the public panels. The
• Pressing the ‘Sound Off’ button on the duty engineer panel ‘Call Duty’ button will not work unless a duty engineer is
will turn off the sound on the duty panel and the public panels selected.
(bridge panel must be silenced separately). The alarm indicator • Acknowledging the call on the designated duty engineer panel
will continue to flicker until the alarm is acknowledged, and will silence all panels.
then change to a steady light. The indicator will be turned off
• Acknowledging the call on a public panel will silence that
when the alarm condition is no longer present.
specific panel only, indicator lamps will continue to flicker on
all panels.

CCR Operator Fitness Alarm System (OFAS) Illustration 3.1.4c Operator Fitness Alarm Flow chart Description
During FSRU mode, the vessel will be permanently moored. The vessel is not When the function is enabled, an alarm will be made on a CCR operator station
moving and this means that the bridge may normally be unmanned. In addition, with defined intervals. The alarm must be acknowledged within a certain
the engine room may be unmanned (E0/UMS), for example, during night time time (T2). If the alarm is not acknowledged within this predetermined time
or in periods with low activity. Therefore, the remaining personnel on watch (Timeout T2), the back-up cargo engineer will be alarmed via their respective
for the entire vessel will be the operator in the CCR. Normally, there are two EAP panel. The EAP panels installed in the public areas will also be activated
persons on board with cargo duty. in case of Timeout T2. If the alarm is still not acknowledged within a defined
time (Timeout 3), all EAP panels for personnel with cargo qualifications and
In order to make sure that the CCR operator is vigilant, is awake, and/or has not Machinery Alarm public EAP panels will be activated.
System On when Bridge Watch
been obstructed in any way from performing their duties, additional measures ON
have been included in the IAS. Timer No. Limits Remark
Timer 1 10 - 25 minutes Access limited to Captain/Chief Engineer
The system can be activated from one of the activation panels located in the Timer 2 3 - 5 minutes Access limited to Captain/Chief Engineer
entrance to the engine room or automatically from the alarm extension system Start Reset Timer
when a machinery alarm is activated. Timer 3 3 - 5 minutes Access limited to Captain/Chief Engineer
The reset interval period is set to 27 minutes. A pre-warning alarm will be If the system is switched off before the pre-warning or OFAS alarm is initiated,
activated 3 minutes before OFAS alarm is set. the sequence will terminate and switch off the system on lamp.
Reset Button
Activated
Keeping the ON/RESET button pressed for more than 10 seconds can perform
Prerequisites No a lamp test.
An engineer/officer with ‘Navigation’ qualification is selected as ‘On Duty’
officer in the EAS mimic on a CCR OS. No The following panels are provided:
Timer > 27min?
• Activation panels: ‘ON’ and ‘OFF’ buttons and ‘Alarm’ lamp.
Normally for FSRU/LNGC, the EAS qualification “Navigation” is not used,
Yes
and is therefore a spare EAS qualification. • Reset panel: ‘RESET’ button and ‘Alarm’ lamp.
Set warning light
Any cargo alarm, with a qualified officer/engineer on duty, will activate in machinery area Reset can also be performed from one of the engine control room operator
standard EAS functionality (OFAS, alarm, repeat I and repeat II). stations by using the dedicated pushbutton on the Operator Fitness mimic.
If a CCR OFAS is activated, and the alarm(s) is still not acknowledged, the
repeat I alarm will also activate the public panels. In FSRU Watch it is not Yes Reset Button
Activated
desirable to activate the EAS functionality.
No
All cargo engineers are therefore given the additional qualification:
‘Navigation’.
No
Timer > 3min?
The spare EAS qualification ‘Navigation’ will be used by the EAS, to call
ONLY the cargo officer/engineer on duty in case of Timeout 2 (T2) elapsed.
The EAS function ‘Call Duty Navigation’ will be used.
Activate Patrol
1. The back-up CCR engineer is selected as back-up in the EAS Man Alarm
mimic on a CCR OS.
2. Chief officer and Chief Engineer are included in the EAS
cargo. Activate Extension
Alarm System

Illustration 3.1.4d CCR Alarm Logic Flow Chart FSRU Watch 3.2 Interfaces with Other Systems
CCR
General Additional inputs are available to the IAS from equipment associated with
System ON Operator
Fitness ON
vessel safety and cargo/gas handling.
During FSRU mode, the vessel will be permanently moored. The vessel is not
moving and this means that the bridge may normally be unmanned. In addition,
The load stability computer is interfaced via a serial link which allows
the engine room may be unmanned, for example during night-time or in periods
Reset & Start information on vessel trim during loading and unloading to be displayed on
with low activity. In the above case, the manned station will be the CCR.
T1 the operator screen. Alarms are generated from the IAS in the event of failure
of data from the loading computer.
To inform the FSRU watch located in the CCR that there are unacknowledged
alarms in the engine room; an additional Emergency Alarm Panel (EAP) is
No The operator can select the IAS status for display on the screen using the IAS
T1 Finished
Cyclic CCR Operator installed in the cargo control console (CCC).
button.
Fitness Alarm Creating
Timer
Yes Function Data from various equipment are transmitted over serial links to the IAS, these
Alarm on
are:
Cyclic CCR Operator
CCR OS Alarm Annunciation on The FSRU Watch EAP, in the CCR, will work as a second location of the • Regas plant.
CCR OS ‘Bridge-Main’ panel. The transfer of watch location from ECR to bridge, to
Unmanned Machinery Space, will be operated as normal. But the transfer can • ESDS.
Start Timer be acknowledged both at the bridge EAP or at the CCR EAP – FSRU Watch
T2
• Remote sounding interface.
EAP. That is, both panels will acknowledge/silence the other one respectively.
It is not necessary to acknowledge/silence on both panels. • FLG interface.
• IG generator interface.
Yes Alarm Machinery alarms will now be informed on the bridge EAP and the FSRU
Reset
Acknowledged Timer T2 Checking • Fire and gas interface.
T2 7 T3
? if Operator has Watch EAP.
Acknowledged • K-Chief 700 interface.
No Both panels have to acknowledge/silence the alarm individually.
Time-out T2 • Ship performance monitoring interface.
T2 Finished ? No Repeat I and Repeat II alarms, for a missing response in the ECR, will also be • Oil mist detector interface.
informed on both panels, bridge and FSRU Watch EAPs. • Nitrogen generator interface.
Yes
The FSRU Watch EAP in the CCR will work in parallel with the bridge EAP. • Deck lighting.
Activate EAP
Back-up Including the Public Function and operation will be the same.
Cargo Eng. EAPs The IAS also outputs selected data to the voyage data recorder system.
Bridge EAP and FSRU Watch EAP can only silence the alarms on their own
EAP, therefore, the machinery engineer on duty, must go to the ECR and Network Interfaces
Start Timer
T3 acknowledge the machinery alarms, as per standard ECR duty watch.
Three network interfaces are available; Custody Transfer System (CTS),
Timer for Checking if Standard Emergency Alarm System (EAS) functionality for ECR duty watch Integrated Navigation System (IN) and CCTV.
Alarm
any Cargo Personnel (LNGC mode), is not to activate the OFAS function in case of ECR alarms
Yes Acknowledged
Acknowledged (eg, Harbour mode), but FSRU Watch EAP is functioning as Bridge Watch. Information from these three networks can be displayed by use of the
? Therefore, OFAS will be automatically started on the occasion of a machinery appropriately marked buttons on the operator panel.
alarm.
No Time-out T2
The CCTV uses the C network and is available on one operator station in each
No of the following locations; bridge, CCR and ECR.
T3 Finished ?
Yes
Avtivate All Including the Public

Cargo EAP EAPs
Panels

Part 4: Cargo System 4.15.2
4.15.3
Insulation Space Relief Valves �� 4 - 167
Pipeline Relief Valves �� 4 - 168
4.15.4 Regasification Unit Relief Valves �� 4 - 171
4.1 Cargo Piping System �� 4 - 5
4.16 Gas Combustion Unit �� 4 - 173
4.1.1 General �� 4 - 5
4.1.2 Piping System �� 4 - 9
4.1.3 Material and Specification of Pipes and Fittings �� 4 - 17 Illustrations
4.2 Cargo Tank Pressure Control System �� 4 - 21 4.1.1a Cargo Piping System �� 4 - 4
4.2.1 Gas Management System �� 4 - 21 4.1.1b Regasification System �� 4 - 6
4.2.2 Cargo Tank Vent Control �� 4 - 27 4.1.1c Cargo System Mimic �� 4 - 7
4.2.3 Mode Selection �� 4 - 29 4.1.2a Simple Cargo System �� 4 - 8
4.1.2b Cargo Manifold �� 4 - 10
4.3 Cargo Pumps �� 4 - 41 4.1.2c No.4 Cargo Tank Arrangement �� 4 - 12
4.3.1 Main Cargo Pumps �� 4 - 41 4.1.2d Example of Spiral-Wound Jointing �� 4 - 13
4.3.2 Spray Pumps �� 4 - 49 4.1.2e Cargo Compressor Room �� 4 - 15
4.3.3 Regas Feed Pumps �� 4 - 55 4.1.3a Pipe Insulation �� 4 - 16
4.4 Cargo Compressors �� 4 - 61 4.2.1a Pressure Setting Table, FSRU and LNGC Mode �� 4 - 20
4.2.1b Gas Management Parameters Mimic �� 4 - 22
4.4.1 High Duty Compressors �� 4 - 61 4.2.1c Vapour Header Pressure Setting Information Mimic �� 4 - 24
4.4.2 Low Duty Compressors �� 4 - 71 4.2.1d Recondenser Tank Pressure Controller Mimic �� 4 - 25
4.5 Gas Heater �� 4 - 81 4.2.2a Forward Vent Mast Arrangement �� 4 - 26
4.2.2b Forward Vent Mast Control �� 4 - 27
4.6 LNG Vaporiser �� 4 - 85 4.2.3a Critical Alarm and Action Panel �� 4 - 28
4.7 Forcing Vaporiser �� 4 - 89 4.2.3b Cargo Discharge Mimic Screen �� 4 - 30
4.2.3c Fuel Gas Changeover Mimic �� 4 - 32
4.8 Spray Pre-Cooler and Mist Separator �� 4 - 93 4.2.3d GMS Sequence to MGO Mimic �� 4 - 34
4.2.3e GMS Sub 1 Mimic �� 4 - 35
4.9 After-Heater/Cooler �� 4 - 95 4.2.3f GMS Sub 2 Mimic �� 4 - 36
4.10 Custody Transfer System (CTS) �� 4 - 97 4.2.3g GMS Sub 3 Mimic �� 4 - 37
4.2.3h GMS Sub 4 Mimic �� 4 - 39
4.10.1 Radar Based Level Gauge �� 4 - 99 4.3.1a Main Cargo Pump �� 4 - 40
4.10.2 Float Level Gauge �� 4 - 111 4.3.1b Cargo Pump Start Mimic �� 4 - 42
4.10.3 Trim - List Indicator �� 4 - 115 4.3.1c Unloading Sequence Flow Chart �� 4 - 43
4.11 Nitrogen Production System �� 4 - 117 4.3.1d Cargo Pump Interface Mimic �� 4 - 44
4.3.1e Re-Start Restriction for Cargo Pumps Flow Chart �� 4 - 45
4.12 Inert Gas and Dry-Air System �� 4 - 127 4.3.1f Cargo Pumps Stop Sequence Mimic �� 4 - 46
4.3.2a Spray Pump �� 4 - 48
4.13 Fixed Gas Sampling and
4.3.2b Spray Pump Sequence Mimic �� 4 - 50
Gas Detection Systems �� 4 - 135
4.3.2c Re-Start Restriction for Spray Pumps Flow Chart �� 4 - 51
4.14 Cargo and Ballast Valve Control �� 4 - 153 4.3.2d Spray Pump Interface Mimic �� 4 - 52
4.3.3a Regas Feed Pump �� 4 - 54
4.14.1 Cargo Valve Remote Control System �� 4 - 153
4.3.3b Regas Pump Sequence Mimic �� 4 - 56
4.14.2 Ballast Valve Remote Control System �� 4 - 159
4.3.3c Re-Start Restriction for Regas Feed Pumps Flow Chart �� 4 - 57
4.15 Cargo Relief Systems �� 4 - 165 4.3.3d Regas Spray Pumps Interface �� 4 - 58
4.15.1 Cargo Tank Relief Valves �� 4 - 165 4.4.1a High Duty Compressors �� 4 - 60
IMO No: 9653678 / Issue 1 (2017.02.01) 4- Part 4: Cargo Systems

4.4.1b HD Compressor Screen �� 4 - 62 4.13c Gas Detection Cargo Space Mimic �� 4 - 138
4.4.1c HD Compressor Control Panel Screen �� 4 - 64 4.13d Gas Detection Accommodation and Engine Room Space Mimic �� 4 - 140
4.4.1d HD Parallel Start Sequence �� 4 - 66 4.13e Gas Detection Deck Space Mimic �� 4 - 142
4.4.1e Gas Management Mimic �� 4 - 69 4.13f SW2020 Gas Sampling Panels �� 4 - 144
4.4.2a Low Duty Compressor �� 4 - 70 4.13g Gas Detection Control �� 4 - 146
4.4.2b BOG LD Compressor Screen �� 4 - 72 4.14.1a Hydraulic Valve Layout for Cargo System �� 4 - 152
4.4.2c Anti-Surge Control Screen �� 4 - 74 4.14.1b Hydraulic Power Pack Mimic �� 4 - 154
4.4.2d Parallel Running Automatic Sequence �� 4 - 75 4.14.1c Hydraulic Pump Flow Charts �� 4 - 156
4.4.2e BOG Compressor Load Control Screen �� 4 - 76 4.14.2a Hydraulic Valve Layout for Ballast System �� 4 - 158
4.4.2f LD Master/Slave Loading Scheme �� 4 - 77 4.14.2b HPU Unit with Accumulator �� 4 - 160
4.4.2g LD Parallel Start Sequence Mimic �� 4 - 78 4.15.1a Pressure Relief Valve Operation �� 4 - 164
4.5a High Duty Heater �� 4 - 80 4.15.2a Pilot Operated Safety Relief Valve �� 4 - 166
4.5b Boil-Off Gas High Duty Heater �� 4 - 82 4.15.2b IBS and IS Pressure Control Table �� 4 - 167
4.6a LNG Vaporiser �� 4 - 84 4.15.3a Typical Pipeline Relief Valve �� 4 - 168
4.6b LNG Vaporiser Mimic �� 4 - 86 4.16a Gas Combustion Unit �� 4 - 172
4.7a Forcing Vaporiser �� 4 - 88 4.16b Gas Combustion Unit - IAS Screen Shot �� 4 - 174
4.7b Forcing Vaporiser Mimic �� 4 - 90
4.8a Boil-Off Gas Mist Separator �� 4 - 92
4.9a Mist Separator and Spray After-Cooler �� 4 - 94
4.10.1a CTS Radar Gauge System �� 4 - 96
4.10.1b CTS Flow Diagrams �� 4 - 98
4.10.1c CTS Instant Readout Screen �� 4 - 99
4.10.1d CTS Cargo Densimeter �� 4 - 100
4.10.1e CTS Cargo Tank Mimic �� 4 - 102
4.10.1f CTS Main Mimic �� 4 - 104
4.10.1g Transfer Document of Loading �� 4 - 105
4.10.1h CTS Status Mimic �� 4 - 106
4.10.1i CTS Configuration Mimic �� 4 - 108
4.10.1j Certificate of Measurement �� 4 - 109
4.10.2a Whessoe Gauging System �� 4 - 110
4.10.2b Flotation Graph for PVC �� 4 - 111
4.10.2c Whessoe Float Gauge with FLIV Valve �� 4 - 112
4.10.3a Trim and List Indicators �� 4 - 114
4.10.3b Trim and List Sensor �� 4 - 115
4.11a Nitrogen Mimic Screen �� 4 - 116
4.11b Nitrogen Generator System in Engine Room �� 4 - 118
4.11c Nitrogen Generator Operator Terminal �� 4 - 120
4.11d Nitrogen System (1/3) �� 4 - 122
4.11e Nitrogen System (2/3) �� 4 - 123
4.11f Nitrogen System (3/3) �� 4 - 125
4.12a IAS Inert Gas Generator Mimic �� 4 - 126
4.12b Inert Gas System �� 4 - 128
4.12c Inert Gas System on Deck �� 4 - 130
4.13a Gas Detection Mimic �� 4 - 134
4.13b Gas Detection Block Diagram �� 4 - 136

Illustration 4.1.1a Cargo Piping System Propane Storage
Odorant
Reference Drawing: 2T-7412-004-200
Tank Skid
Mist Separator LNG LNG Booster Injection Unit
Trim
CS502
Heater Vap. Pump HP NG Manifold Port Gas HP007
CS505 CS504 Evap. Metering Unit
CS503
E
1 BOG
CG568 CG569 CG531 No.1 HP003 HP002 HP004 HP011 HP012
CG504 CG503 Recon.
CG565
CG527
Preheater
CG547 CG546
CS501
CG505 Propane HP013
No.2 Pump Res.Tank
2 CG583 CG581 No.4 Regasification Train Manifold Port Manifold Starboard
CR705
CG529
CG586
CG526
CG570 CG571 CG534
CR003 CR002
CG566
CG582
CG549 CG548 After-Coolers Pump LNG LNG Booster
Trim Pump
CR004
Vap.
CR001
L/D Compressors Heaters
Evap. CS004 CS003 CS002 CS001
CS702
Suction
Drum E
CR706 E
BOG
Recon. CL004 CL003 CL002 CL001
CG567
CG530 Preheater
E E
CG522
CR005
CR008
Propane CL016 CL015 CL014 CL013
HD Heater CG511
CG508
3
CS703
CL709
CL706
CG572 CG573 CG537 Pump Res.Tank
No.3 Regasification Train
CG578
CS008 CS007 CS006 CS005

CG551 CG550 CG523 CG512
CR504 LNG LNG Booster
E
CR007 CR006 E
H/D Compressors Trim Pump

Heaters Evap. Vap. CG003 CG001
CS516
CS527
CS526 CR508 CR503 CR502

CR010
CR501 CR011
CS704
CG552
CG004 CG002
1 BOG CR707
CG574 CG575 CG540 Recon.
CR012
CR009
Preheater CS016 CS015 CS014 CS013
CS510
CS524
CS522
CS511
CS520 CS507
CG553 Propane E E
Pump Res.Tank
2 No.2 Regasification Train CL028 CL027 CL026 CL025
CG716
CL713
CL712
CG576 CG577 CG543 Knock-
CS506
E E
CS513 Out
CS512
CR013
CR016
LNG LNG Booster Drum CL040 CL039 CL038 CL037
CS525
CS523
CG554 Trim
CR510
CR509
Vap. Pump
CG517
CG520 Heaters Evap. CS020 CS019 CS018 CS017

CG613 Forcing LNG
Vaporiser Vaporiser
BOG CR015 CR014
Recon.
CR507 Preheater
CG614
CG615
CG616
E
CS519
CR505 Propane
CR506 Pump Res.Tank
No.1 Regasification Train
CG521
CG617
CG618
CS521
From
IGG
CG605 CG604
CG619
CG621
CG620
CG723
CG603
CG602
CG601
CL321
From
IGG
(P) (S) Gas Valve Gas
Main Enclosure Comb.
Generator Aux.Boiler Unit CG608
Engine CR601
CS601
CL601
Vapour Return
Spray Main
CS705 CS701 Loading Main
Offloading Main CL701
Vapour Main
CL602
Gas Main
From
IGG
CG702 CG703
CG701
CR703
CS206
400 400 65 400 400 400 400 400 400
CL419
CL418
CL119
CL118
CS319 CS318
CL319
CL318
CR702
CR701
CR709
CR710
CR708
CR711
CL219
CL218
CR704
CS406
40 40
CS106
CS306
CR114
CR213
CR414 CR314
CR413 CR313 CR113
CG104
40 40 40 40 40 40 40 40
No.4 No.3 CR214
CS412 80 50 65
300 400 CS312 80 50 65
300 400 CS212 200 65 CS112 50 65
400
LNG 400 LNG 400 400
Mast
CS411
CS311
CS211
CG404
CG304
CG204
CS111
Mast
CL417 CL317 CL217 CL117
CS409 CS410
CS309 CS310
CS209 CS210
CS109 CS110
No.2 No.1
CL410 CL409 CR412 CL310 CL309 CR312 CL210 CL209 CR212 LNG CL110 CL109 CR112 LNG
CS405 CS305 CS205 CS105
CL406
CL306
CL206
CL106
150 Mast Mast
CR410
CR310
CR210
150 150
CS413
CS313
CR110
CL122
150
CR408 CR406 CR308 CR306 CR208 CR206 CR108 CR106
CL413 CL313 250 CL213 250 CL113
CG401
CG301
CG201
CG101
250 250
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL423
CL323
CL323
CL323
CL416 CL316 HP LP CL216 CL116
80 65 50 50 65 50 50
Vent Mast Vent Mast 65 50 50 200 50 65 50 50
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
(P) (P) (P) (P)
2 400 1 (S) 2 400 1 (S) 2 400 1 (S) 2 400 1 (S)

Spray Spray Spray Spray
(P) Cargo Pumps (S) Pump No.4 Cargo Tank (P) Cargo Pumps (S) Pump No.3 Cargo Tank (P) Cargo Pumps (S) Pump No.2 Cargo Tank (P) Cargo Pumps (S) Pump No.1 Cargo Tank

4.1 Cargo Piping System The spray line can be connected to the liquid crossover lines and can be used A non-return valve is fitted inside the tank in the discharge pipe of each
to strip or to cool down each cargo tank, and also to spray during discharging main cargo pump. A 6mm hole is drilled in the valve disc to allow the tank
4.1.1 General if the return vapour is insufficient. discharge lines to drain down and be gas freed. Non-return valves are also fitted
at the discharge flange of the compressors. The spray and regas cargo pump
The cargo piping system on this vessel has been shown in full in illustration The spray line on each tank splits into two independent spray headers inside the discharge lines have non-return valves located directly after the hydraulically
4.1.1a, and in a simplified manner in illustration 4.1.2a. Both of these show tank at the top to distribute the incoming liquid into either the port or starboard operated discharge valves.
the principal features of the system, and illustration 4.1.1b includes the header. The spray headers are fitted with nozzles equally spaced to achieve a
regasification plant situated on deck. good cooldown rate. A small 6mm diameter spray nozzle is also fitted at the top of each cargo pump
discharge line inside the tank to cool down the emergency pump tower leg in
The schedule (thickness) of the cargo piping used in the systems are based on The spray, liquid and vapour headers have branches to and from the cargo order to protect against high stresses in the pump tower.
the requirements specified in the IGC Code 5.2.2 and the classification society compressor room with connections to the compressors, heaters and vaporiser
rules and regulations. for various auxiliary functions. Removable bends are supplied for fitting A small 5mm diameter hole is drilled in the bottom of each cargo pump
where necessary to allow cross-connection between the various pipework for discharge pipe drop leg for draining.
The design pressure of the cargo liquid and vapour piping outside the tanks infrequent uses, such as preparing for dry dock and recommissioning after dry
is 1.0Mpa (10 bar) and the design temperature is between -163°C and +80°C. dock.
The main cargo piping systems on deck are constructed of 316L stainless steel
schedule 10S (when the nominal bore is greater than 40mm), while the piping The vapour header connects the vapour domes on each tank for directing the
inside the cargo tanks is grade 304L stainless steel. boil-off gas to the engine room for gas burning, via the LD compressors and
boil-off/warm-up gas heaters. In an emergency, the vapour header can be used,
All of the cargo piping is welded to reduce the possibility of joint leakage. as a last resort, to vent the excess boil-off to the atmosphere via the forward
Where this is not possible, then 150# raised face ANSI standard flanges are vent mast.
used. All joints used are to be suitable for 150# ANSI standard and 4.5mm
thick at insertion which compresses to approximately 3mm when properly The inert gas and dry-air system, located in the engine room, is used to supply
torqued. inert gas or dry-air to the cargo tanks via piping which connects with the main
cargo system through a double non-return valve and removable spool pieces to
Liquid cargo is loaded and discharged via the two liquid crossover lines in way avoid gas returning to the engine room.
of the No.2 cargo tank (midships), and is delivered to and from each cargo tank
liquid dome via the liquid loading main which runs fore and aft along the trunk Both liquid and vapour systems have been designed in such a way that
deck. Each crossover line at midships separates into two loading/discharging expansion and contraction are absorbed in the piping configuration. This is
connections, port and starboard, making a total of four liquid loading/discharge done by means of expansion loops on liquid piping and loops and expansion
connections on each side of the FSRU. bellows on the vapour piping. Fixed and sliding pipe supports and guides are
provided to ensure that pipe stresses are kept within acceptable limits.
Liquid cargo in FRSU mode is loaded on the starboard side via the two liquid
crossover lines in way of the No.2 cargo tank (midships), and is delivered to All sections of liquid piping that can be isolated, and thus possibly trap liquid
each cargo tank liquid dome via the liquid main which runs fore and aft along between closed valves, are provided with safety valves which relieve excess
the trunk deck. Each crossover lines at midships separates into two loading pressure to the nearest liquid dome. This is a safety measure, although normal
connections, making a total of four liquid loading connections on the starboard working practice is to allow any remaining liquid to warm-up and boil-off
side of the FSRU. before closing any such valves.
The offloading main connects to the regasification plant where the LNG liquid All major valves such as the midships manifold (port and starboard) ESD
is converted into a pressurised methane gas for discharge to the shore gas main valves, individual tank loading and discharge valves are remotely operated
via the HP NG manifold, located forward of the port liquid/vapour manifolds. from the IAS, so that all normal cargo operations can be carried out from the
cargo control room.
When loading, the vapour header and crossover, together with the HD
compressors, are used to return the displaced gas from the tanks back to the When an ESD is activated, a safe and rapid shutdown of the system and
loading vessel or shore installation. When discharging, the vapour header is equipment will be activated according to the ‘ESD Cause and Effect
used in conjunction with either the vapour crossover, or a vaporiser, to supply Diagram’.
gas to the tanks to replace the outgoing liquid cargo.

Illustration 4.1.1b Regasification System HP
To Cargo Compressor Room To No.3 Cargo Tank 006V
Spray Main
HP
Loading Main
CL 005V
321V HP
Offloading Main 003V Odorant
Vapour Main Injection
Gas Main Unit
Nitrogen Purging/Sealing Header Gas
Metering
To LP Vent Mast
Unit
To No.3 Cargo Tank
CL318V
HP004 HP002
Exchanger Trim Heater
HP007
HP011
LNG BOG Propane Propane Propane
Booster Recondenser Reservoir Tank Evaporator Heater
Pump
Propane
No.1
HP013
HP012
Pump
Regasigication Train
Knock-out
Drum To Vapour To LP
Main Vent Mast
Exchanger Trim Heaters

Pump
Suction Propane
No.2
Drum Pump
Deck Popane
Storage Tank
(46m3)

Pump
Propane
No.3
Pump
Key
LNG Liquid
LNG Vapour
Propane
Reservoir Tank Heater Nitrogen
Booster Recondenser Evaporator
Pump
Propane
No.4
Pump
Drawing Reference: 2T-7412-004, Rev3

Illustration 4.1.1c Cargo System Mimic

Illustration 4.1.2a Simple Cargo System Reference Drawing: N297B PRO PFS 00010/21, Rev:200
Key HP NG Manifold Port
L/D Compressors
CG613 CG565 LNG Liquid
HP003
1
E
CG582 CG568 CG569 LNG Vapour
CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
To Aux. Mist Separator Odorant
Nitrogen
Boiler CG530CG529 CG583 CG581 Injection
CG620 CG547 CG546
CS502
E
No.2 Inert Gas Gas Unit
After- CG566
To Engine Metering
CS503
CG618 CG614 CG586 Coolers 2 Gas main
CS019
CS015
CS007
CS003
CL039
CL027
CL015
CL003
CG526
Room CG527 CG570 CG571 CG534 Unit
CG619 Spray Main
CS505 CS504
To Engine E CG522 CG505
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
CG578
E CG551 CG550
To GCU
CG512
CG523
CG616 HD 1
HP007
Heater CG574 CG575 CG540
CG508 H/D Compressors CG552

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vaporiser Forcing Pressure
Vent Mast
CS006
CS002
CS506 CS510 CS511 CS512 Vaporiser
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL001
CL013
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

Line CS705 CS701 Loading Main
CG702
CL701
CS319 No.4 LNG CS318 No.3 LNG No.2 LNG No.1 LNG
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump
Regas Regas Regas Regas
Pump No.4 Cargo Tank Pump No.3 Cargo Tank Pump No.2 Cargo Tank Pump No.1 Cargo Tank

4.1.2 Piping System Spray Header Line Vent and Relief Main
The system comprises 100/80/65/50/40mm butt-welded, cryogenic stainless During normal operations, the pressure in the tanks is controlled by the BOG
Loading Main and Offloading Main
steel pipelines connecting the spray pump in each of the four cargo tanks to compressors, with the compressed gas being either reliquefied and returned to
the stripping/spray header, and serves the following functions by supplying the tanks or burnt-off in the gas combustion unit.
The system comprises of two 600/500/400mm butt-welded, cryogenic stainless
LNG to:
steel pipelines connecting each of the four cargo tanks to the loading/discharge
manifolds at the ship’s side. A 200mm branch line connects the offloading • Two spray rails in each tank used for tank cooldown and gas Note: The pressure can also be controlled via the forward vent mast and the
main to the regasification unit. generation. common vapour line, but this is for EMERGENCY USE ONLY.
• Main liquid line used for cooling down lines prior to cargo Each cargo tank is also fitted with an independent means of protection from
At each tank liquid dome there is a manifold which connects to the loading and
operations. over-pressure which comprises two lines exiting the gas domes into their own
discharge lines from the tank.
• Priming of discharge lines to prevent line surge when starting pilot-operated relief valves. From here the gas passes through a 250/300/500mm
This manifold on the liquid dome connects to the tank discharge lines from the the main cargo pumps. diameter line into a vent mast where it is vented to atmosphere.
port and starboard cargo pumps, the loading line, regas cargo pump and spray
• Supply of LNG to the vaporisers for gas generation.
line.
Inerting/Aeration Line
At certain points along the spray line, blank flanges and sample points are fitted
At certain points along the liquid line, blank flanges and sample points have
to facilitate the taking of readings during pre and post-refits. The inerting system consists of a line that supplies inert gas or dry-air from
been fitted to facilitate inerting and aeration of the system during refit.
the inert gas generator to the cargo tanks and pipelines. The system is used for
All sections of the liquid lines outside the cargo tanks are insulated with a rigid All sections of the spray line outside the cargo tanks are insulated with a rigid inerting and drying the cargo tanks, lines and the compressor room machinery
polyurethane foam covered with a moulded GRP cover to act as a tough water polyurethane foam covered with a moulded GRP cover to act as a tough water during periods of refit and repair. The generating plant is situated in the engine
and vapour-tight barrier. and vapour-tight barrier. room.
The line can be connected to the gas main and the loading main by means
Vapour Header Line Gas Main
of spool pieces. By selective use of these and the use of flexible hoses it is
possible to inert or aerate all or just a single cargo tank.
The system comprises a 750/700/600/500/400/300 welded, cryogenic stainless The system comprises a 300mm diameter pipeline which can be connected to
steel pipeline connecting each of the four cargo tanks by means of a common the vapour line and the forward vent mast for use when ‘One Tank Operation’
The cargo compressor room lines and the vapour return line can also be purged
line to the ship side vapour manifold, the compressor room, regasification unit is required. The use of this line enables a single tank to be isolated and repair
with inert gas or air by means of a spool piece and isolation valve on the line
and the forward vent mast. work to be carried out without having to warm-up and inert the whole vessel.
leading to this space. There is also a means to inert the compressor room via
its own IG supply line with an isolation valve and spool piece.
The line to the cargo compressor room allows for the vapour to be used in the The connection to each tank is at the vapour dome on the vapour and gas
following manner: header and is via a removable spool piece, the vapour header can be isolated by
The ballast spaces can be also be connected to the IG system through an
means of an isolation valve and spectacle flange. The connection to the forward
• Sent to the engine room via the LD compressors and heaters for isolation valve and spool piece to the ballast main.
vent mast is by means of an isolating valve and spectacle flange.
use as fuel.
• Sent ashore during cargo loading by means of the HD During single tank operations, it is possible to connect the gas main to the inert Expansion Bellows
compressors in order to control pressure in the cargo tanks. gas generator by means of a removable bend.
• During repair periods, to supply the vaporised gas used to Expansion bellows are not used for the liquid lines (except the stripping pump
At certain points along the gas main, blank flanges and sample points are fitted discharge line in the cargo tanks), but are used for the vapour lines, mainly in
purge-dry/gas-up the cargo tanks.
to facilitate the taking of readings during pre and post-refits. the cargo machinery room.
• The line to the forward riser acts as a safety valve to all tanks
and can also be used to control the tank pressure during pre and Bellows are of the multi-layer type, they are made of INCONEL 625 for the
post-refits. outer layer and A240-316 stainless steel for the inner layer.
• At certain points along the vapour line, blank flanges and sample
points are fitted to facilitate the taking of readings during pre
and post-refits.
All sections of the vapour line outside the cargo tanks are insulated with a rigid
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour-tight barrier.

Illustration 4.1.2b Cargo Manifold
15 15 15 15 15 15
CL048 CL047 CL035 CL036 CG012 CG011 CL024 CL023 CL011 CL012 HP006 HP005
25 25 25 25 25 HP
003
CL046 CL045 CL033 CL034 CG010 CG009 CL022 CL021 CL009 CL010
E
40 40 400 40 40
CR016 CR012 CR008 CR004

400 400 400 400
25
50 50 50 50 50 50 50 50
CS CL CL CS CG CG CS CL CL CS Odorant
020 040 028 016 003 004 008 016 004 004 Injection
E
E
Unit
40 40 40 40
CR015 CR011 CR007 CR003

50 80 400 400 80 50 50 80 400 400 80 50 450
CS CL CL CS CS CL CL CS
019 039 027 015 007 015 003 003
CS
012
65 65 25 600 65 65
CS
011
80 80
80 80
Gas
Metering
Key 600 600 100 150 Unit
LNG Liquid
Spray Line
LNG Vapour
CR019 CR020
Gas Line
Electrical Signal Liquid Crossover Vapour Crossover Liquid Crossover Spray Crossover
Instrumentation
Reference Drawing: 2T-7412-004-200:
IMO No: 9653678 / Issue 1 (2017.02.01) 4 - 10 Part 4: Cargo Systems

LNG Cargo Manifold System Bi-directional Conical Strainers Each manifold is also provided with a small davit for use during the connection
or disconnection of the spools and reducers and for inspection of the
The principal particulars are as follows: Portable conical dual flow type, ASTM 20/60 mesh 8 sets strainers.
Manifolds The cargo manifold is used for the loading and discharging of the liquid LNG HP Regas Piping
and the transfer of LNG vapour during cargo operations.
Manifold height above waterline at design draught 12.0m 19.90m
The regas manifold is situated forward of the port LNG manifold
Spacing between liquid line and vapour line 3.50m The cargo manifold system is situated in the area between No.3 liquid dome
Distance between ship manifold QCDC spool piece and ship 3.50m and No.3 vapour dome, and comprises two 700mm branch liquid headers HP Regas Pipework
side extending out to the port and starboard from the main fore and aft liquid header
Distance between centre of manifold flange and working 1.6m towards the ship’s sides. Each liquid branch header reduces down and splits Service Fluid Cond. Pipe
platform to provide two 500mm liquid connections, two forward and two aft of the Nom.
vapour manifold to which the portable reducer/spool connection piece, with the Thick- Material
Distance between working platform and upper deck 4.30m MPa °C Dia. Material
strainers in position, are connected and ultimately the cargo arms. ness Mark
(A)
Distance between centre of manifold flange and upper deck 4.90m
HP regas
Rail height 1.14m The 650mm vapour branch header extends from the 700mm fore and aft pipe from ASTM A312
main vapour header towards each ship side, it also reduces to provide a single Design Design
regas plant 500 38.1 Gr.TP316L
500mm connection with a portable reducer/spool connection piece, port and 17 +18.5
Cargo Equipment to HPPS Sch.120
starboard. valve Welded
Item Description Quantity stainless ASTM A312
HP regas
Connection piece: length ANSI 150LB, 400A flange 10 Each liquid manifold has a manual shut-off and an automatic valve, whereas 500 26.19 steel Gr.TP316L
pipe from
350mm the vapour manifold has an automatic valve only, the manual shut-off valve is Design Design Sch.80
HPPS valve
Cryogenic composite hose: 150LB, 15A (one end floating 2 x 20m located on the inboard side of the automatic valve. The automatic valve (ESD 10 +18.5 50 5.54 Sch.80S
to NG
length 20m flange) for nitrogen general service valve) is connected to the ESD system on board, and in the event of an ESD manifold 15 2.77 Sch.40S
situation occurring, can be closed either from the ship or shore.
150LB, 450A with purge valve for 1
IG liquid/vapour connection Outside of stainless steel pipes (except insulated cargo lines) in weather exposed
150LB, 450A for IG liquid/vapour 1 Cargo Manifold and Spray Header Connection
places are coated with one coat epoxy primer and one coat finish paint.
Spool piece connection On each liquid manifold are connections into the spray header, located between
150LB, 400A for forward liquid 1 the ESD valve and the manual shut-off valve. These connections, together with
header the respective cooldown valves, can be used by the operator to cool down or
150LB, 300A for gas main/IG 4 drain the main liquid header and shore arms.
connection
150LB, 300A for gas main/vapour 1 Each liquid manifold is provided with two pressure relief valves, located
connection inboard and outboard of the ESD valve, which in the event of a pressure build-
up between the manual shut-off valve and the ESD valve, or the ESD valve and
150LB, 300A flange with 2 x 50A 1 the blank flange, would drain back to No.2 or No.3 cargo tank liquid dome.
connections
Equaliser system device 150LB, 50A cryogenic hose for 1 x 30m At the top of each liquid manifold is a pressure gauge connection and sample
for IBS blind flange connection in the vent with a quick connection for a nitrogen purge, there is also a drain cock on
spray line the bottom of the line outboard of the ESD valve.
150LB, 50A cryogenic hose for 1 x 10m
blind flange connection in the gas On the vapour manifold there is no manual shut-off valve, only the automatic
dome IBS exhaust system ESD valve with a small 25mm bypass line and valve for purging purposes.
Nozzle for cargo jettison To extend not less than 3 metres outboard of
200A approx. 6.6 metre ship’s side There is also a pressure gauge connection, drain cock and sample vent with a
length quick connection.

Illustration 4.1.2c No.4 Cargo Tank Arrangement
From LNG Vaporiser Gas Vapour
To Offloading Main From Loading Main and Pre-Cooler Drains Spray Main Main Main
CL CL CS
419 418 406
50 50 CG
NO No.4 LNG 404
NO 40 CR NO CR
Vent Mast
414 413 15
40 40
CG406
CS412
40 40 15
400
400 CS411 CG405
80 50 65 For IBS 500 15 15
CL417 Stripping 300
150 CL 50 CR409
CL CS409 CG402 CG403
406 40
408 CR408
CL410 CL409 CS414 CS405 300
15 CL 50 CR
407 412 15
CL411 CL412 15 15 15
250 CL FL CS404 CS403 CR406
CR411
405 402 CS
CL413
15 CL 15 F R 407 25 250 250 15
404 SA SA SA CS CR RB CS 40 CG
CL414 CL415 15 CS405
250 406 404 402 413 410 401 406 401
CL SA SA SA FL 15 CS CS 15
CL416 423 405 403 401 401 401 402 CS407 400
8 8 8
Liquid Gas
Dome Dome
400 400 400 200 50 65 50 50

Port
Starboard
Key
LNG Liquid
LNG Vapour
CL CL
Nitrogen
403 402
Gas Line
No.2 Cargo
Pump (Port) Spray Line
No.1 Regas Spray
Cargo Pump Feed Foot Pump
(Starboard) Pump) No.4 Cargo Tank
Valve
CL401
Reference Drawing: 2T-7412-004

Joints Illustration 4.1.2d Example of Spiral-Wound Jointing
Pipe flanges are generally in accordance with the following standard:
SM
Liquid and spray lines on deck and Welded neck - raised face
G 316A MEB1
. 6.
in the tanks /F
16
20
Liquid and spray lines in the tanks Slip-on - flat face
R3
2
with open end
-150
3STA
Vapour lines Welded neck - raised face
Cargo tank vent lines Welded neck - raised neck
163
Cargo pipe vent lines Slip-on - flat face
The joints between flanges are made of graphite vortex or equivalent material
with a thickness of 4.5mm on deck and 1.5mm in the tank.
The joints used in the cargo manifold flanges for mating to the terminal loading
arms are the same spiral-wound type. When the shore connection is made onto
the ship’s manifold, it is important that the sealing face of both connections
is inspected and that a new spiral-wound cryogenic joint is used on each
Hoop (Metal Winding) Filler
occasion. These joints, which are of the metaflex design, are based around
a stainless steel disc with a metal winding into which is secured a flexible
graphite filler. Graseal Inner Outer
Ring Ring
Bolts material used is as follows:
Expanded Graphite Filler Vortex Gaskets
Bolts: ASTM A320 GR B8 Class 2

TOMBO No. - 1839R
Nuts: ASTM A194 Grade 8M
Size - Class 150 2"
Tightening of any nuts must be done with a torque wrench to get the value in Metal Winding - Stainless Steel 316
accordance with the ANSI standard. Filler - Flexible Graphite
Inner Ring - Stainless Steel 316
Outer Ring - Stainless Steel 316
Standard - ASME B16.20

Illustration 4.1.2e Cargo Compressor Room From Spray
To Vapour To Compressor From Cargo To Cargo From Cargo Main To Cargo
50
To Purging/ Manifold Room Top Tanks Tanks Tanks Tanks
To Engine Sealing 40 CR507 200
Room Header
To 50 CG520
CG554 Regasification
400 CR506 CG518 CG519
Plant
600 CG CG CG521
CR 200
564 545
CG CG 505
CR CG517
450 563 No.2 H/D 544 600
509
CG576 CG577 Compressor CG543 20 CG515 CG516
CS CS 15 15
300
525 523 CS521 CS519
CG553 CR CS
100 510 15 520
25 Forcing LNG
Vaporiser CS514 CS515 40 Vaporiser CS508 CS509
CG CG CS CS
531 529 CS CS CS CS
562 542 CR
CG CG CS CS 513 512 507 506
504 200 80
450 561 No.1 H/D 541 600 80 50 530 528 25 40
CG574 CG575 Compressor CG540
CS CR503
25 25
300 518 CS CS CS CS CS
CR 25
CS 524 522 526 527 511 CR502
CG552
517 20 508 20
50
CS516 CR
80 501
200 40 300
15
650 650
No.3 L/D Compressor
CG CG CG 700 CG513 CG514

NC
578 560 539 CG523
CG CG 600 300 CG
559 538 508 Key
CG CG CG512
2nd stage 1st stage
CG572 CG573 CG537 CG 526 522 H/D CG LNG Vapour
CG 100 530 Heater 510
567 LO 200 CG LNG Liquid
150 200 150
CG551 CG550 400 509
CG Nitrogen
150 CG511
529
Relief Line
200 200
Vent Line
No.2 L/D Compressor 200 200
150
CG CG582
150 CG CG 586 CG585 CG584
CG No.2 CG579 CG580
558 536 After Cooler
After-Cooler
566 CG CG CG583 CG581
557 535
2nd stage 1st stage 150 150
CG570 CG571 CG534 CG
527 CG505
150 100 LO CG525 CG524 CG507 CG506
No.1 CG501 CG502
CG549 No.1 L/D Compressor CG548 CG504 After Cooler
After-Cooler CG503
CG CG CG Mist
150 100 200 200 40 300
565 556 533 Spray Separator
CG CG Pre-cooler
555 532 CS
2nd stage 1st stage 502
CG568 CG569 CG531
25
100 LO CS505 CS504 CS Drain
503 Pot
150 CG547 CG546
300
CS501
Reference Drawing: 2T-7412-004, Pg. 12/34

Illustration 4.1.3a Pipe Insulation
Type 1 (Cargo Pipelines)

Type 3 - LNG Vaporisers etc Fibreglass Reinforced
Fibreglass Reinforced
Plastic Protective Layer
Plastic Protective Layer
PUF
Aluminium Foil
with Polyester PUF
Film
PUF
Vessel
Pipe
32mm or above
32-100mm
Outer layer 2mm Fibreglass Reinforced Plastic (FRP)

Outer layer for all size pipes 2mm Fibreglass Reinforced Plastic (FRP)
Cargo Side - One layer of PUF for Cold Insulation
Total insulation thickness - 2 layers of PUF with aluminium foil covering inner layer
Fibreglass Reinforced 0.5t Galavanised Steel

Plastic Protective Layer Plate Cladding
Type 2 (Cargo Piping) Type 3
PUF Glass Wool
25mm or below Pipe Vessel
Outer layer for all size pipes 2mm Fibreglass Reinforced Plastic (FRP) Outer layer 0.5t galvanised steel plate cladding
25mm pipeline or below - one layer of PUF Steam Side - One layer of glass wool for hot insulation

4.1.3 Material and Specification of Pipes and Insulation The GRP cover is made of 3 layers of glass fibre mats such as 2 layers of glass
Fittings fibre mats and 1 layer of surface mat, which will be of combination make as a
LNG vaporiser PUF (cargo
layer of GRP of total dry thickness of about 2mm.
Forcing vaporiser side)
The cargo piping used for handling cryogenic LNG is insulated to reduce 50 - 50
High duty heater Glass wool
the amount of liquid LNG that is vaporised during loading and discharge The insulation material is fire retardant of self-extinguish type.
Water after-cooler (steam side)
operations, also to prevent injury by direct contact with the lines.
The prefabricated circular insulation layers are installed on the pipes and
The following are not insulated: Note: The thickness of each layer for support are the same as that of each connected to each other by filling foamed-in-place polyurethane.
layer for the straight pipe insulation, as per above table. These insulation
•��
Pipes in cargo tanks. thicknesses mean pipe cover’s insulation thickness, excluded GRP. The joint parts of GRP cover are overlaid by hand lay-up GRP which is applied
•��
Piping for safety relief valves including vent mast. in melted condition and self-adhered.
•��
Expansion bellows. The cargo pipe insulation used is a medium density PUF insulation. It is
designed for temperatures of between -196°C and +80°C.
•��
Valves, flow meters and loose fittings. Type 2
•��
Flanges including adjacent pipes in length of about 200mm Specification of vapour-tight barrier of outer cover is as follows: The insulation consists of only one layer of PUF.
from the end of flanges.
• Material: Glass fibre reinforced plastic, ASTM D635 fire
For smaller pipes of ND 25mm and below, GRP cover is sufficiently strong and
•��
Shore manifold end flanges including adjacent inboard pipes in retardant.
it is not necessary to divide the insulation into two layers.
length of about 1,800mm.
• Thickness: 3mm for hand lay-up for joint part (general), 2mm
•��
Strainers. for general. Insulation structure is the same as Type 1 except above.
•��
Vapour vent line. • Density of polyurethane foam shall be as follows:
•��
Anchor supports. Type 3
•��
Nitrogen bleeding, sampling and gauge leading line. Polyurethane The vessels such as LNG vaporiser , forcing vaporiser, high duty heater,
Classification Moulded Polyurethane Foam
Foam in Site mist separator to be insulated as below:
•��
Hot vapour line downstream of cargo heaters. Location In general Support In general
1) For cargo side of the vessels, the insulation to be of rigid
•��
Gas main line. Density 45 ± 5kg/m3 300 ± 30kg/m3 45 ± 5kg/m3 polyurethane foam insulation with GRP cladding for cold
•��
Fuel gas line to DF engine insulation purpose.
•��
Drain pipes for vaporiser and mist separator. In accordance with the size and the use of pipes, three types listed below are 2) For steam side of the vessels, the insulation to be of glass wool
used for the insulation structure: insulation with thickness 0.5t galvanised steel plate cladding for
Specification of Pipe Insulation • Type 1: For the cargo pipes of ND 32mm and above (KR-LNG- hot insulation purpose.
4). 3) The flange part between the cargo side and steam side will not
Insulation
• Type 2: For the cargo pipes of ND 25mm and below (KR-LNG- be insulated.
Thickness
Nominal 5).
Pipeline Material Primary Secondary
Pipe Dia. Total
Layer Layer • Type 3: For vessels insulation (LNG vaporiser etc). Pipe Band (Support) Part
32A to
25 25 50
LNG liquid 100A Type 1 Except at the anchor supports, which are not to be insulated, the piping are
line Above supported by sliding pipe bands having insulation.
40 40 80 The insulation consists of two layers of polyurethane foam (PUF). The outer
100A
32A to layer is covered by glass fibre reinforced plastic (GRP) of 2mm thickness and The insulation is made of rigid polyurethane foam of high density, which
LNG 20 20 40 the inner layer is covered by aluminium foil with polyester film.
100A Rigid has enough strength for supporting the pipes. Glass cloth is adhered for
vapour
Above polyurethane reinforcement on the inside of the high density rigid polyurethane foam.
line 30 30 60 The inner layer is not adhered to the pipes nor to the outer layer. Glass cloth
100A foam
25A and below 30 - 30 sheet is adhered to inside of the inner and outer layer for the reinforcement of The inner layer of high density polyurethane support foams are fixed to the
the PUF surface. pipe by polyurethane glue, partly at the both ends, and the outer layer of
Gas dome internal cargo
212 212 high density support are fixed to the inner layer of high density support by
line
The GRP cover prevents water/vapour from getting into the insulation, and polyurethane glue, partly at the centre part.
Mist separator 50 50 protects the insulation from mechanical damage.
Spray pre-cooler 25 25 50
The outer polyurethane foams are fabricated in sections with a GRP cover.

The polyurethane is injected to the joint part of high density polyurethane
foams in longitudinally and circumferential direction when assembled.
The joint parts of the GRP cover are overlaid by hand lay-up GRP.
In order to construct sliding supports, stainless steel cover plates and clamps
are fitted on the outer surface of the GRP cladding.
Expansion/Contraction Part
Type 1 and 2
The insulation system of expansion/contraction part is EPS (Elastified
Polystyrene), GRP cover and butyl rubber sheet to provide expansion/
contraction in longitudinal direction of the ordinary insulation in order to
release the undue stress caused by thermal expansion/contraction of the pipe.
An expansion/contraction joint for this purpose is provided at a position

between two sliding pipe bands, or between other fixed points of insulation.
EPS (Elastified Polystyrene) is used for the expansion/contraction of the

insulation layer, and the butyl rubber sheet is used for the expansion/contraction
of the GRP cover.
The expansion/contraction parts are also protected by a GRP cover which can
slide at one side and the other side is fixed on GRP cover.
End Part
The end part of the insulation at the boundaries between the insulated and un-
insulated parts is to be protected by GRP covers.
This method is used for all of normal insulation end structure.
Failure of Insulation
• Inspections for ice should be made during each loading and

discharge operation. Any failures in the insulation will be
immediately visible by ice forming on the insulation covering
the pipes and heat exchangers.
• All failures are to be recorded in the Cargo Log Book, complete
with size, location and date, so that it can be determined how
serious the failure is and decisions can be made regarding
repairs, ie, whether they should be immediate or wait for dry
dock.

Illustration 4.2.1a Pressure Setting Table, FSRU and LNGC Mode
Unit : kPa g Unit : kPa g

Unit : kPa g Pressure Relief Pressure Relief
70 25
Valve Open Valve Open
Pressure Relief 3.0
Valve Open
68 Vent Valve Open 23 Vent Valve Open

Unit : kPa g Close Spray Valves PAHH 67 PAHH Close Spray Valves PAHH PAHH
Stop Spray Pump (Concerned Tank) Stop Spray Pump (Concerned Tank) 22
PSD 4.1 PSD 4.1
66 Vent Valve Close 21 Vent Valve Close
Pressure Relief 3.5 PAH PAH PAH PAH
65 20
Valve Open
1.5 PAH
1.0
Operating PAH
2.5
Range
0.5
PAL
0.2
IBS Pressure
Control
PAH (For Protection of LNGC)
PSD 4.1
DPAH 18
1.0
Unit : kPa g 0.7
Pressure Relief Operating PAL
60
Valve Open Range 0.4
0.2
DPAL 5.0 FO Back-up Reset 5.0 FO Back-up Reset
PAH 0
55
PAL FO Back-up Order PAL FO Back-up Order

4.0 4.0
Set Point (Engine by Engine) (Engine by Engine)
50
Control Valve
IS Pressure
Control Stop Cargo Main/Regas Pumps PAL Stop Cargo Main/Regas Pumps PAL
3.0 3.0
Start Interlock Close Inlet Valve of Forcing Vapour Start Interlock Close Inlet Valve of Forcing Vapour
Stop Cargo Main/Spray/Regas Pumps FO Boost-Up Stop Cargo Main/Spray/Regas Pumps FO Boost-Up
PALL 2.0 PALL Close Gas Master Valves PALL 2.0 PALL Close Gas Master Valves
Stop HD Compressors Stop HD Compressors
PSD 4.1 Stop GCU PSD 4.1 Stop GCU
Close Spray Valves (Concerned Tank) Close Spray Valves (Concerned Tank)
Stop LD Compressor for Engine Stop LD Compressor for Engine
Close Inlet Valve of LNG Vapour Close Inlet Valve of LNG Vapour
20 PAL PAVL-TPSD PAVL-TPSD

0.3 0.3
N2 Pressurisation 0 0
Header
Vacuum Relief -1 Vacuum Relief -1
Valve Open Valve Open
Tank Pressure Vapour Main Pressure Tank Pressure Vapour Main Pressure
FRSU Mode LNGC Mode
Reference Drawing : 2T-7513-009

4.2 Cargo Tank Pressure Control System Pressure Control Operator Interface
Over-Pressurising The system is equipped with two tank pressure controllers:
4.2.1 Gas Management System
To protect the cargo tanks from being over-pressurised due to NBO, the vapour
Normal (using DFE) and additional GCU controller. Both controllers have
has to be consumed by the DF engines or burned by the GCU. In an emergency,
Description operator adjustable set points and modes of operation.
vapour can be vented to atmosphere.
The Gas Management System (GMS) will try to keep the cargo tank pressure The tank pressure controller is equipped with 3 different modes:
within normal operation limits. It also includes safety functions if the tank The low duty compressors will supply the natural boil-off gas to the DF
pressure becomes outside of the normal operation limits. engines, auxiliary boiler and GCU as fuel gas to keep the vapour main pressure • Ballast gauge.
stable. • Laden gauge.
The main tasks for the gas management system:
If the DF engines require less fuel gas than what is naturally boiling-off, the • Laden absolute.
• Tank pressure control.
vapour main pressure will increase. To prevent an increase in the pressure, the
• Overall fuel mode controls. GCU must be activated to burn the remaining NBO. In ballast voyage, the controller compares the vapour header pressure in kPa
with the operator set point.
• Fuel supply control to DF engines according to demand.
Under-Pressurising In laden voyage, the operator can select between absolute sensor or gauge
• Fuel supply control to GCU according to tank pressure and
demand. To protect the cargo tanks from being under-pressurised, the DF engines will at sensor. The controller compares the measured pressure and set point and
a certain point be switched to marine diesel oil (MGO) mode. calculates the output.
• Gas supply to regas recondenser according to tank pressure.
• Vent control. The LD compressor variable diffusor vanes (VDV) control is equipped with Note: The following section will only be relevant under certain circumstances,
a tank protection controller which will limit the VDV operation (capacity eg, if the FSRU moves location or has to enter port for any repairs.
The cargo tank pressure is controlled by calculating the Natural Boil-Off control). If the tank protection controller is activated, one or more DFEs are
(NBO) by means of the ‘tank pressure controller’. The calculated NBO signal switched to MGO mode.
is used to calculate the Duel Fuel Engine (DFE) gas loading. NBO (LD Compressor in Dedicated DFE Mode)
Boil-Off Gas Recondenser LD compressor in dedicated DFE mode alone is controlling the DFE fuel gas
The low duty (LD) compressors in dedicated DFE mode are controlled to keep pressure and the electrical load cannot be transferred to/from fuel oil engines.
the fuel pressure for DFEs constant. An over-pressure valve (return to cargo The BOG recondenser is a primary system in the control of the tank pressures, The only way to control cargo tank pressure is then to control the propulsion
tank) is installed and controlled by the GMS to prevent the DFE fuel supply when in FSRU mode, in addition to the use of BOG to the engine room, motor speed or start another compressor in dedicated regas mode.
plant from high pressures during huge load reduction. the tank vapour pressure is controlled by it being sent to the regas plant BOG
recondenser via the LD compressors and No.2 after-cooler. Decreasing tank pressure will finally lead to the activation of the tank protection
If the compressor in dedicated DFE mode is not able to maintain vapour header controller. At this point, the GMS sends a signal to the Power Management
pressure, another compressor is needed. The BOG is supplied to the BOG recondenser, where it is passed over the LNG System (PMS) to change one of the engines to MGO mode.
flow from the suction drum and booster pumps to be recondensed in the LNG
This LD compressor to be selected to dedicated regas mode. The compressor vaporiser trains and then exported after passing through the heat exchangers.
is then controlled to keep the vapour main pressure constant by supplying gas NBO (LD Compressor in Dedicated Regas Mode)
to the regas plant recondenser. The flow through the LNG vaporiser trains is controlled by measuring the The LD compressor in dedicated regas mode will be in tank pressure control,
current load through the LNG booster pumps. The total capacity of the plant and will be used when the demand of fuel gas is below actual NBO.
The forcing vaporiser (FV) is used to generate forced boil-off (FBO). This may is monitored by the downstream metering system and is manually controlled
be used in case ‘gas only mode’ is required, or in case the operator wants to by the operator, adjusting the set points in each train to achieve the required The tank pressure controller will give a set point and this value will be converted
obtain a more suitable gas loading for the DFEs. production rate. to a flow demand signal (0-100%) for the compressor flow controller. The flow
controller is equipped with a suction drum pressure limit controller which will
The GCU is used as a help to control the tank pressure if for some reason the Depending on the demand for regasification, one or more LD compressors limit the compressor flow controller’s output signal.
vapour main pressure should be above the normal range. supply the BOG via No.2 after-cooler. Where two LD compressors are used
in parallel, one is the master and the other the slave to ensure there is equal The LD compressor in dedicated DFE mode is always used to keep the fuel gas
A final tank pressure control is to open the vent valve to mast. This control is loading and a constant flow. pressure constant for the DFEs, this means that tank pressure controller output
also included within the GMS. is sent to the pressure management system (PMS) for load sharing control.
Where, due to high demand, the natural BOG may not be sufficient to maintain
The gas management system will try to maintain a stable fuel gas supply the desired tank pressure, the forcing vaporiser may be used to provide the
pressure to the engine room and to the regas plant. additional BOG and maintain the tank pressure within the required operational
limits.

Illustration 4.2.1b Gas Management Parameters Mimic

NBO+FBO
In Gas Only, all fuel to the DF engines is gas which is often a mix of NBO
and FBO.
The NBO figure is calculated by the tank pressure controller.
The forcing vaporiser must supply the remaining gas required between actual
DFE fuel gas consumption and the tank pressure controller output.
The LD compressor will maintain the DFE fuel supply pressure.
The power management system will operate with normal functions, but the load
sharing and the consumer control will take into consideration the limitations in
load steps and time between each step. The required number of engines will be
maintained by the load dependent start/stop function.
In cases where the demand is less than the NBO, the Forcing Vaporiser (FV)
will first be reduced to minimum capacity. If the demand remains low longer
than a period of time (adjustable timer), the FV will be stopped. On the other
hand, if the demand increases, the FV must be started to supply the required
demand.
For very low consumption over a longer period, the tank pressure will increase
and the GCU has to be started (or venting). In this case, the GCU will be used
to control the tank pressure, with an initial set point slightly higher than the
normal tank pressure control.
Load Sharing
During duel fuel configuration, the DFEs that are running in gas mode should
be controlled by the tank pressure. The tank pressure controller output in kg/h
is converted to kW, which will be used as the set point for DFEs running in
gas mode.
The DFEs running in MGO mode must handle the remaining load.
Since the load rate capabilities for the DFEs running in gas mode is slower
than the DFEs when they are running in MGO mode, a rate limiter for load set
point is implemented.
Pressure Control of Vapour Return (Free-Flow Mode Only)
In FSRU mode, the cargo tank and vapour header pressure will normally be
higher than the normal LNG carrier vapour header pressure. In case of cargo
transfer, the pressure of the vapour return from the FSRU to the attached LNG
carrier needs to be controlled by the FSRU.

Illustration 4.2.1c Vapour Header Pressure Setting Information Mimic

Illustration 4.2.1d Recondenser Tank Pressure Controller Mimic

Illustration 4.2.2a Forward Vent Mast Arrangement
Gas Main
Vapour Main
CG703
CG701
Off- Loading Main
Spray Main
Loading Main
CG702
CL701
No.1 LNG Open: 23/68kPa
CS106
CL119
CL118
Mast Close: 21/66kPa
CG104
PT
CS112
CS111
CS105 CG702
CL117
CS109 CS110
CL109 CL110
CR108
CL106
CL122
CG101
CS101
CS102
CL116
CL113
CR106
CL123
Key
LNG Liquid
(P)
LNG Vapour
(S)
Nitrogen
CL103
CL102
Inert Gas
Gas main
Spray Main
2 1
Cargo Pumps Spray Pump Instumentation
No.1 Cargo Tank
Reference Drawing: N297B PRO PFS 00010/21, Rev:02

4.2.2 Cargo Tank Vent Control Illustration 4.2.2b Forward Vent Mast Control
Vent Control
Pv > Set Point + 1.0kPa
From the vapour header, the vapour can be vented to air by using No.1 tank
vent mast.
IAS controls the vapour header pressure by manipulating the vent valve.
Inhibit from Wheelhouse o
The valve will be opened when the vapour header pressure exceeds 23kPa in
LNGC mode and 68kPa in FSRU mode, and will be closed when the pressure Vapour Header Presssure
goes below 21kPa in LNGC mode and 66kPa in FSRU mode. &
Tank Pressure Controller
A >B Vent Control
Vapour valve CG-702 is locked in auto mode. Set Point
+ Open Vent Control
1.0kPa OR
Set Tank Protection

>23/ &
68kPa
RS
<21/
66kPa Reset

Illustration 4.2.3a Critical Alarm and Action Panel
ESD ACTIVATION BLOWDOWN SELECTOR SWITCH
INDICATION OVERRIDE/INHIBIT INDICATION

ESDH ESDL LNGC FSRU
AVSD AVSD ESDH ESDL
Natural Propane
Gas Gas
PSD ACTIVATION
OVERRIDE/INHIBIT INDICATION
TPSD NG BD. PROPANE BD.
TPSD
PSD 4.1 PSD 4.2 PSD 4.3 PSD 4.4
PSD 4.1 PSD 4.2 PSD 4.3 PSD 4.4
F&G
AREA FIRE GAS NO.1 BILGE NO.2 BILGE SEA WATER S.W.S.P.
FIRE PUMP FIRE & G/S PUMP FIRE & G/S PUMP SPRAY PUMP AVAILABLE LAMP
ACCOMMODATION
MACHINERY
SYSTEM STATUS
REMOVE
MAIN DECK SILENCE BUZZER ACK RESET LAMP TEST
OVERRIDE
REGAS PLANT

4.2.3 Mode Selection Tank Levels FSRU Mode (m) Fuel Mix Mode Detection Logic
The following applies to when the vessel is in FSRU mode. When the system Tanks 98.5% 98.0% 97.5%
is switched to LNGC mode using the Critical Alarm and Action Panel (CAAP), No.3 CT 26.899 26.695 26.494 25.534 DG1 Gas Mode
the selections are forced to Transfer mode and LD compressors are set to DFE
mode, this is displayed on the discharge mimic panel. DG2 Gas Mode
No.4 CT 26.891 26.687 26.486 25.526
OR
The two modes are ‘Regas Feed’ and ‘Transfer’. DG3 Gas Mode
Tank Levels LNGC Mode (m)
When the changeover select switch on the CAAP panel is moved from LNGC Tanks 99.0% 98.5% 98.0% 95.0% DG4 Gas Mode
to FSRU, in addition to the CAAP panel switch, the operator must select and AND Fuel Mix
No.1 CT 27.181 27.012 26.846 25.892
manually change on the discharge mimic panel, on each tank, this applies when
feeding the regas plant or not. No.2 CT 27.110 26.902 26.698 25.541 DG1 MGO Mode
No.3 CT 27.106 26.899 26.69 25.534
In order to avoid unnecessary shutting down of the high pressure gas export to No.4 CT 27.098 26.891 26.687 25.526 DG2 MGO Mode
shore, the shutdown of LNG loading shall be kept independent of the shutdown OR
of gas export to shore. This means that only the LNG loading process will DG3 MGO Mode
be shut down in case of process upsets related to the LNG shuttle tanker and Level Limits
LNG loading hoses. High pressure gas export from FSRU to shore will not be Level FSRU Level LNG DG4 MGO Mode
Alarm Type Action
affected. Mode Mode
Extreme high 98.5% 99.0% ESD activation
However, if PSD 4.1 pushbuttons in the CCR or on the liquid domes are Filling valve close
Very high 98.0% 98.5%
activated, all cargo and regas pumps need to be stopped to make sure that the Spray valve close Fuel Mix
pump feeding LNG to the area with a problem is stopped; and this would lead High high 97.5% 98.0% Filling valve < 10% In this configuration, at least one engine is supplied with fuel gas and at least
to a shutdown of both regas plant and cargo loading.
High 95.0% 95.0% - one engine is supplied with MGO. Then the number of engines on each fuel
Cargo pump stop can be selected or be based on predefined modes.
When the vessel is in LNGC mode, the tank pressures, levels and alarms are Low 0.15m 0.15m
Regas feed pump stop
different to when in FSRU mode.
Low low 0.12m 0.12m Spray pump stop Marine Gas Oil + Natural Boil-Off
The basic configuration for a mixed arrangement, the NBO will be consumed
Pressure Settings Fuel Operating Modes by the engine(s) operating on fuel gas. The tank pressure controller will give
FSRU LNG Action Fuel Operating Modes a set point and this value will be converted to a kW demand signal based on
composition (heating value) and efficiency, for the PMS.
Relief setting 70kPa 25kPa Vent opens The considered modes are as follows:
PAHH 67kPa 22kPa Close spray valves • Gas only, NBO. The LD compressor will operate in discharge pressure control de-coupled
PAH 65kPa 20kPa Alarm from the tank pressure controller. The feed forward function from the engine
• Gas only, NBO + FBO. load should still apply, since the engines are operating in speed droop and a
PAL 3kPa 3kPa Stop cargo/regas pumps/interlock
• MGO, NBO. big load change will alter the load on all engines (independent of fuel mode).
PALL 2kPa 2kPa Stop cargo/regas pumps/compressors
All remaining engine(s) will operate on fuel oil MGO and consume all load
PAVL 0.3kPa 0.3kPa Total plant shutdown • MGO, NBO + FBO.
variations in the power system.
Vacuum relief -1kPa -1kPa Vacuum vent valve open
In addition to these overall operational modes, the use of the GCU, regas plant
and venting will affect the operation within each mode. Marine Gas Oil , Natural Boil-Off + Forced Boil-Off
The levels in the tanks are also different in the two modes. In this configuration, the LD compressor will control the fuel gas pressure at a
Marine Gas Oil constant value, while the forcing vaporiser will produce the difference between
Tank Levels FSRU Mode (m) DFE fuel gas consumption and the NBO.
Marine Gas Oil (MGO) mode means that no engines are using gas mode. MGO
Tanks 98.5% 98.0% 97.5% 95.0% mode is normally used only during loading/unloading or as a result of a gas
No.1 CT 27.012 26.846 26.682 25.892 All remaining engine(s) will operate on fuel oil MGO and consume all load
supply trip.
variations in the power system.
No.2 CT 26.902 26.698 26.501 25.541

Illustration 4.2.3b Cargo Discharge Mimic Screen

The power can selected by the operator. The gas mode engines will load to this Procedure to Start a LD Compressor Manually in Parallel
value if the electrical load allows. Gas = > MGO
a) The running compressor pressure controller is to be set to
If the power demand decreases to below the minimum load for the engines in manual and the output ramped-down to approximately 20%.
MGO mode, engines in this mode should be stopped. The load on the engines
in Gas mode will also be decreased if this is not sufficient to keep the load PMS operator change
Operator must change all b) Start the second compressor, when the inlet temperature is
above the minimum. all engines to MGO below -100°C, start at high speed and manually increase the
DFEs to MGO mode
mode
output to match the compressor in service (20%).
In case the total power demand is very low and the engines operating in Gas
mode are nearing the limit where they will switch to fuel oil, the engines in c) Select parallel running. One pressure controller will give the
MGO mode should be stopped (if not already). If this is not sufficient, then the same output to both compressors running in parallel. After-
engines on gas have to be stopped one by one. No All DFE cooler/heater No.2 is to be used in Regas Condenser mode.
MGO Mode
In this situation, the NBO will be higher than the power demand. The tank Decreasing tank pressure will finally lead to the activation of the tank protection
pressure will increase and the regas boilers may have to be operated to maintain Yes
controller. At this point, the GMS sends a signal to the PMS to change one of
the tank pressure. the engines to MGO mode.
Stop: Operator must stop the LD
LD Compressor compressor from the LD mimic In gas only, all fuel supplied to the dual fuel engines, the gas is often a mix of
Gas Only
NBO and FBO.
Gas only means that all connected duel fuel engines are running on gas
supply. The NBO is calculated by the tank pressure controller.
Close:
- Master Gas to DFE Operator must close master gas
LD Compressors - Master Gas to GCU DFE and master gas GCU The FV must supply the difference between actual DFE fuel gas consumption
from GMS mimic and tank pressure controller output.
The LD compressors can be used in DFE or Regas mode, it is not possible for
one LD compressor to be used to supply the engine room and regas system
Close:
The LD compressor will maintain the DFE fuel supply pressure.
at the same time. A separate LD compressor is required for each of these
functions. - Master Gas for Over- Operator must close
Pressure Valve master gas over-pressure line The power management system will operate with normal functions, but the load
from GMS mimic sharing and the consumer control will take into consideration the limitations in
The LD compressor in dedicated DFE mode alone is controlling the DFE
load steps and time between each step. The required number of engines will be
fuel gas pressure and the electrical load cannot be transferred to/from FO
Open: maintained by the load dependent start/stop function.
engines. The only way to control cargo tank pressure is then to start another
- Master Gas Vent Valve Automatically: master gas
compressor in dedicated Regas mode. If the NBO is higher than the gas used
- Over-Pressure Line vent and over-pressure line In cases where the demand is less than the NBO, the FV will first be reduced
by one compressor used in dedicated DFE mode and one compressor used Vent Valve vent by IAS to minimum capacity. If the demand remains low longer than a certain period
in dedicated Regas mode, one more compressor has to be started and run in
of time (adjustable timer), the FV will be stopped. On the other hand, if the
parallel with the compressor in dedicated Regas mode. It will not be possible
Open: demand increases, the FV will be released and supply the required demand.
to run compressors in parallel supplying DFE. Automatically: master gas
- Master Gas Purge Valve
- Over-Pressure Line purge and over-pressure line
For very low consumption over a longer period, the tank pressure will increase
If excessive BOG is higher than two compressors can handle, another Purge Valve purge by IAS
and the GCU has to be started (or venting). In this case, the GCU will be used
compressor has to be started and run in parallel with the compressor in
to control the tank pressure, with an initial set point slightly higher than the
dedicated Regas Condenser mode. Start-up of compressors in parallel is a
normal tank pressure controller. If the GCU is started, the FV will be stopped
manual operation. Wait 3 minutes automatically.
Close: Automatically: master gas

- Master Gas Purge purge/vent and over-pressure line
and Vent Valve purge by IAS
- Over-Pressure Line Note: If pressure exceeds
Purge Valve 1.0MPa, vent valve opens
automatically

Illustration 4.2.3c Fuel Gas Changeover Mimic

Fuel Mode Changeover
At initial start-up of the plant or after loading/unloading, the DFEs are running
in MGO mode. In order to change the DFEs to gas burning, the fuel supply
must be established.
MGO => Gas Only
MGO =>
Gas Only
PMS operator change

all running engines to Operator must select each
gas mode Duel Fuel engine to gas mode
Fuel mode changeover from MGO to gas only must be done by the PMS
operator. This is simply done by changing all connected DFEs to Gas mode.
Gas => MGO

Fuel mode changeover from gas to MGO mode must be done by the PMS
operator.
The PMS operator has to change all DFEs to MGO mode.
GCU Control
In case NBO is higher than actual NBO consumption for a period of time, the
tank pressure will start to increase. At a certain tank pressure, approximately
12kPa, the GCU will be automatically started.
The GCU will control the tank pressure at a higher value than the normal tank
pressure controller, ie, 12kPa.
When the tank pressure has decreased to a certain value + timer, the GCU will
be stopped automatically.
During the period when the GCU is used for tank pressure control, the DFEs in
Gas mode will be loaded as much as possible according to the electrical power
consumption.
To avoid overload of the LD compressor and changeover from gas to MGO

on the DFEs, the system will limit the GCU demand signal when the LD
compressor is at 92% on variable diffuser vanes, this will ensure that the DFEs
have higher priority.

Illustration 4.2.3d GMS Sequence to MGO Mimic

Illustration 4.2.3e GMS Sub 1 Mimic

Illustration 4.2.3f GMS Sub 2 Mimic

Illustration 4.2.3g GMS Sub 3 Mimic

Illustration 4.2.3h GMS Sub 4 Mimic

Illustration 4.3.1a Main Cargo Pump
Discharge
Terminal Box
PUMP EFFICIENCY E (%)

NPSHR Hs (m)
PUMP DOWN Hd (m)
SHAFT POWER P (kW)
TOTAL HEAD H (m)

Copper Cable
H
180
160
(Height from inducer inlet)

140
E
Bearing Assembly
Inner Frame 80 120
Stator Coil 60
40
Outer Frame P
300 20
2.0 200 0
Stator Core
Rotor Core
1.5 100
1.0 Hs
0.5
0 Hd
0 200 400 600 800 1000 1200 1400
CAPACITY Q (m3/h)
Impeller Assembly
Characteristic Curve of Cargo Pump
Inducer
Suction

4.3 Cargo Pumps Introduction The cargo pumps in each tank can only be started through an IAS operator
workstation, and only if there are no active interlocks present. These interlocks
4.3.1 Main Cargo Pumps Each tank has two main cargo pumps, one powered from the port switchboard are as follows:
and the second powered from the starboard switchboard, which are fixed • A regas shutdown (ESD) has been issued.
single-stage vertical centrifugal pumps with one inducer stage. The single-
Manufacturer: Shinko Industries Ltd. • If the pump has been stopped by a low current signal; this is an
stage design is used to help the pump obtain a very low net positive suction
Type: Centrifugal, fixed vertical head (NPSH). The pumps are of the submerged motor type, with the motor automatic feature fitted inside the pump’s starter panel.
Model: SM300Hl windings being cooled by the pumped LNG. The LNG is also used to lubricate • A gas dome low low pressure alarm exists in the pump’s
No. of sets: 8 (2 per cargo tank) and cool the pump and the motor bearings, and because it serves as both the associated cargo tank.
Operating temperature: -163°C lubricant and the coolant, it is extremely important for the pump that the
following operational procedure is strictly adhered to. • A gas dome high high pressure alarm exists in the pump’s
Specific gravity: 0.500 associated cargo tank.
Cooldown It is possible to start one or several pumps in each tank before the branch valve
Capacity
After each cargo tank has been inerted, each cargo tank should be gassed-up by is opened (recycle mode), and continue to the next tank. It is also possible
Rated flow: 1,000m3/h at 1.6MPa introducing LNG vapour into the tank. The tanks are cooled by the spraying of to start one pump and open the branch valve, then start the other pumps
Minimum flow: 400m3/h (continuous) LNG into the tank and this must be continued until the temperature at the mast individually, or move on to the next tank.
Shaft power: 294.5kW base, which is where the pump has been installed, has been reduced to -130°C
or less. This process will take a minimum of ten hours, and when completed, Before starting the sequence, make sure that the pumps and valves are in
NPSHR auto.
the pumps must be allowed to remain fully submerged in liquid LNG for at
- at rated flow: 0.90/0.45m least one and a half hours before attempting to start, this ensures that full
- at minimum flow: 0.45/0.23m thermal stabilisation has been achieved throughout the whole of the pump and Controllers will be set in auto during the sequence.
No. of stages: 1 motor assembly.
Starting one sequence will inhibit the conflicting sequence buttons in the same
CAUTION cargo tank.
Motor: Failure to comply fully with the cooling down process before operating
Type: Verical submerged, 3-phase induction the pumps can result in severe damage. When starting a pump, the discharge valve will have to be opened to between
18% and 25%, before initiating the start sequence, with the valve then being
Motor rating: 350kW, 6,600V, 60Hz controlled through the IAS. The valves are operated in automatic mode where
Motor speed: 1,800 rpm Operating Modes the set point of the valve can be adjusted through the IAS keyboard to a value
Starting method: Direct on-line of between 0% and 100%.
Current: 43A (full load) The cargo pumps can be started automatically by the start buttons on the IAS
400A (starting load) Cargo Tank view. CAUTION
The cargo pumps and pipework can be affected by pressure surges in the
Undercurrent The operator must first select between ‘Regas feed’ and ‘Transfer’ mode, lines during the start-up procedure. Due to the high velocity of the liquid
Relay: 34A before start buttons are enabled. in the discharge pipe and the possibility of a gas build-up and collapse
• Regas Feed mode is selected for regas operations only. occurring at the discharge valve. This can result in a pressure surge or
Delay (start-up): 5 secs
liquid hammer effect in the lines, but can be reduced by altering the
Delay (normal): 10 secs • Transfer mode is selected for tank to tank transfer of LNG. position of the discharge valve.
Overcurrent A pump start command from the individual tank’s mimics will activate a After the pump has started and the discharge lines filled, check the discharge
Relay: 43A sequence for opening the valves (discharge valve and filling valve) and request pressure gauge against the pump flow curves and confirm that they
Delay (start-up): 0 secs the PMS for electric power. correspond.
Delay (normal): 10 secs
The pumps may also be started manually, either remotely from IAS by clicking CAUTION
on the pump and using the ‘Module Operation Menu’ (pop-up menu), or The pump should not be started or operated against a closed discharge
locally, manually from the switchboard. A manual start will be inhibited until valve due to potential damage which may result due to insufficient cooling
the discharge and filling valves are manually set to the correct position for and lubrication for the motor and bearings and excessive vibration levels
starting the pump. associated with zero flow conditions.

Illustration 4.3.1b Cargo Pump Start Mimic

Procedure Before Starting a Cargo Pump h) Once the pump is operating normally, adjust the discharge valve CAUTION
to obtain the required flow or pressure. The operator should
The pumps should only ever be operated between their minimum and
a) Check the level of the liquid in the tank. The tank liquid level monitor the pump motor running current, taking care not to
maximum continuous discharge capacities of 560m3/h and 1,680m3/h
must indicate that the pump housing is completely submerged exceed the maximum current level.
respectively. Operating them outside of this range will result in damage
for an initial start, and the minimum tank level for a pump to the pump and decreased performance.
restart is 600mm. The temperature indicator in the tank must Note: When the pump is operating correctly, closing the pump discharge
also be stable at the specification temperature of the liquid. valve during the operation will raise the pressure head and consequently
reduce the motor’s running current. Pump Restarts
b) Before starting the pump, from the IAS graphic display, open
the pump discharge valve to between 18% and 25%. If the pump The restart of any pump during normal operations is restricted depending
discharge valve is open less than 18%, the start-up sequence will Illustration 4.3.1c Unloading Sequence Flow Chart on the liquid level above the submerged electric motor, but no pump can be
not operate. Conversely, starting the pump with the valve fully restarted with the tank level below the minimum liquid level of 700mm.
open when pumping liquid which has a high specific gravity,
will overload the motor. During a restart sequence, the following times apply:
Cargo P/P Start
c) A pump start order will activate a request to the Power Level above 1,780m from the bottom end of the suction strainer:
Management System (PMS) for available electric power. After • 1st restart: After 15 minutes.
the power available signal comes from the PMS, the pump
will become ready to start. After confirming the ready to start, Disch. V/V
• 2nd restart: 30 minutes after 1st restart.
Open Disch. V/V >15%
the operator should open the discharge valve 18% ~ 25% for 15%?
minimum continuous flow and open the filling valve fully Level between 600mm and 1,780mm:
to recirculate LNG to the cargo tank before the pump starts, Yes • 1st restart: 30 minutes after stopping.
because it is necessary to take time to stabilise the pump load
Remote • No more than 2 restarts within one hour.
after a pump start. The manual cargo pump start procedure is Select Remote Mode (MCC)
Selected?
summarised as follows. No
Note: If the motor is stopped after operating for more than 30 minutes, it can
d) The start circuit of the CSBD interior will be released by a Yes be started immediately. However, if the motor is stopped after operating for
blocking signal from the IAS. It is generated from the IAS to less than 30 minutes, the next start should not occur for at least 30 minutes.
Power
prevent the pump starting unless the discharge valve is open. Available?
Check Starting Power (PMS)
No This procedure must be adhered to as heat build-up from the high starting
e) Start the cargo pump using the IAS by clicking on the PUMP current may not be carried away during stripping operations, which may be
Yes
icon in the screen display to bring up the faceplate and clicking due to the lack of liquid flow when (and if) the pump does not prime, due to
on the START soft key. The operator should keep a close watch the extremely low level of LNG during stripping operations.
Ready To (MCC)
on the discharge pressure and the motor current. Start?
Reset Trip Causes
No The pumps are started and stopped from the CCR via the IAS system, but in a
f) During the starting procedure and while the discharge pipe is regas, all of the pumps can be stopped by the activation of the regas shutdown
being filled, the current may be above the ammeter red line. system (ESDS).
Check Disch. V/V ** ** It should not be more than 25% in
After starting, the current should go to the starting value and Position order to protect overcurrent situation.
then decrease to the normal operating current within a period Abnormal Starts
of approximately 3 seconds. If the starting current has not
decreased to the normal operating value after 10 seconds, the
Close Isolating V/V Locked Rotor
pump must be stopped and the cause of the high starting current If the starting current increases to its maximum and remains while there is no
investigated. evidence that the pump is rotating, it may be because the pump has seized. If
Open Fill V/V to 100%
after investigations it is considered to be a mechanical problem, then the pump
g) When the pump discharge pipe is filled to the discharge will have to be removed from the tank for repairs. In the case of a sustained
valve, a substantial increase in the discharge pressure and a Start Cargo P/P
locked rotor start, an attempt to restart the pump must only be made after a
corresponding decrease in current should be observed. period of at least 30 minutes has elapsed, and then with no more that two restart
attempts in total. If it is thought that the pump casing has iced-up, it may be
possible to break the rotor free by reversing the motor by changing over two of

Illustration 4.3.1d Cargo Pump Interface Mimic

Illustration 4.3.1e Re-Start Restriction for Cargo Pumps Flow Chart the supply phases to the pump. These will then have to be reinstated once the
freeing operation has been completed.
Overload Starting
If the starting current increases to its maximum value, but then falls to an
intermediate level between the starting value and the normal full load current,
Cargo Tank Liquid Level from Tank Bottom > 1.88 + ∆Lm Cargo Tank Liquid Level from Tank Bottom > 1.88 + ∆Lm and the pump is known to be turning, check the starting voltage. If the voltage
(1.78 + 0.1 + ∆L = 1.88 + ∆Lm) <1.88 + ∆L and >0.7 + ∆Lm) falls below 10% of the normal value, the problem may be with the power
Subject to tripod shrinkage ∆Lm (1.78/0.6 + 0.1 + ∆L = 1.88/07 + ∆Lm) supply.
Single-Phase Fault
Pump Pump
Available Available If the starting current increases to its maximum value and remains high, a
Whenever More than 5 Hours
single-phase fault in the power supply may exist. Checking the voltages and
Have Passed After Last Stopping current in each phase will determine if this is the case.
1 Start 1 Start
Allowed Allowed Reversed Rotation
If during the start-up procedures, the current falls to around the no-load current
value and the discharge pressure is 75% or less than normal, the pump may be
Running No Running No operating in the wrong direction. To correct this, disconnect the power supply
< 5 min. < 30 min.
at the main isolator and change over two of the phases to the pump. The pump
Yes Running No Yes can then be restarted and checked for correct operation.
< 30 min.
1 Start
Allowed Yes Wait 30 min. Low Liquid Level
After Stopping
If during the start-up procedures the current falls close to the no-load value and
Wait 30 min.
After Stopping the discharge pressure is near to zero, a low suction level may be the cause.
Running No As detailed previously, the minimum tank level for a pump start should not be
< 5 min
less than 1.96m.
Yes
1 Start
Allowed CAUTION
Wait 15 min. The pump will start to suck gas at a level of 260mm from the tank bottom
After Stopping
and should not be run past this level. There is a possibility that the low
Running No
current trip may be activated before reaching the stop level depending
< 30 min on the current load.
Yes
Discharge of Cargo
Wait 30 min.
After Stopping
Operating a pump at, or close to, its design flow capacity of 1,000m3/h is in
the best interests of the pump lifespan and operating performance. However,
operating the pump at flow rates which are less than this cannot be avoided, this
is especially the case when the shore receiving facility cannot accept the rated
flow. However, it should be remembered that it is better to operate one pump
at the design flow rather than two pumps running at 50% flow. The pump’s
rated flow should only ever be exceeded during the starting period while the
discharge valve is adjusted.

Illustration 4.3.1f Cargo Pumps Stop Sequence Mimic

Stripping or Low Liquid Level Operation • Never assume that all of the electrical interlocks and safety Overcurrent Relay
relays will continuously function correctly. The operator should
As the end of a discharge approaches, the pump suction head will approach the The overcurrent relay protection is set at 43A and will automatically trip the
be ready at all times for any eventuality.
net positive suction head (NPSH) for a given flow. At approximately 115mm pump to prevent excessive current flow through the motor windings. The
liquid level above the pump inlet bell, the NPSH for the rated capacity will • Do not allow sea water, fresh water, steam or any cleaning agent device has a timer fitted that will allow the starting current surge to initiate the
be reached. When the amount of liquid falls to this level, the motor ammeter containing water to come into contact with a pump or its cables pump operation while preventing overcurrent damage.
and the pump discharge pressure should be monitored continuously by the and connections.
operator.
Undercurrent Relay
Note: The cargo pump 6.6kV motors have their insulation monitored on
The cargo pump STOP sequence is triggered when the liquid level is 180mm, a continuous basis. Any defects found should be dealt with immediately The undercurrent relay is used to automatically trip the motor in the event that
from a level of 1.8m the flow should be reduced by use of the throttling valve to allow time for the implementation of regas procedures should it be the pump has lost its suction; this prevents potentially damaging cavitation
on the pump discharge side. If any fluctuations are observed on the motor necessary. inside the pump casing and the possibility of the pump running dry. The device
ammeter or on the pump discharge pressure gauge during final pumping, the has an adjustable setting and should be set to a value between the no-load
discharge flow rate should be further reduced until the readings stabilise. current and the zero flow current levels.
Pump Trips and Shutdowns
When the flow is throttled down to about 400m3/h, the required NPSH will be Low Discharge Pressure Switch
about 450mm, this level represents the minimum level attainable by pumping. To protect the cargo pumps and the cargo tanks, the pumps will be shut down
and a stop sequence activated if any of the following shutdown signals are The low discharge pressure switch is used to automatically stop the pump in
activated: the event that the pump has lost its suction. As with the undercurrent relay, it is
CAUTION
used to prevent the possibility of cavitation inside the pump casing and should
It is of the utmost importance that the pumps are never allowed to be adjusted to a value between the pump’s maximum flow and cavitation.
run dry, even for short periods, as this will result in motor failure. Undercurrent
A momentary loss of priming during cargo stripping should not be
considered as running a pump dry. Up to 30 seconds of operation with • Relay: 34A CargoTank Level/Pressure Limits
dry suction but with fluid in the discharge pipe will not damage the • Delay (start-up): 5 seconds
pump or the motor. Tank Level Cargo Pump Regas Feed P/P Spray P/P
• Delay (normal): 10 seconds
0.780m Start block
When the liquid level reaches less than 1m above the pump inlet, avoid 1.150m Start block
stopping the pump if at all possible until the cargo has been fully discharged. Overcurrent
If the shore facility is unable to accept the liquid for intermittent periods, it is 0.390m Stop
preferable to keep the pump going and recirculate the liquid back into the tanks • Relay: 43A 0.230m Start block
until the cargo discharge can be resumed and completed. • Delay (start-up): 0 seconds 0.260m Stop
0.120m Stop
• Delay (normal): 10 seconds
Points to Remember
Pressure Pressure Regas
• Check the cargo liquid level before starting a pump and Low Tank Pressure Alarm Cargo Spray
FSRU LNGC Feed
maintain a discharge pressure of at least 100kPa. This is to Type PP P/P
• Relay setting: 3kPa(g) (pump start interlock) Mode Mode P/P
ensure adequate lubrication and cooling of the bearings on the
pumps in service. Close
spray
• Open the discharge valve to 18-25% before starting a pump. Low Low Tank Pressure V/V
PAHH 67kPa 22kPa
• Always monitor the motor ammeter and the cargo discharge spray
• Relay setting: 2kPa(g) P/P
pressure gauges, and never allow a pump to operate above the
motor ammeter red line. Stop
Low Tank Level Start Start Start
• Always try to run the cargo pumps at the design flow rate PAL 3kPa 3kPa
block block block
whenever possible. • Relay setting: 0.15m PALL 2kPa 2kPa Stop Stop Stop
• Never blow hot air through a discharge line. This may turn
the impeller and rotor at high speed in the wrong direction, Each cargo pump low discharge pressure and low-low discharge pressure
damaging the bearings. alarms are inhibited when the associated pump is not running.
• Monitor the tank level and never allow the pumps to run dry.

Illustration 4.3.2a Spray Pump
Design Value Characteristic Curve

Discharge
& Power Factor (%)

η & PF Efficiency
LNG (-163°)
I Current (A)
S Slip (%)
Terminal Box Max Output Max Torque Starting Torque Starting Current
160 180 100 380
100 20 100
Copper Cable 90 18 90
80 16 80
PF
Bearing Assembly
70 14 70
Inner Frame
Stator Coil
Outer Frame 60 12 60
I
Stator Core 50 10 50
Rotor Core
40 8 40
30 6 30
20 4 20
Impeller Assembly
10 2 10
Inducer
0 0 0
0 20 40 60 80 100 120 140

Suction
Output (%)

4.3.2 Spray Pumps Introduction liquid LNG for at least one and a half hours before attempting to start. This
ensures that full thermal stabilisation has been achieved throughout the whole
Manufacturer: Shinko Industries Ltd. The spray pumps are intended for use in the cooldown of the cargo tanks before of the pump and motor assembly.
Type: Centrifugal, fixed vertical loading and after a ballast voyage, and are in principle, similar to the main
Model: SM65 cargo pumps. The spray pumps can also be used to supply LNG to the LNG CAUTION
vaporiser for the following: Failure to comply fully with the cooling down process before operating
No. of sets: 4 (1 per cargo tank)
• Gassing-Up - To supply Gaseous Natural Gas (GNG) to the pumps can result in severe damage.
Operating temperature: -163°C
the cargo tanks and displace the inert gas before the initial
Specific gravity: 0.500 cooldown/loading operation. Normally, this would only be
carried out during the first cargo after a dry docking, or in the
Operating Modes
Capacity event of a one tank gas freeing operation.
The pumps are started and stopped from the CCR via the IAS, but before
Rated flow: 50m3/h at 1.45MPa • LNG Discharge - To supply cold vapour to the cargo tanks starting, the spray pump discharge valves must be opened approximately
during discharge operations whenever the discharge terminal 18%.
Minimum flow: 20m3/h (continuous)
return gas blowers are not operative or are not supplying
Shaft power: 22.4kW sufficient return vapour to the ship. If the discharge valve position of a pump is less than 18% open, the related
NPSHR pump cannot be started due to the start blocking function in the IAS.
• To supply LNG vapour to the preheater for warming the natural
- at rated flow: 0.4/0.2m BOG prior to reliquefaction.
- at minimum flow: 0.25/0.13m To avoid damage to the pump, the pump can not be started if any of following
The pumps are of the submerged motor type, similar to the main cargo pumps, conditions are active:
No. of stages: 1
Motor rating: 30kW, 440V, 60Hz with the motor windings being cooled by the pumped LNG. The LNG is also • Cargo tank level is lower than the set point for the minimum
used to lubricate and cool the pump and the motor bearings, and because it level at which the pump can be started.
Motor speed: 3,600 rpm
serves as both the lubricant and the coolant, it is extremely important for the
Starting method: Direct on-line • The pump trip alarm.
pump that the correct operational procedure is strictly adhered to.
Current: 60A (full load) • The restart time blocking condition (operator can set the bypass
380A (starting load) The pumps are started and stopped from the CCR via the IAS system, but in function for the restart time blocking).
a regas, all of the pumps can be stopped by activation of the regas shutdown
(ESD) system trip. CAUTION
Undercurrent The pump should not be started or operated against a closed discharge
The circumstances when these pumps can be used are as follows:
Relay: 34A valve, due to potential damage which may result due to insufficient
Delay (start-up): 5 secs • To cool down the liquid header prior to discharging the cargo. cooling and lubrication for the motor and bearings and excessive
• To cool the cargo tank during the ballast voyage prior to arrival vibration levels associated with zero flow conditions.
at the loading terminal by discharging LNG to the spray nozzles
in the tanks. The valves are operated in automatic mode where the valve can be adjusted
Overcurrent by the IAS to a value of between 0% and 100% when the LNG vaporiser is in
• To enable the tanks to be stripped as dry as possible for reasons operation.
Relay: 60A such as a cargo tank entry.
Delay (start-up): 0 secs
Delay (normal): 10 secs The minimum liquid level in the cargo tank to allow the pump to start during Procedure Before Starting a Stripping/Spray Pump
normal operations is 230mm,��
but w��
henever possible, the stripping/spray
pumps should be started sufficiently early during cargo operations to avoid any a) Check the level of the liquid in the cargo tank. The tank liquid
possible starting problems due to very low tank levels. The minimum restart level must indicate that the pump is submerged for an initial
level is 230mm. start, and the minimum tank level for a pump normal start is
1,150mm. The temperature indicator in the tank must also be
stable at the specification temperature of the liquid.
Cooldown
The pumps must be cooled by the spraying of LNG into the tank until the
temperature at the pump has been reduced to -130°C or less. Cooling down
to this level should be completed over a minimum timescale of 10 hours, and
when completed, the pumps must be allowed to remain fully submerged in

Illustration 4.3.2b Spray Pump Sequence Mimic

b) Before starting the pump, set the pump discharge valve to 18% Illustration 4.3.2c Re-Start Restriction for Spray Pumps Flow Chart
open. Start the stripping/spray pump using the IAS by clicking
on the PUMP icon in the graphic screen display to bring up
the faceplate and clicking on the START soft key. The operator
should keep a close watch on the discharge pressure and the Cargo Tank Liquid Level from Tank Bottom > 0.7 Cargo Tank Liquid Level from Tank Bottom
motor current. (0.61 + 0.09 = 0.7) < 0.7m and > 0.23 (0.61/0.14 + 0.09 = 0.7/0.23)
c) The current consumption should steady after the motor has been
running for approximately 3 seconds. During the starting, while
the discharge pipe is being filled, the current may be above the Pump Pump
ammeter red line. If the starting current has not reduced after 10 Available Available
seconds of operation, the pump should be stopped and the cause Whenever More than 5 Hours
of the high starting current investigated. Have Passed After Last Stopping
1 Start 1 Start
d) Once the pump is operating normally, adjust the discharge valve Allowed Allowed
to obtain the required flow or pressure. The operator should
monitor the pump motor running current, taking care not to
exceed the maximum current level. Running No
Running No
< 5 min. < 30 min.
CAUTION Yes Running Yes
The pumps should only ever be operated between their minimum < 30 min.
and maximum continuous discharge capacities of 26m3/h and 65m3/h 1 Start
Allowed Yes Wait 30 min.
respectively. Operating them outside of this range will result in damage After Stopping
to the pump and decreased performance.
Wait 30 min.
After Stopping
Running No
Pump Restarts < 5 min
The restart of any pump during normal operations is restricted, depending on Yes
the liquid level above the submerged electric motor, but no pump should be 1 Start
Allowed
restarted with the tank liquid below the (stripping) minimum level of 230mm.
Wait 15 min.
After Stopping
During a normal restart sequence with the following times apply:
Running No
Level above 1150mm: < 30 min
Yes
• 1st restart: Immediately.
• 2nd restart: 15 minutes after 1st restart. Wait 30 min.
After Stopping
Level between 1150mm and 270mm:
• 1st restart: 30 minutes after stopping. 0.61m is the level that the upper ball bearing is submerged in LNG
Note: If the motor is stopped after operating for more than 30 minutes, it can
be started immediately. However, if the motor is stopped after operating for
less than 30 minutes, the next start should not occur for at least 30 minutes.
The pumps are fitted with time delayed switches that operate if a low pressure
at the pump outlet is detected after the pump has been started.

Illustration 4.3.2d Spray Pump Interface Mimic

If attempting a restart during stripping operations, it is still necessary to check Low Liquid Level Pump Alarms and Shutdowns
that the minimum level inside the tank is above the 230mm level, the level
If during the start-up procedures the current falls close to the no-load value and
at which the upper ball bearing is submerged in LNG. The pump can then The stripping/spray pumps will go into alarm on the following conditions:
the discharge pressure is near to zero, a low suction level may be the cause. As
be started, but a period of a least 30 minutes must be allowed to pass before
detailed previously, the minimum tank level for a normal pump start should not • Low pump discharge pressure.
attempting a restart, and then there must be no more than two restarts in an
be less than 230mm.
hour. • Low/low pump discharge pressure.
CAUTION The stripping/spray pumps will be stopped automatically should any of the
Note: Details regarding the pump restart times are derived from the Shinko
Operator Manual. The pump will start to suck gas at a level of 120mm from the tank bottom following occur:
• Activation of the ship or shore regas shutdown (ESD) system.
Abnormal Starts on the current load. • Motor single-phasing.
Locked Rotor • Low electric motor current (undercurrent) - 34A for 5 seconds.
Starting Interlocks • High motor current (overcurrent) - 60A for 0 seconds during
If the starting current increases to its maximum and remains while there is no
evidence that the pump is rotating, it may be because the pump has seized. If The stripping/spray pumps in each tank can only be started and stopped normal running, but with a 10 second delay during starting.
after investigations it is considered to be a mechanical problem, then the pump manually through a IAS operator workstation, and only if there are no active • A discharge low-low pressure alarm is active when the pump
will have to be removed from the tank for repairs. In the case of a sustained interlocks present. been running for more than a set period of time.
period of at least 30 minutes has elapsed, and then with no more that two restart These interlocks are as follows: • Low discharge pressure.
attempts in total. • An regas shutdown (ESD) has been issued. • High pressure in cargo tank >22kPa(g) in LNGC mode.
If it is thought that the pump casing has iced-up, it may be possible to break the • If the pump has been stopped by a low current signal, this is an • High pressure in cargo tank >67kPa(g) in FSRU mode.
rotor free by reversing the motor by changing over two of the supply phases to automatic feature fitted inside the pump’s starter panel. • Low low pressure in cargo tank 2kPa(g).
the pump. These will then have to be reinstated once the freeing operation has • A gas dome low pressure alarm exists in the pump’s associated • Low low level cargo tank <120mm.
been completed. cargo tank.
• A low level alarm exists in the pump’s associated cargo tank. Overcurrent Relay
Overload Starting
• A gas dome high-high pressure alarm exists in the pump’s The overcurrent relay protection is set at 60A and will automatically trip the
If the starting current increases to its maximum value, but then falls to an associated cargo tank. pump to prevent excessive current flow through the motor windings. The
intermediate level between the starting value and the normal full load current,
device has a timer fitted that will allow the starting current surge to initiate the
and the pump is known to be turning, check the starting voltage. If the voltage
Note: The stripping pump motors have their insulation monitored on a pump operation while preventing overcurrent damage.
falls below 10% of the normal value, the problem may be with the power
continuous basis. Any defects found should be dealt with immediately
supply.
to allow time for the implementation of regas procedures should it be
Undercurrent Relay
necessary.
Single-Phase Fault The undercurrent relay is used to automatically trip the motor in the event that
the pump has lost its suction, this prevents potentially damaging cavitation
If the starting current increases to its maximum value and remains high, a
inside the pump casing and the possibility of the pump running dry.
current in each phase will determine if this is the case.
The device has an adjustable setting and should be set to a value between the
no-load current and the zero flow current levels.
Reversed Rotation
If during the start-up procedures, the current falls to around the no-load current Low Discharge Pressure Switch
value and the discharge pressure is 75% or less than normal, the pump may be
The low discharge pressure switch is used to automatically stop the pump in
operating in the wrong direction. To correct this, disconnect the power supply
the event that the pump has lost its suction. As with the undercurrent relay, it is
at the main isolator and change over two of the phases to the pump. The pump
used to prevent the possibility of cavitation inside the pump casing, and should
can then be restarted and checked for correct operation.
be adjusted to a value between the pump’s maximum flow and cavitation.

Illustration 4.3.3a Regas Feed Pump
NPSHR Hs (m)
PUMP DOWN Hd (m)
SHAFT HORSE POWER P (kW)
PUMP EFFICIENCY E (%)
TOTAL HEAD H (m)

200
H
180
(Height from inducer inlet)

160
140
80 120 E
60
200 40
P
4.0 20
3.0 100 0
2.0
Hs
1.0 0
Hd
0
0 100 200 300 400 500 600 700
CAPACITY Q (m3/h)
Characteristic Curve of Regas Feed Pump

4.3.3 Regas Feed Pumps Introduction CAUTION
The regas cargo pump must not be started or operated against a closed
Manufacturer: Shinko Industries Ltd. The regas feed pump is used to provide liquid LNG to the regasification plant
discharge valve, due to potential insufficient cooling, lubrication and
Type: Centifugal for gas send-out to the shore.
excessive vibration.
Model: SMR200
The pump is of the submerged motor type, with the motor windings being
No. of sets: 4 (1 per cargo tank) cooled by the pumped LNG. The LNG is also used to lubricate and cool the WARNING
Operating temperature: -163°C pump and the motor bearings, and because it serves as both the lubricant and Before starting the pump, the manual valve of the additional spray line
Specific gravity: 0.500 the coolant, it is extremely important for the pump that the correct operational must be opened at the liquid dome (CL123, CL223, CL323 & CL423).
procedure is strictly adhered to. Not doing this may result in damage to the pump tower.
Capacity: The pump is fitted into a dedicated regas pump well, which is fitted with a
Rated flow: 550m3/h at 1.6MPa spring-loaded foot valve that is held in the closed position by highly loaded Procedure Before Starting the Regas Feed Pump
Minimum flow: 3
220m /h (continuous) springs. The regas pump is lowered into the regas pump well after the well has
first been purged with nitrogen. The weight of the regas pump then overcomes a) Confirm the gas pressure in the pump column has been
Shaft power: 166.4kW equalised with the tank gas pressure. This is necessary for the
the compression of the springs to open the foot valve.
NPSHR initial start, especially at low tank levels when a high column
- at rated flow: 1.4/0.7m The pumps are started and stopped from the CCR via the IAS system, but all gas pressure may result in liquid displacement from the column
- at minimum flow: 0.5/0.3m of the pumps can be stopped by activation of the regas shutdown (ESD) system and the pump’s failure to prime. The pressure equalisation can
trip. be achieved with a temporary connection to vent the column
No. of stages: 1
pressure, which can be closed after a successful start-up.
Motor rating: 200kW, 440V, 60Hz Following the successful installation of the pump into a cargo tank, it is most
Motor speed: 3,600 rpm important that the pump is fully cooled in gas for at least 10 hours before being b) Check the level of the liquid in the cargo tank. The tank
Starting method: Direct on-line used to open the foot valve and submerged in liquid LNG. The pump must liquid level must indicate that the pump is submerged and
Current: 355A (full load) then remain in that condition for a minimum of one and a half hours before the minimum level for a normal start-up is 1,085mm. The
attempting to start it, this is to ensure thermal stabilisation has taken place, temperature indicator in the tank must also be stable at the
2500A (starting load)
and only after this time should the pump be started. Failure to adhere to this specification temperature of the liquid.
timescale may result in severe damage to the pump.
Undercurrent c) Before starting the pump, open the pump discharge valve to
The pump discharge valves are all controlled manually through the IAS between 15% and 25%. This should correspond to the pump’s
Relay: 34A screen, and have several pushbuttons on the plate which include SET POINT, minimum continuous flow of 220m3/h.
Delay (start-up): 5 secs FULLY OPEN, FULLY CLOSED, STEP UP, STEP DOWN, RESET, AUTO,
Delay (normal): 60 secs MANUAL, ACKNOWLEDGE and STOP. The STOP command is used to stop d) Start the regas cargo pump through the IAS and keep a close
the OPEN or CLOSE order when in progress. watch on the discharge pressure and the motor current.
Overcurrent
Relay: 355A The valves can also be operated in a semi-automatic mode, where the set point e) The current consumption should steady after the motor has been
Delay (start-up): 0 secs of the valve can be adjusted through the IAS keyboard to a value of between running for approximately 3 seconds. During the starting, while
0% and 100%. the discharge pipe is being filled, the current may be above the
ammeter red line. If the starting current has not reduced after 10
seconds of operation, the pump should be stopped and the cause
of the high starting current investigated.
f) When the pump discharge pipe has been filled to the discharge
valve, an increase in the discharge pressure and a corresponding
decrease in the motor current should be observed.
g) Once the pump is operating normally, adjust the discharge

valve to obtain the correct flow conditions. The operator should
monitor the pump motor running current, taking care not to
exceed the maximum current level.

Illustration 4.3.3b Regas Pump Sequence Mimic

CAUTION Illustration 4.3.3c Re-Start Restriction for Regas Feed Pumps Flow Chart
The regas feed pump should only ever be operated between its minimum
and maximum continuous discharge capacity of 220m3/h and 550m3/h
respectively. Operating it outside of this range will result in damage to
the pump and decreased performance.
Cargo Tank Liquid Level from Tank Bottom Cargo Tank Liquid Level from Tank Bottom
> 1.67 + ΔLm > 1.67 + ΔLm and 1.07 + ΔLm
Normal Pump Restarts 1.55 + 0.12 +ΔLm = 1.67 + ΔLm) 1.55/0.95 + 0.12 +ΔLm = 1.67/1.07 + ΔLm)
subject to pump tower shrinkage ΔLm subject to pump tower shrinkage ΔLm
The restart of the regas pump during normal operations is restricted, depending
on the liquid level above the submerged electric motor. It should not be
restarted under normal operating conditions if the tank liquid level is below the
minimum level, which for this pump is set at 310mm. Pump Pump
Available Available
During a normal restart sequence, the following times apply:
Whenever More than 5 Hours
Have Passed After Last Stopping
Level above 1.55m or more from the bottom end of the suction strainer:
1 Start 1 Start
• 1st restart: Start and then stop within 5 minutes (inching). Allowed Allowed
• 2nd restart: Start and then stop within 5 minutes (inching).
• 3rd restart: 15 minutes after 2nd restart.
Running No Running No
Level between 0.95m and 1.55m: < 5 min. < 30 min.
• 2nd restart: 30 minutes after stopping. Yes Yes
Running No
< 30 min.
Note: If the motor is stopped after operating for more than 30 minutes, it can 1 Start
Yes Wait 30 min.
be started immediately. However, if the motor is stopped after operating for Allowed
After Stopping
less than 30 minutes, the next start should not occur for at least 30 minutes.
Wait 30 min.
After Stopping
Note: Details regarding the pump restart times are derived from the Shinko Running No
Operating Manual. < 5 min
Yes
1 Start
Note: The 1.55m level is the level that the upper ball bearing is submerged Allowed
in LNG. Wait 15 min.
After Stopping
Running No
< 30 min
Yes
Wait 30 min.
After Stopping

Illustration 4.3.3d Regas Spray Pumps Interface

Pump Restarts During Liquid Stripping Reversed Rotation Overcurrent Relay
If attempting a restart during stripping operations, it is still necessary to check If during the start-up procedures, the current falls to around the no-load current The overcurrent relay protection is set at 355A and will automatically trip
that the minimum level inside the tank is above the 310mm level. The pump value and the discharge pressure is 75% or less than normal, the pump may be the pump to prevent excessive current flow through the motor windings. The
can then be started, but a period of a least 30 minutes must be allowed to pass operating in the wrong direction. To correct this, disconnect the power supply device has a timer fitted that will allow the starting current surge to initiate the
before attempting a restart, and then there must be no more than two restarts at the main isolator and change over two of the phases to the pump. The pump pump operation while preventing overcurrent damage.
in an hour. can then be restarted and checked for correct operation.
Undercurrent Relay
The pump is fitted with a time delayed alarm that operates if a low pressure at
Low Liquid Level
the pump outlet is detected after the pump has been started. The undercurrent relay is used to automatically trip the motor in the event that
If during the start-up procedures the current falls close to the no-load value and the pump has lost its suction, this prevents potentially damaging cavitation
CAUTION the discharge pressure is near to zero, a low suction level may be the cause. As inside the pump casing and the possibility of the pump running dry. The device
detailed previously, the minimum tank level for a normal pump start should not has an adjustable setting and should be set to a value between the no-load
If there is a situation of a sustained rotor lock during starting, then a
be less than 1.15m. current and the zero flow current levels.
restart may only be initiated after a period of 30 minutes has elapsed,
with a total of two restarts allowed under this condition. If icing has
occurred, attempt to break the rotor loose by temporarily reversing two CAUTION Low Discharge Pressure Switch
of the supply phases and attempting a restart. The pump will start to suck gas at a level of 0.39 from the tank bottom
The low discharge pressure switch is used to automatically stop the pump in
the event that the pump has lost its suction. As with the undercurrent relay, it is
Abnormal Starts used to prevent the possibility of cavitation inside the pump casing, and should
on the current load.
be adjusted to a value between the pump’s maximum flow and cavitation.
Locked Rotor
If the starting current increases to its maximum and remains while there is no Pump Alarms and Shutdowns
evidence that the pump is rotating, it may be because the pump has seized. If
after investigations it is considered to be a mechanical problem, then the pump The regas cargo pump will go into alarm on the following conditions:
will have to be removed from the tank for repairs. In the case of a sustained • Low pump discharge pressure.
period of at least 30 minutes has elapsed, and then with no more that two restart • Low/low pump discharge pressure.
attempts in total. If it is thought that the pump casing has iced-up, it may be
possible to break the rotor free by reversing the motor by changing over two of The regas pump will be stopped automatically should any of the following
the supply phases to the pump. These will then have to be reinstated once the occur:
freeing operation has been completed. • Activation of the FSRU or shore regas shutdown (ESD)
system.
Overload Starting • Motor single-phasing.
If the starting current increases to its maximum value, but then falls to an • Low electric motor current (undercurrent) - 34A for 5 seconds
intermediate level between the starting value and the normal full load current, during start-up and 60 seconds during normal running.
and the pump is known to be turning, check the starting voltage. If the voltage
• High motor current (overcurrent) - 355A for 0 seconds during
falls below 10% of the normal value, the problem may be with the power
normal running but with a 10 second delay during starting.
supply.
• Low low cargo tank pressure - 2kPa(g).
Single-Phase Fault • Low level in cargo tank - 0.4m.
If the starting current increases to its maximum value and remains high, a
current in each phase will determine if this is the case.

Illustration 4.4.1a High Duty Compressors Heater Common
Trip Trip
Common
I2 I1 A T A A I1 T A I1 T I1 A A T A I1 T A Alarm T T ESD EMS T
PAL TAHH TAH TI PAL PI PALL TI TAH TAL TAHH TAL TAH TI PALL PAL TAHH TI TAH XA XA XA XA XA
11 2A 2B 2B Vent 8 8 8A 8A 8A 8A 9A 9F 9F 9F 8C 8C 10A 10B 10B 15.9 15.10 15.1 15.6 15.7
Local Local/Remote Remote

PLLL EMS
Emergency HS XU
11 TLHH TI PLLL TE TLHH PSLL PSL TE TE L L 15
Stop 15.1 15.1
2A 2 8A 8A 9A 8C 8C 10A 10B 15.5 15.6
Common EMS+ Compressor Ready Compressor Ready
Alarm ESD to Start to Start
PALL PSLL PSL
T 11 11 11 Demister PIT PI PSLL TE TE PLLL TLHH HS L L XU
8 8B 8A 9A 9F 8C 10A 15.3 15.10 15.2 15.2
PI Reset Heater
Trip Compressor Compressor
11
Local Start Remote Start
CV11
Seal HSH XU
Gearbox
Gas 15.3 15.3
PCV FI11
PI 11 PCV Compressor Compressor
1A 8 Local Stop Remote Stop
PI
2A Bulkhead HSL XU
PDI LO 15.4 15.4
1A Surge Control
PDI by IAS Compressor Compressor
2A PIT PI PIT TE TE V14A Running Running
HIC 1 2 2 2A 2B
1 L XU
PDI
TI 15.7 15.7
1 T
ZI Electric 8
Main Motor Main Motor
LNG 3
Motor Abnormal Abnormal
Process L XU
Vapour 15.8 15.8
T
TI TE
Out 1A 1 Control System Control System
S FG
8A Abnormal Abnormal
TI
1 FG LO L XU
PDIT PI T
FY I/P
8B Compressor 15.9 15.9
1 1 V14B Room
Instrument Air 1
ZSL ZSH Main PDIT PDI
LNG Process 1 1 Lubricating Motor 7 7A
Power
Oil Pump LO
Vapour In Room On
Compressor Setting V6A CV6A L PDAH
A
IGV 6.9 bar 15 7A
Close ZLL FE LO
1 1
YE V6B
PSV P-6B
Open ZLH ZT 9 PSV LO
1 3 Fill 6A 6B
I1
TI
YET LO V6F
ZLL ZSL
9C
9 V6C DV CV6B Oil Cooler
3 3 DV 6 Auxiliary
I1 PI
3 1 Lubricating
ZI
PCV
M Oil Pump
3 3 TI TCV6
Remote Control Signal 5A Lubricating TI TI
LSL Oil Tank Remote 6B 6A
5 Start
HY TCV LOP HSH
Key 3 5 P Start
6.1A
Air HSH EMY XU LOP
Flash
6.1 6 6 Running
Light Flash Lamp Common
Nitrogen Stop Light Test Trip
LOP L
LOP
Steam HS CA HSH HSL HS L TSL TSH YI YLHH
Ready
L L Running 8
15.5 15 3 3 15.6 15.11 DV5 5 5 9 9 To Start 6.2 6.3
LOP HSL
Water Out Water In
LNG Vapour
Stop 6.2
Lubricating Oil
Fresh Water A A
XU XU XSH XSL XU LAL TAL TAH YI YAHH YAH XU XU HSL
Electrical Signal 15.5 15 3 3 15.6 5 5 5 9A 9 9 6.2 6.3 6.2A
Flash Flash IGV IGV
I2 I2 LOP LOP Remote Stop
Instrumentation Light Light Opening Closing A T A Ready Fail
Stop To
Start
Steam Inlet Steam Outlet Reference Drawing: 6T-5411-003

4.4 Cargo Compressors Compressor Systems • Integral thrust and journal bearing on the non-driven end of low
speed shaft.
Seal Gas System
4.4.1 High Duty Compressors • Sprayers for the gearwheels.
The seal gas system is provided to prevent LO mist from entering the process
stream and to avoid the flow of cold gas into the gearbox. The seal gas is
High Duty Compressors injected between the gear shaft and the compressor wheel, with the nitrogen Surge Control System
Manufacturer: Cryostar being produced by the nitrogen generator on board and supplied from the buffer A fully automatic surge control system is provided to ensure that the compressor
Type: Centrifugal, single-stage, fixed speed with tank to the purging and sealing header, via the control valve in the engine room, flow rate does not fall below the designed minimum. Below this rate, the gas
adjustable inlet guide vanes at a nominal pressure of 500kPa. The system is regulated by the control valve flow will not be stable and the compressor will be liable to surge, causing shaft
so that the seal gas pressure is a function of the compressor outlet pressure. Any vibration which may result in damage to the compressor.
Model: CM 400/55
seal gas entering the gearbox from the shaft seals is returned to the LO sump
No. of sets: 2 where it is separated from the oil and vented to atmosphere via a demister and All of the gas compressors are equipped with an automatic surge control
Volume flow: 32,000m3/h vent on top of the compressor house. system which consists of the following:
Mass flow: 49,109kg/h • A flow transmitter.
Inlet gas pressure: 103kPa (absolute) Lubricating Oil System
• A compressor differential pressure transmitter.
Outlet gas pressure: 196kPa (absolute) Lubricating oil in the system is stored in a vented 400 litre sump tank which
Inlet gas temperature: -140°C has an integral steam immersion heater with a thermostatic control valve • A ratio station.
Shaft speed: 11,200 rpm fitted. The heater is used to maintain the oil at a constant positive temperature • An anti-surge controller.
of approximately 25°C to avoid the formation of condensation when the
Inlet guide vane setting: +80° to -30° angular rotation • A recirculating valve on the gas stream.
compressors are not running.
Type: Single speed, asynchronous, 3-phase
On the basis of a preset ratio between the gas flow and compressor differential
No. of poles: 2 Lubricating oil is supplied from the sump through separate suction strainers pressure signals, the anti-surge controller produces a signal which modulates
Protection: IP55 and one of two LO pumps. The discharge from the pumps is through non- the compressor recirculating valve.
Motor speed: 3,580 rpm return check valves to a common LO supply line that feeds the gearbox and its
bearings. The main operational pump is driven by the high speed gear shaft of
Rated motor power: 930kW, 6,600V, 60Hz Inlet Guide Vanes
the compressor. Upon failure of the driven pump, the standby electric motor-
driven auxiliary pump is automatically started and an alarm raised to indicate To achieve the required gas flow, the compressors have inlet guide vanes
Introduction abnormal conditions to the duty engineer. The standby electric auxiliary pump fitted at the suction end. The vanes are operated by pneumatic actuators which
is also used during the starting and shutdown cycles of the compressor for a receive control signals from the flow controller.
Two high duty (HD) compressors have been installed in the cargo machinery preset period of time.
room, and are used for compressing the LNG vapour for return to the shore Rotation of the vanes is possible through an indicated angle of 80° to -30°.
terminal during cargo loading, for tank purging, and tank warming-up. To control the temperature of the oil, it is passed through a heat exchanger
where it is cooled. The thermal bypass temperature control valve prevents
Axial and Vibration Displacement Monitoring System
Each compressor is driven by a 930kW electric motor that are supplied with over-cooling and is used to maintain the oil within a range of between 38°C
and 47°C. The compressor rotor is monitored for both vibration and axial displacement
power from the 6.6kV cargo switchboards. The No.1 HD compressor is fed
and the alarm and shutdown is transmitted to the control panel.
from No.1 6.6KV switchboard in the starboard cargo switchboard room, and
the No.2 compressor is fed from No.2 6.6KV switchboard in the port cargo The oil supply to the bearings is fed via a 25 micron duplex filter. A pressure
switchboard room. The motors are installed in an electric motor room that is control valve (PCV8) then regulates the oil flow to the bearings with any excess Bulkhead Shaft Seals
segregated from the compressor room by a steel gas-tight bulkhead. The drive oil being bypassed and returned to the sump. The pump pressure relief valves
act as back-up and are set to lift at a pressure of 800kPa. A flow orifice regulates the oil flow and oil pressure to the bulkhead seal. This
shaft between the motor and the compressor penetrates the bulkhead via a gas- oil is used for the lubrication of the shaft seal and returns back to the oil tank.
tight mechanical seal operated with a pressurised oil barrier.
Temperature sensors are fitted and monitor the oil outlet temperature of the
The compressors can be operated either locally from the cargo machinery gear bearings, but for reference, the nominal bearing operating temperature Capacity Control
room or from the cargo control room located on C deck. When in use, the should be between 25° and 50°C. Should the temperature rise to 55°C, this will
cause the alarm relays to operate. The compressor controller detects the pressure in the vapour main pipeline
capacity of the compressors can be regulated and controlled by the inlet guide and alters the guide vane position to meet the pressure required. It is possible
vane opening, with the travel indication being shown on the local and the to change the guide vane control to LOCAL mode if required, but a bumpless
The LO system feeds the following:
cargo control room panels. The compressor motors are limited to three starts transfer is required when returning back to REMOTE operation.
per hour when starting in a cold condition or two starts per hour from warm • Journal bearing on both sides of the high speed shaft.
conditions. • Journal bearing on the driven end of the low speed shaft.

Illustration 4.4.1b HD Compressor Screen

Compressor Trips Operating Procedures o) The auxiliary (standby) LO pump should stop after the
The following conditions trip the HD compressors: compressor-driven pump has run up to speed and is delivering
To prepare the HD compressors for operation, proceed as follows: full system pressure.
• The emergency shutdown system (ESD) system.
• Tank high high level alarm 99%. a) Check the oil level in the compressor sump tank. Observe the following parameters:
• High high gas discharge temperature. b) Start the LO heater between 1 and 6 hours prior to the expected p) The seal gas differential pressure should read 10kPa to 20kPa.
• High high bearing temperature. compressor start-up, depending on the ambient temperature. Adjust the supply reducer if required.
• Excessive rotor vibration.
c) Ensure that the nitrogen seal gas supply manual valve is open. q) The LO supply pressure should read between 200kPa and
• Low low pressure - bulkhead. 250kPa. Adjust the supply regulator if required.
• Low low system LO pressure - gearbox. d) Open the compressor suction and discharge valves.
r) The LO supply temperature to the gearbox should be above
• High high LO temperature - bulkhead. e) Run the auxiliary LO pump to warm-up the gearbox and 30°C.
• Low low gas seal pressure. bearings. Check the LO system for leaks.
s) Check the local control panel for alarms.
• Electrical power failure.
f) Open the cooling water inlet and outlet valves for the LO cooler
and ensure cooling water is available. t) Check the complete operating system for oil, seal gas, air, water
Non-trip alarms are indicated on the IAS and are listed as follows:
and product leakage.
• Compressor discharge gas temperature - high. g) Ensure that the instrument air supply to the control panel is
• Compressor LO filter differential pressure - high. operational. To avoid the build-up of pressure inside the compressor, the suction and
discharge valves should remain open when the machine has been stopped.
• Compressor gearbox LO pressure low. h) Switch on the power to the control cabinet and reset any
• Oil tank level low. alarms.
Parallel Running on Board
• Oil tank temperature high.
i) Check with the ECR that there is sufficient power available at Parallel Running of the High Duty Compressor on Board
• Oil tank temperature low. the cargo switchboards.
The valve alignment for parallel running and compressor start-up to be
• Temperature of oil system high. performed manually by the operator. When both compressors are running in
In the cargo control room:
• Temperature of oil bulkhead. a stable condition, the operator has the possibility to switch to automatic load
j) Select the HD compressor IAS screen mimic for the appropriate control from the IAS.
• LO bulkhead pressure low.
operation.
• Oil tank temperature low.
Tank Pressure Control
• Seal gas pressure low. k) Press the compressor’s RESET button and check if all of the
The compressor flow rate shall be controlled in order to maintain the tank
alarms and trip lamps are off and if the READY TO START
• Motor aft bearing temperature. pressure at a constant value without always changing the load.
lamp is on.
• Motor forward bearing temperature.
The BOG compressor (receiving its load set point from the tank pressure
• Motor windings temperatures. Note: Ensure that the anti-surge valve, inlet guide vanes, electric motor- controller) shall be controlled at a stable flow rate/load for small pressure
driven and auxiliary LO pumps are all set to the AUTO mode. changes.
• High vibrations.
l) The inlet guide valve should to be set at 80°, which equates to Flow rate change shall only be done by steps of 600m3/h (parameter accessible
the minimum open position. The anti-surge controller is set at to operator).
minimum, ie, the bypass valve is fully open.
The IGV of both compressors is controlled by the tank pressure.
m) Start the compressor. The shaft vibration monitoring system is
released after approximately 14 seconds. Check that no alarm or
trip lamps are on.
n) Check the bearing temperatures and the vibration levels.

Illustration 4.4.1c HD Compressor Control Panel Screen

Flow Capacity Control Flow Capacity and Pressure Control Load limitation is required to avoid compressor surge.
The compressor flow rate shall be controlled in order to maintain the flow rate The load control of the compressors consists of adjusting compressor IGVs in
The compressor load limiter restricts the load increase of the compressor
at a constant value without always changing the load. order to handle the proper amount of gas.
during parallel operation.
The BOG compressor (receiving its load set point from the tank pressure During the parallel operation, the IGV position will be varied simultaneously
The load limiter is controlling for a minimum distance of the head coefficient
controller shall be controlled at a stable flow rate/load for small flow rate on both HDC compressors.
operation point to the control line in order to protect the machine.
changes.
If the pressure drop between the discharge of compressor and the consumer is
The controller set point is fixed to 0.3. The output of the controller overrides
higher that the top-up capacity of the compressor, an IGV opening limitation
any IGV opening order to block any further IGV opening.
is necessary in order to block the IGV position to avoid surge.
When the load limitation is active, an alarm/message to be enunciated to instruct
The load limitation line is defined in parallel of the compressor control line, to
the operator to reduce the compressor IGV actuator or to stop a compressor.
avoid this limitation, the piping need to be designed for parallel operation.
ΔPc
Safety
Surge Line Control Line
Line
Load Limitation Line
Surge Working
Area Area
ΔPc
Operating Point
(Actual Value)
α’SFL
PV-SP
α
α’CTL
ΔPo
bSFL Safety Line Control Line Process
Set Point Set Point Value
bCTL = ΔPO.SP.SFL = ΔPO.SP.CTL = ΔPO.PV
Flow Capacity & Pressure Control Graph

Illustration 4.4.1d HD Parallel Start Sequence

Compressor Alarms Tag Description Normal Action Set Key:
Operation H-HH Type Point H: High Level
Each compressor electric motor is fitted with six temperature sensors, type L-LL HH: High-High Level
PT-100, with two sensors being fitted per phase. There are also two PT-100 A: Alarm
temperature sensors fitted to the motor’s drive end bearing. TCV 5 Oil heater 40°C - - -
temperature L: Low Level
LL: Low-Low Level
TSL 5 Temperature oil tank 55°C L Alarm, 25°C 11: Start-up interlock LO pump
MHD Compressor Electric Motor Temperature Alarms TSH 5 11
H Alarm 60°C 12: Start-up interlock machine
Tag No. Description Alarm Trip
No.1 HD motor U winding 145°C 150°C TT 8 Temperature oil ~42°C - - -
TSL 8 system TE 8 L Alarm, +20°C
No.1 HD motor V winding 145°C 150°C
12
No.1 HD motor W winding 145°C 150°C TSH 8 H Alarm +55°C
No.1 HD motor drive end bearing 80°C 90°C TT 10A Temperature oil ~60°C - - -
No.1 HD motor non-drive end bearing 90°C 85°C TSHH bulkhead TE 10A HH Trip +80°C
No.2 HD motor U winding 145°C 150°C 10A
No.2 HD motor V winding 145°C 150°C TT 10B Temperature oil ~60°C - - -
No.2 HD motor W winding 145°C 150°C TSH 10B bulkhead TE 10B H Alarm +75°C
No.2 HD motor drive end bearing 80°C 90°C TT 9A Bearing temperature ~65°C - - -
TSHH 9A TE 9A HH Trip 75°C
No.2 HD motor non-drive end bearing 90°C 85°C
TT 9F Bearing temperature ~65°C - -
TSL 9F TE 9F L Alarm, 15°C
HD Compressor Set Points, Alarms and Shutdowns 12
TSH 9F H Alarm 70°C
Tag Description Normal Action Set PT 8 Gearbox LO ~160kPa
Operation H-HH Type Point PSL 8A pressure L Alarm, 100kPa
L-LL 12 (g)
PT1 Suction gas pressure 0.03kPa(g) - - - PSLL 8A Gearbox LO ~150kPa LL Trip 80kPa(g)
PT2 Discharge gas 0.96kPa(g) - - - pressure
pressure PSL 8C LO pressure ~110kPa L Alarm, 40kPa(g)
TT1 Suction gas -140°C - - - bulkhead 12
temperature PSLL 8C LO pressure ~110kPa LL Trip 20kPa(g)
TT 2A Discharge gas -107.32°C bulkhead
TSHH 2A temperature TE 2A HH Trip +100°C PCV 11 Seal gas control 95kPa(g) - - -
TT 2B Discharge gas -107.32°C valve
TSH 2B temperature TE 2B H Alarm +90°C PSL 11 Seal gas pressure 100 ~ L Alarm, 85kPa(g)
ZSL 3 IGV start position - 12 Closed 125kPa(g 11, 12
ZSH 1 Surge valve position - - 12 Open PSLL 11 Seal gas pressure 100 ~ LL Trip 80kPa(g)
ZSL 1 150kPa(g)
PDT 1 Process gas flow 46.2kPa - - - ZT 3 Inlet guide vane +80° 30° - - -
YET 9 Vibration YE 9 10-30µm position ZE3
YSH 9 H Alarm 50µm PCV 3A IP converter control 140kPa(g) - - -
YSHH 9 HH Trip 75µm valve
PDT 7 Differential pressure 50kPa PCV 3B HIC control valve 100kPa(g) - - -
PDSH 7A oil filter H Alarm 250kPa PCV 3C Nozzle actuator 600kPa(g) - - -
LSL 5 Oil tank level - L Alarm - control valve
11

Illustration 4.4.1e Gas Management Mimic

Illustration 4.4.2a Low Duty Compressor T A I1 I2 T A A I1 T I1 A T A I1 A T A I1 A T A I1 T A Compressor Ready
Remote to Start Half Speed
PDAL PDALL PALL PAL TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TI TAH XU XU
I2 I1 A 11A 11B
T 11B 11A 2A 2B 2B 8 8 8A 8 8 8 9B 9E 9E 9E 9A 9F 9F 9F 8C 8C 10A 10B 10B 15.1 15.3A
Compressor
Ready to
PDIT Start Full Speed
11B Compressor
Vent L XU Ready to
PDIT 15.3B 15.3B Start Full
11A PLLL PIT PIT TLHH TI PLLL TLHH TLHH PLLL TLHH Speed
PLLL 11B1 11B 11A 2A 2 8A 9B 9A 8C 10A HS L Compressor Local
11B2 POCV PI 15.1 15.3A Start Half Speed
Seal 11B 11B PIT PSLL PI TE TE TE TE TE PSLL PSL TE TE
Local/ HSH XU
Compressor
8 8A 8B 8 9B 9E 9A 9F 8C 8C 10A 10B Compressor Ready Remote Start
Gas Remote
to Start Half Speed
15.2A 15.2A
Half Speed
PAHH PIT Compressor
T PI Compressor Local HSH XU
Remote Start
3B 3B Start Full Speed 15.2B 15.2B Full Speed
11C PCV PI PIT PI TE TE
PAHH PIT 11C
T PCV 11A 2 2 2A 2B Demister D C Compressor
3A 3A 11A Compressor L XU
Running Half
Running Half Speed 15.4A 15.4A Speed
LNG Process Gearbox
Vapour Compressor
SV L XU
Out T S
PDIT D Compressor Running Full
1 122 Running Full Speed 15.4B 15.4B Speed
ZLL FY
I2 E PI
PI 1
3B
PCV 1B Compressor PCV TI Compressor HSL XU Compressor
Instrument FCV 8 8 Local Stop 15.2 15.2 Remote Stop
1 I/P
1
Stage 2
Air B
ZSL ZSH
Closed Main Motor L XU Main
1 1
15.8 15.8
T Motor
Abnormal
ZIL TE DV VDV Abnormal
1 12 2 Bulkhead
Open LO
PI Control System L XU Control
ZIH T System
I1 1
3B PCV
V14A
Abnormal 15.9 15.9
3B ZSL Abnormal
Return To E
3B AE AET AI
Suction B
ZT ZI 9B 9B 9BA
Line PDI 3B 3B
Electric
1
PDI Surge Motor AI
112A 9B
PDI Control HIC FIC HY
122A
PDI
by IAS 1 1 3B
12
PI PI FG Compressor PDIT PDI
ZI 8A
1 12 Room 7 7
LNG 3B
C FG LO
ZI PDIT PDIT 8B PDAH
Process 3A 1 112
Motor Room 7
A
Gas In V14B LO
TI TE
TI 1 1 PIT PIT
1 1 12 LO V6A CV6A A
TAH AE AET AI
1 A V6B 9A 9A 9AA
PI LO
1 FFC Load Share LO V6F AI
TI 12 FE V6C Auxiliary CV6B
12 Control by DV VDV Oil Cooler 9A
PI 1 Compressor Main Lubricating
HIC FIC IAS 2
Lubricating
12
12 12
Stage 1 Oil Pump M
PI Oil Pump
Fill DV
2
YE YE
6 Remote TCV6
Insulating Box TI 9A 9B Start TI TI
PI 5A
PCV ZI 6B 6A
3C HSH HSL LOP HSH HSH
ZSL ZT 3A
3C 3 3 LSL YET YET Start 6.1 6.1A
3A 3A
5 9A 9B
Lubricating
LOP L EMY XU
PI P Oil Tank
PCV Running 6 6 6
3A TCV
3A 5 LOP
Running
LOP HSL HSL Key
Flash
Light Stop 6.2 6.2A
Flash Lamps Power Common Heater Common EMS+ Emergency
Stop HY Remote
Lubricating Oil Steam
Light Test On Reset Alarm Trip Trip ESD Stop
LOP Stop
3A
HS CA HS L HS L L L L EMS TSL TSH YI YLHH YI YLHH LOP L Ready L LNG Vapour Fresh Water
15.5 15 15.4 15 15.3 15.5 15.10 15.11 15.6 15 5 5 9A 9A 9B 9B Fail 6.3 To 6.2
Water Out
Start Nitrogen Electrical Signal
Water In
Air Instrumentation
Steam
LOP
Flash
XU XU XU Common XA Heater XA Common XA XA XA ZL LAL Inlet TAL TAH YI YAH YAHH YI YAH YAHH LOP XU Ready XU
Light ESD EMS
Stop 15.5 15 15.4 Alarm 15.5 Trip 15.10 Trip 15.1 15.6 15.7 3A 5 Steam 5 5 9AA 9A 9A 9BA 9B 9B Fail 6.3 To 6.2
Flash Lamps Outlet Start
Light Test
T T T I1 I1 A A I2 A A T A T

4.4.2 Low Duty Compressors • Fuel supply control to dual fuel engines according to demand. When in use, the capacity of the compressors can be regulated and controlled
To deliver the quantity of gas (BOG) compatible with 100% by the variable diffuser vanes, with the travel indication being shown on the
gas burning at MCR to supply three DF engines in engine room local and the cargo control room panels. The compressor motors are limited
Low Duty Compressors when the vessel is operating as an ocean going LNG carrier. to three starts per hour when starting in a cold condition or two starts per hour
from warm conditions.
Manufacturer: Cryostar • To deliver the quantity of gas (BOG) compatible with 100% gas
burning at MCR to supply two DF engines and the auxiliary
Type: Centrifugal, two-stage, dual speed with variable
boiler in the engine room during the regas operations. Compressor Systems
diffusor vanes
Model: CM2 200 LD • To handle the excess of gas (BOG) to the suction drum during Each LD compressor is skid-mounted and consists of two direct coupled
the regas operations. compressors with an integral gearbox, and the sub-systems as follows:
No. of sets: 3
• Gas supply to the regas recondenser according to tank • A self-contained LO system for lubricating the gears and rotor
pressure. bearings.
PERFORMANCE DATA Design Case 1
• Vent control. • A gas seal system.
Case BOG BOG
Molecular weight kg/mol 17.24 17.24 During loading from a LNG carrier at FSRU mode, one low duty compressor • An indicating system for monitoring the safe operation of the
Volume flow m3/h 4,400 3,000 can be used for DF engines and the other one or two to be used for the unit (local panel and substation).
Mass flow kg/h 5.483 5.472 recondenser, if needed.
The sub-systems have the following main components:
Inlet pressure kPa(a) 103.00 150.00 Any two LD compressors can be run in parallel for recondenser service and any • Compressor variable diffuser vane actuator.
Outlet pressure kPa(a) 650.00 650.00 one LD compressor for power generation plant at the same time.
Inlet temperature °C -100.0 -100.0 • Oil mist separator (demister).
The low duty compressor also to be used for delivering excess vapour to
Outlet temperature °C 72.2 76.0 • LO immersion heater.
the GCU or auxiliary boiler during loading with no regasification and no
Isentrop. delta H kJ/kg 193,400 145,700 recondensing. • Gear-driven main LO pump.
Efficiency % 57 42
The low duty compressor is able to handle inlet temperatures deriving from any • Auxiliary LO pump.
Shaft speed rpm 29,775 29,775
cargo tank filling level and cargo tank operating pressure range during loading • Oil cooler.
Shaft power kW 517 529 and regasification.
Coupling power kW 597 609 • Duplex oil filter.
Motor size kW 710 Automatic capacity control for independent and parallel operation to be done • Gear coupling (low speed).
by means of guide vane control.
Driver system Two-speed electric motor • Bulkhead/shaft seal.
GAS COMPOSITION
• Main drive electric motor.
Component Mol. wgt. Design Case 1 Description
Nitrogen N2 28.013 10.000 10.000 The local indicating devices are supplemented with lamps and pushbuttons
The LD compressors are two-stage machines with the discharge from the first
Methane C1 16.043 90.000 90.000 stage being delivered to the inlet of the second stage. installed near the compressor.
Ethane C2 30.070
The second stage increases the gas pressure to approximately 650kPa The control panel is supplemented with a vibration rack, surge controller and
Hydrocarbons C3 44.097 process logic controller installed in the substation. Electrical connections
(absolute) and then discharges to No.1 or No.2 after-coolers and then on to the
Hydrocarbons C4 58.123 100.0 100.0 are available for the extension of the control wiring to a point outside the
engine room.
compressor system, and the complete electrical system, including probes and
The compressors are driven by 710kW electric motors that are supplied with instrumentation, is designed for use in EEx areas.
Introduction
power from the 6.6kV cargo switchboards.
The skid-mounted compressor features a plug-in closure assembly, which
Three dual speed low duty (LD) compressors are installed in the cargo
The motors are installed in an electric motor room that is segregated from allows for the quick replacement of the rotating portion and adjacent stationary
machinery room which, as part of the gas management system, are used for
the compressor room by a steel gas-tight bulkhead. The drive shaft between components. The compressor portion of the machine is of the axial in-flow type
the following functions:
the motor and the compressor penetrates the bulkhead via a mechanical seal with variable diffuser vanes.
• Tank pressure control. operated with a pressurised oil barrier.
• Overall fuel mode controls.
The compressors can be operated either locally from the cargo machinery room
or from the cargo control room located on C deck.

Illustration 4.4.2b BOG LD Compressor Screen

Seal Gas System The LO system can be seen in illustration 4.4.2a and is used to feed the The second is controlled with the pressure ratio regulator. The VDV degree
following: of opening on both compressor stages may not be the same however, as the
The seal gas system between the compressors and the gearbox has been
second one is a function of the first.
provided to prevent LO mist from entering the process stream and to avoid • Journal bearing on both sides of the high speed shaft.
the flow of cold process gas into the gearbox. The seal gas is injected between
• Journal bearing on the driven end of the low speed shaft.
the gear shaft and the compressor wheel on the two compressors, with the Bulkhead Shaft Seals
nitrogen being produced by the nitrogen generator on board and supplied via • Integral thrust and journal bearing on the non-driven end of low
A flow orifice regulates the flow of oil and the oil pressure to the bulkhead
isolating valves NG111 and NG112. The nitrogen pressure is then reduced and speed shaft.
seal. This oil is used for the lubrication of the bulkhead/shaft seal and returns
regulated by the reducing valve NG103 from 860kPa to 750kPa mounted on • Sprayers for the gearwheels. back to the oil tank.
the compressor skids.
The seal gas system is regulated by the control valves so that the seal gas Surge Control System Capacity Control
pressure is a function of the compressor outlet pressure. Any seal gas entering An automatic surge control system is provided to ensure that the compressor The main engine gas flow demand control valve dictates the position of the
the gearbox from the shaft seals is returned to the LO sump where it is flow rate does not fall below the designed minimum value. Below this rate, the capacity controller on the compressor. The compressor output capacity is
separated from the oil and vented to atmosphere via a vent on the top of the gas flow will not be stable and the compressor will be liable to surge, causing controlled by changing the position of the diffuser vanes, the compressor motor
compressor housing. shaft vibration which may result in damage to the compressor. speed is not a function of the gas flow. At the lowest capacity demand or on
starting, the vanes will be fully closed, the electrical input at a minimum and
Lubricating Oil System The compressors are equipped with an automatic surge control system using a the compressor set to low speed.
bypass valve responding to a low flow controller. The variable diffuser vanes
Lubricating oil in the system is stored in a vented 1,000 litre sump tank which on both compressor suction sides will be controlled by a process loop. Speed As the demand signal increases, the guide vanes will be opened, and as
has an integral steam immersion heater with thermostatic steam control valve and variable diffuser vanes control the flow. the temperature drops below 100°C, the motor speed will be increased to
fitted. The heater is used to maintain the oil at a constant positive temperature
high speed. Further gas flow demand will increase the diffuser vane setting
of at least 25°C to avoid the formation of condensation when the compressors Each LD compressor is equipped with an automatic surge control system accordingly. The output from the controllers are limited to prevent rapid
are stopped. which consists of: changes and surging in the compressor gas discharge, but designed to maintain
• A flow transmitter. a pressure of 510kPa to the gas burning system.
Lubricating oil is supplied from the sump through separate suction strainers
and one of the two LO pumps. The discharge from the pumps is through non- • A compressor differential pressure transmitter.
return check valves to a common LO supply line that feeds the gearbox and its Note: The electrical input to the dual speed motor will be interlocked to a
bearings. The main operational pump is driven by the high speed gear shaft of • A ratio station. minimum if the guide vane control is switched to LOCAL. The compressor
the compressor. Upon failure of the driven pump, the standby electric motor • An anti-surge controller. control will be set to the manual mode if any of the fuel gas control valves
driven auxiliary pump is automatically started and an alarm raised to indicate are operated manually.
• A recirculating valve on the gas stream.
abnormal conditions to the duty engineer. The standby electric auxiliary pump
is also used during the starting and shutdown cycles of the compressor for a Operating Procedures
On the basis of a preset ratio between the gas flow and the compressor
preset period of time.
differential pressure signals, the anti-surge controller produces a signal which
modulates the compressor bypass valve. The compressors are started on low speed and then switched over to high speed
To control the temperature of the oil, it is passed through a heat exchanger once the operating conditions have stabilised. To prepare the LD compressors
where it is cooled. The thermal bypass temperature control valve prevents for running, proceed as follows:
over-cooling and is used to maintain the oil within a range of between 38°C Variable Diffuser Vanes
and 47°C. To achieve the required gas flow, the compressors have variable diffuser vanes a) Check the VDVs are closed and switch to automatic mode.
(VDVs) fitted. The vanes are operated by pneumatic actuators which receive
The oil supply to the bearings is fed via a 25 micron duplex filter. A pressure control signals from the flow controller. b) Start the LO sump heater between 45 minutes and 1�� ½ hours
��
control valve (PCV8) then regulates the oil flow to the bearings with any excess prior to the expected compressor start-up time. The duration can
oil being bypassed and returned to the sump. The pump pressure relief valves Adjustment of the vanes is possible through a distance of 0 to 200mm, the vary and is dependent on the ambient temperature.
act as back-up and are set to lift at a pressure of 800kPa. position is indicated both locally and via the IAS. A 4-20mA signal line is
connected to the pressure transmitter which converts the electrical signal to a c) Close the seal chamber vent line valve.
Temperature sensors fitted, monitor the oil outlet temperature of the gear pneumatic signal of between 20kpa and 100kPa. The VDV can be controlled
bearings, but for reference, the nominal bearing operating temperature should in local or remote modes, but the control buttons only control one VDV d) Open the nitrogen seal gas supply manual valve.
be between 45° and 50°C. Should the temperature rise to 60°C, this will cause actuator.
the alarm relays to operate.
e) Open the compressor suction and discharge valves.

Illustration 4.4.2c Anti-Surge Control Screen

f) Run the auxiliary LO pump for approximately 30 minutes to Compressor Trips Vapour Control
warm-up the gearbox and bearings. Check the LO system for The following operating conditions trip the LD compressors: Over-Pressurising
any leaks.
• The emergency shutdown system. To protect the cargo tanks from being over-pressurised due to natural boil-off,
g) Open the cooling water inlet and outlet for the LO cooler and • High gas discharge temperature. the gas has to be consumed by the Duel Fuel (DF) engines, burned by the GCU,
confirm there is cooling water available. vented to atmosphere or sent to the recondenser.
• Bearing high temperature (1st stage or 2nd stage compressors).
h) Open the instrument air supply to the control panel. • Excessive rotor vibration (75µm). The LD compressors will supply the natural boil-off gas to the DF engines,
auxiliary boiler and GCU as fuel gas and the recondenser to keep the vapour
• Electrical power failure. header pressure stable.
i) Switch on the power to the control cabinet.
• Low LO pressure to the gearbox.
In the cargo control room: If the DF engines require less fuel gas than what is naturally boiling-off, the
• High bulkhead seal oil temperature. vapour header pressure will increase. To prevent an increase in the pressure, the
j) Select the IAS screen (LD compressor) for the appropriate • Low oil pressure at the bulkhead seal. GCU must be activated to burn the remaining NBO.
operation. • Low seal gas pressure (1st stage). Illustration 4.4.2d Parallel Running Automatic Sequence
k) In FSRU mode, the operator must select DFE or RC mode • Low seal gas pressure (2nd stage).
before starting the compressor. When the mode is changed to START PERMISSIVES:
Non-trip alarms indicated on the IAS are as follows:
from FSRU to LNGC, the LDs are all set to DFE mode. All conditions to be true (AND)
• Compressor discharge gas temperature. Parallel Running Automatic - Two compressors selected in
Sequence recondensing service
l) To start the compressor, press the compressor RESET button and • Excessive rotor vibration (50µm). - One running high speed (Master), one
check that all of the alarms and trip lamps are off. Confirm also running low speed (Slave)
that the READY TO START lamp is on. Press the half speed • Compressor LO filter differential pressure. - Cooldown of Slave finished (ready
Ramp-Down Master to to start in high speed)
or the full speed start button. If the half speed start button is • Sump tank oil level. 0% VDV Position - Tank pressure controller in Auto
pressed, the full speed start button has to be pressed to increase
the compressor to full speed conditions. This can be done once • Sump tank oil temperature low.
the inlet gas temperature has fallen to -100°C and remained • Sump tank oil temperature high.
below -90°C for 30 minutes. Check that no alarm or trip lamps Change Slave
• System oil temperature high. to High Speed
are on and check the bearing temperatures and vibration levels.
• Bearing high temperature.
m) The auxiliary (standby) LO pump should stop after the • Bearing low temperature.
Activate Load
compressor-driven pump has run up to speed and is delivering Limitation
full system pressure. • Low LO pressure to the gearbox. Line (Both
Compressors)
• Low oil pressure at the bulkhead seal.
Observe the following parameters:
• Low seal gas pressure (1st stage).
Ramp-Up
• Low seal gas pressure (2nd stage). both VDV
n) The differential gas pressure between the seal gas inlet and the Positions to
compressor reference pressure should read 100kPa. Adjust the • Motor aft bearing temperature. 50%
supply reducer if required.
• Motor forward bearing temperature.
‘Lock’ Master
o) The LO supply pressure should read 150kPa. Adjust the supply • Motor winding temperatures. to 50% VDV
regulator if required. Position
p) The LO supply temperature to the gearbox should be above

30°C. Release Tank
Pressure
Controller
q) Check the local control panel for alarms.
r) Check the complete operating system for oil, seal gas, air, water
End
and product leakage.

Illustration 4.4.2e BOG Compressor Load Control Screen

Under-Pressurising Illustration 4.4.2f LD Master/Slave Loading Scheme
To protect the cargo tanks from being under-pressurised, the DF engines will at
a certain point be switched to Marine Diesel Oil (MDO) mode.
The LD compressor VDV control is equipped with a tank protection controller

which will limit the VDV operation (capacity control). If the tank protection
controller is activated, one or more DFEs are switched to MDO mode.
VDV
[%]
Operator Interface Key
The system is equipped with two tank pressure controllers, one normal (using
DFE) and an additional regas controller. Both controllers have operator Master VDV Position
adjustable set points and modes of operation.
100 Slave VDV Position
Parallel Run in FSRU Mode
Each compressor can operate with another compressor in parallel, one being
the ‘MASTER’ and the other ‘SLAVE’ and is selected in recondensing duty
(FSRU mode).
80
In recondenser mode, two LD compressors will deliver gas to the recondenser

through No.2 after-cooler/heater, this being the larger and having the capacity
for two LD compressors.
To maintain a stable operation with respect to load balance between the two
compressors, a sequence, loading scheme and load limiting line, with respect
to compressor load, not electrical load, is implemented.
50
With the ‘MASTER’ compressor running in recondensing duty, the operator
manually selects recondensing duty on the standby compressor ‘SLAVE’, and
starts in low speed.
Master Slave Loading Scheme

By default, the master LD compressor VDV will be fixed at 50%, any load
variation will be done by the slave compressor.
Where the slave VDV LD compressor position is higher than 80% for 10
minutes, the master compressor VDV will be ramped-up by 10%.
Where the slave VDV LD compressor position is lower than 50% for 10
minutes, the master compressor VDV will be ramped-down by 10%, but no
lower than 50%.
Time
T0-10min T1-10min T2-10min T3-10min T4-10min T5-10min [sec]
If the slave LD compressor VDV position is lower than 25%, an alarm is
activated and the operator should stop the slave compressor. T0 T1 T2 T3 T4

Illustration 4.4.2g LD Parallel Start Sequence Mimic

Master Slave Considerations Tag Description Normal Action Set Tag Description Normal Action Set
If the master compressor is tripped, the slave still runs and is switched to Operation H-HH Type Point Operation H-HH Type Point
master. L-LL L-LL
TT 2B Discharge gas -107.32°C PCV 11 Seal gas control 95kPa(g) - - -
If only the slave compressor is tripped, the master still runs with the VDV value TSH 2B temperature TE 2B H Alarm +90°C valve
going from fixed to variable VDV value.
ZSL 3 IGV start position - 12 Closed PSL 11 Seal gas pressure 100 ~ L Alarm, 85kPa(g)
ZSH 1 Surge valve position - - 12 Open 125kPa(g 11, 12
Load Limiter Controller ZSL 1 PSLL 11 Seal gas pressure 100 ~ LL Trip 80kPa(g)
Where the slave compressor is close to its load limit, the load limiting controller PDT 1 Process gas flow 46.2kPa - - - 150kPa(g)
will decrease the VDV position and move the compressor operating point away YET 9 Vibration YE 9 10-30µm ZT 3 Inlet guide vane +80° 30° - - -
from the load limiting line. YSH 9 H Alarm 50µm position ZE3
YSHH 9 HH Trip 75µm PCV 3A IP converter control 140kPa(g) - - -
PDT 7 Differential pressure 50kPa valve
Compressor Alarms
PDSH 7A oil filter H Alarm 250kPa PCV 3B HIC control valve 100kPa(g) - - -
Each compressor electric motor is fitted with six temperature sensors, type LSL 5 Oil tank level - L Alarm - PCV 3C Nozzle actuator 600kPa(g) - - -
PT-100, with two sensors being fitted per phase. There are also two PT-100 11 control valve
temperature sensors fitted to the motor’s drive end bearing. TCV 5 Oil heater 40°C - - -
temperature Key:
MHD Compressor Electric Motor Temperature Alarms TSL 5 Temperature oil tank 55°C L Alarm, 25°C H: High Level
TSH 5 11 HH: High-High Level
Tag No. Description Alarm Trip H Alarm 60°C A: Alarm
No.1 HD motor U winding 145°C 150°C L: Low Level
TT 8 Temperature oil ~42°C - - -
LL: Low-Low Level
No.1 HD motor V winding 145°C 150°C TSL 8 system TE 8 L Alarm, +20°C
11: Start-up interlock LO pump
No.1 HD motor W winding 145°C 150°C 12
TSH 8 H Alarm +55°C 12: Start-up interlock machine
No.1 HD motor drive end bearing 80°C 90°C
No.1 HD motor non-drive end bearing 90°C 85°C TT 10A Temperature oil ~60°C - - -
TSHH bulkhead TE 10A HH Trip +80°C
No.2 HD motor U winding 145°C 150°C
10A
No.2 HD motor V winding 145°C 150°C
TT 10B Temperature oil ~60°C - - -
No.2 HD motor W winding 145°C 150°C TSH 10B bulkhead TE 10B H Alarm +75°C
No.2 HD motor drive end bearing 80°C 90°C TT 9A Bearing temperature ~65°C - - -
No.2 HD motor non-drive end bearing 90°C 85°C TSHH 9A TE 9A HH Trip 75°C
TT 9F Bearing temperature ~65°C - -
TSL 9F TE 9F L Alarm, 15°C
HD Compressor Set Points, Alarms and Shutdowns 12
Tag Description Normal Action Set TSH 9F H Alarm 70°C
Operation H-HH Type Point PT 8 Gearbox LO ~160kPa
L-LL PSL 8A pressure L Alarm, 100kPa
12 (g)
PT1 Suction gas pressure 0.03kPa(g) - - -
PSLL 8A Gearbox LO ~150kPa LL Trip 80kPa(g)
PT2 Discharge gas 0.96kPa(g) - - - pressure
pressure
PSL 8C LO pressure ~110kPa L Alarm, 40kPa(g)
TT1 Suction gas -140°C - - - bulkhead 12
temperature
PSLL 8C LO pressure ~110kPa LL Trip 20kPa(g)
TT 2A Discharge gas -107.32°C bulkhead
TSHH 2A temperature TE 2A HH Trip +100°C

Illustration 4.5a High Duty Heater
Common Common External

A A T Alarm Trip Trip T A T A
21TI 21TAL 21TAH 21TI 21HIC 21L 21L 21PI 21PI 21TAHH 21ZI 21ZI 21XA 21XA 21XA 21LAHH 21LAH 21TALL 21TI 21TAL 21PI
1 2 2 2 2.1 1 2 1 2 2 1 2 6 5.1 5.2 4 4 4 4 4 3.1
21TIC Split-Range T
Reset
2 Temperature Control
21HS ESD 21XA
Valves A 5.3
T Trip
Control 5
21HIC 21HIC
1 2.2
Remote I/O
Interface Box
High Duty Heater
L/R L/R
21TI 21TI 21HS 21POT 21POT 21HS A B Common 21L C D Common 21L 21TI 21HS
1 2 1 1 2 2 Alarm 6 Trip 5 4 5
ESD
21PI 21PIT 21PIT 21PI 21PI 21PIT

1 1 2 2 3 3.1
21TE 21TSHH
2 2
Vent
LNG Process Gas Outlet
Steam Supply
21PCV
High Duty Heater
2
21HY
2
D
S
21SV
2
21ZT 21ZI 21TCV 21TCV 21TSLL
21TE 21LSHH 21LI 21LSH
2 2 2 1 4
1 4 4 4
21TE
B FC 4
LNG Process Gas Inlet
21ZT 21ZI
21PCV
1 1
1
A 21HY
1
Instruments Air Supply
21SV S
1 Condensate Drain
Reference Drawing: 6T-5411-003, Rev: 0

4.5 Gas Heater Introduction Procedure for Preparing the High Duty Heater for Operation
There is one steam heated high duty heater fitted and located in the cargo a) Ensure that the engine room control air supply valve to the cargo
BOG High Duty Heater machinery room on the starboard side of the trunk deck. control room is open (normally never closed).
Manufacturer: Cryostar The heater has been provided for use in the following modes:
b) Set up the valves as in the following table:
Type: Sheel and tube • Fuel Gas Mode - In conjunction with the LD compressors, the
Model: 108-UT-38/34-3.8 heater can supply heated boil-off gas to the engine room for Position Description Valve
Design temperature: -196°C/+220°C (tube), +220°C (shell) burning in the main and generator engines. When used for fuel
Open Engine room main steam isolating valve to 101V
gas operations, the gas outlet temperature is regulated to 25°C.
Design pressure: 1.0MPa tube, 1.1MPa shell the deck
No. of sets: 1 • Warm-Up Mode - In conjunction with the HD compressors, Open Condensate return valve to the dump 88V
the heater can be used for warming-up the cargo tanks prior to condenser/drain cooler
gas-freeing operations. This will normally only be done prior to Closed Bypass valve on the dump condenser/drain 87V
High Duty Heater Model 108-UT-38/34-3.8 a dry docking or in the event that a one tank warm-up operation cooler
has to be carried out for maintenance purposes. The heater gas
Operation Design Begin End Interm. Emgy outlet temperature is regulated to 0°C for the first stage and Open Drain cooler for cargo heater inlet valve CS24
Warm- Warm- BOG 80°C throughout the warm-up operation. Open Drain cooler for cargo heater outlet valve CS23
Up Up Mode Closed Drain cooler for cargo heater bypass valve CS25
Process Fluid Methane CAUTION Open Drain cooler for cargo heater FW cooling FC01
Mass flow (kg/h) 37,200 42,800 21,600 28,700 4,000 When returning heated vapour to the cargo tanks in warm-up mode, the inlet valve
Inlet volume flow (m3/h) 20,721 17,827 16,171 16,720 1,870 temperature at the heater outlet should not be allowed to exceed +80°C. Open Drain cooler for cargo heater FW cooling FC02
3
Outlet volume flow (m /h) 38,346 41,291 22,265 31,390 3,481 Failure to comply with this could result in damage to the cargo tank outlet valve
Inlet temperature -55°C -110°C 20°C -45°C -90°C insulation and safety valves. Closed Drain bypass valve on the gas vent drain tank CS21
Outlet temp. uncontrolled 89°C 57°C 132°C 102°C 135°C Open Drain outlet valve on the gas vent drain tank CS19
to the engine room
Outlet temp. controlled 80°C - 80°C 25°C Control of Temperature
Supply inlet pressure 100 100 100 100 100 Open High duty heater drain pot level indicator
(kPa(g)) Two temperature control valves are fitted to the heater for controlling the boil- valves (2)
Outlet pressure (kPa(g)) 75 75 75 75 75 off gas outlet temperature. One control valve is located on the heater inlet and Open High duty heater condensate drain trap inlet CS03
the other is on the bypass line. A split-range temperature controller regulates valve
Pressure drop, calculated 12 13 5 7 0
the two control valves to the desired set point for the heater. Open High duty heater condensate drain trap outlet CS04
(kPa)
valve
Nozzle velocity, inlet 45.8 39.4 35.7 37 4.1 When starting the heater in warm-up mode, the bypass valve should initially
(m/s) Closed High duty heater condensate drain trap CS05
be fully OPEN and the inlet valve fully SHUT. With the valve controls in the bypass valve
Nozzle velocity, outlet 37.7 40.6 21.9 30.8 3.4 remote position, the temperature can slowly be increased on the IAS panel.
(m/s)
c) Open the heater shell side vent valve to the save-all.
Heat exchange (kW) 3,179 4,535 4,535 2,662 291 Condensate Drainage
Steam consumption 5,628 8,028 1,452 4,713 516 Note: The high duty heater does not have a steam inlet bypass, so warming-
(kg/h) The steam condensate from the heaters is returned to the engine room
condensate dump tank via the cargo steam drain cooler and a gas vent drains through is carried out using the main steam inlet supply valve.
Steam inlet temp. (°C) 174 tank. The gas vent drains tank is constantly monitored by the gas sampling
Steam outlet temp. (°C) 169 approx. system to prevent the possibility of LNG vapour entering the engine room in d) Crack open the heating line steam inlet bypass valve CS02 and
Inlet pressure (kPa(g)) 800 the event of a failure of any of the tubes within the heater. commence warming-through the heater.
Outlet pressure (kPa(g)) 800
e) When the heater shell side vent valve starts to exhaust steam,
Nozzle velocity, inlet 19.4 27.6 5 16.2 1.8
close in the valve to the save-all until it is just cracked open.
(m/s)
Allow the heater to slowly warm-through and close the valve
Nozzle velocity, outlet 0.8 1.14 0.21 0.67 0.07 when the condensate outlet temperature is approximately
(m/s) 164°C.

Illustration 4.5b Boil-Off Gas High Duty Heater

f) Once the steam pressure has risen to the operating pressure, Set Point - High Duty Heater
slowly open the main steam inlet valve CS01 and close the
bypass valve CS02. The heater is now ready for use. No Tag Description Normal SIGNAL Set Point
Operation Type Action
g) Ensure that there are no alarms or trips active on the heater. 1 21 PT 1 Gas inlet pressure 100kPa(g) - - -
h) Before commencing the operation, set up all of the LNG liquid 2 21 TE 1 Gas inlet temperature -110 ~ +20°C - - -
and vapour valves on the cargo system as necessary.
3 21 PIT 2 Gas outlet pressure 75kPa(g) - - -
i) Open the heater gas outlet valve CG523.
4 21 TE 2 Gas outlet temperature - Boil-off temperature control +80°C
j) Turn the local/remote switch to the REMOTE position on the
local panel for the flow control valve CG511 and the temperature Warm-up temperature control +80°C
control valve CG512. Open the inlet valve CG508. L Alarm -20°C
H Alarm +85°C
k) Monitor all of the pressures and temperatures until the heater 5 21 TSHH 2 Gas outlet temperature switch - HH Trip 100°C
has stabilised.
6 21 PIT 3.1 Steam inlet pressure 800kPa(g) - - -
Note: The cargo machinery room exhaust fans and the gas sampling system
must be in operation prior to and during any cargo operations which involve 7 21 TE 4 Condensate temperature +150 ~ +190°C L Alarm +90°C
LNG entering the cargo machinery room pipework system.
8 21 TSLL 4 Condensate temperature switch - LL Trip +80°C-
CAUTION
Thorough checks around the heater and the associated flange connections 9 21 LSH 4 0 mm H Alarm 250mm
must be conducted during operation. Condensate level switch
21LSHH 4 0 mm HH Trip 330mm
Procedure for Shutting Down the High Duty Heater
a) Close the LNG inlet valve CG508 to the heater.
b) Allow the inlet and outlet temperatures to equalise.
c) Close the steam supply valve CS01 to the heater.
d) Crack open the shell side vent valve and slowly reduce the
pressure in the heater.
e) Once the shell pressure is at atmospheric pressure, fully open

the shell vent valve.
f) Close the condensate inlet and outlet valves CS03 and CS04 to
the steam trap and open the bypass valve CS05.
g) Close the LNG outlet valve CG523 from the heater.

Illustration 4.6a LNG Vaporiser Valve
Control
L/R Flow Control L/R Common Common External
A A T A T A
Set Point Position Position Alarm Trip Trip
IAS System In
31TI 31TAH 31TAL 31TI 31HIC 31L 31PI 31PI 31FI 31L 31ZI 31ZI 31XA 31XA 31XA 31LAHH 31LAH 31TALL 31TI 31TAL
Cargo Control Room
1 2 2 2 2.1 2 1 2 1 1 1 2 6 5.1 5.2 4 4 4 4 4
Safe Area
Valve
31TIC Control T
Reset
2
A 31HS
T ESD 31XA
5.3 Trip 5
31HIC 31HIC
2.2 1
Remote I/O
Interface Box
LNG Vaporiser
L/R
31TI 31TI 31POT B 31HS 31POT A 31HS E F 31L C D 31L 31TI 31HS
1 2 2 2 1 1 6 5 4 5
Common Common ESD

Alarm Trip
31PI 31PIT 31PI 31PIT
1 1 2 2
31TE
2 31PI
3
Gas Outlet Spray Pipe
Vent
Steam Supply
LNG Vaporiser
D B
31SV 31PCV Back To

2 2 Tanks 31TSLL
S
31HY 31LSHH 31LI 31LSH
2 4 4 4 4
F 31TE
4
FC
31TE 31TCV
31ZT 31ZI
1 2 FC
2 2
LNG Supply
31FCV 31PCV
1 1
Key 31HY
31ZT 31ZI 1
LNG Liquid Steam 1 1
LNG Vapour Electrical Signal

S
Compressed Air Instrumentation E A
31SV Condensate Drain
LNG Condensate 1
C
Reference Drawing: 6T-5411-003, Rev.0

4.6 LNG Vaporiser • Fuel Gas Supply to the GCU - To supply fuel gas to the GCU Control for Temperature
when there is a larger demand for steam to the heat exchangers The outlet temperature is controlled by a controller which reads the outlet
Manufacturer: Cryostar than the LD compressors can supply. temperature and manipulates the bypass (temperature) control valve.
• Inerting with Liquid Nitrogen - Supply the cargo tanks with A re-evaporator is fitted to the outlet piping in way of the temperature control
Model: 65-UT-38/34-5.2 vaporised nitrogen using liquid nitrogen supplied by the terminal nozzle pipe section. This is to ensure that the accumulation of non-vaporised
No. of sets: 1 in the event of the vessel’s inert gas generator being inoperative. liquid at the vaporiser discharge is avoided and the outlet is maintained at a
This operation would only be carried out at the initial inerting of stable temperature.
cargo tanks or at the first loading terminal after dry dock. The
Vaporiser 65-UT-38/34-5.2 Data
vaporiser outlet temperature must be controlled at 20°C during The re-evaporator consists of two knitted mesh filters inserted into the
Operation IG Unload Forcing Regas the inerting operation. discharge piping to fractionate the droplets and create the necessary turbulence
Purging to transform the small droplets into a fine fog of liquid gas. There are also two
Process Fluid Methane • LNG Discharge - To supply cold vapour to the cargo tanks conical baffles installed in the same section of pipe to allow any carry-over of
Mass flow (kg/h) 13,500 22,000 8,200 22,000 during discharge operations whenever the discharge terminal liquid to be directed into the gas stream on the pipe bottom.
3 return gas blowers are not operative or are not supplying
Inlet volume flow (m /h) 30 49 18 49
sufficient return vapour to the ship.
3
Outlet volume flow (m /h) 15,549 12,367 4,162 12,367 Condensate Drainage
Inlet temperature (°C) -163 -163 -163 -163 The steam condensate from the heaters is returned to the gas vent drains tank in
Outlet temp. uncontrolled (°C) 28 -9 60 -9
Gassing-Up the engine room via steam traps and the drains cooler. The gas vent drains tank
Outlet temp. controlled (°C) 20 -130 25 -130 is constantly monitored by the gas sampling system to prevent the possibility
In this mode, the vaporiser is used during the gassing-up process to supply
of LNG vapour entering the engine room in the event of a failure of any of the
Supply inlet pressure (kPa(g)) 300 300 300 800 warm vapour to the cargo tanks to displace the inert gas. For this, the LNG
tubes within. To assist with the separation of the gas from the condensate, the
Outlet pressure (kPa(g)) 30 30 200 30 liquid is supplied from the terminal to the liquid manifold, where it passes to
tank is fitted with an internal baffle and a weir plate.
Pressure drop, calculated (kPa) 17 48 6 41 the spray main via the appropriate ESDS liquid valve. It is then fed to the LNG
vaporiser, and the LNG vapour produced is passed at +20°C to the vapour
Nozzle velocity, inlet (m/s) 4.24 6.92 2.58 6.92 Note: The cargo machinery room exhaust fans and the gas sampling system
header and then into each tank via the vapour domes.
Nozzle velocity, outlet (m/s) 34.4 27.3 9.2 27.3 must be in operation prior to and during any cargo operations which involve
Heat exchange (kW) 3,479 3,581 2,139 3,581 A secondary role is to supply the cargo tanks with vaporised nitrogen using LNG entering the cargo machinery room pipework system.
Steam consumption (kg/h) 6,160 6,340 3,787 6,340 liquid nitrogen supplied by the terminal in the event of the vessel’s inert gas
Steam inlet temp. (°C) 174 generator being inoperative. This operation would only be carried out at the Procedure for Preparing the LNG Vaporiser for Use
Steam outlet temp. (°C) 169 approx. initial inerting of cargo tanks or at the first loading terminal after dry dock.
The vaporiser outlet temperature must be controlled at 20°C during the inerting a) Ensure that there is a control air supply to the cargo machinery
Inlet pressure (kPa(g)) 800 operation. room.
Outlet pressure (kPa(g)) 800
Nozzle velocity, inlet (m/s) 30.5 31.4 18.8 31.4 The vaporiser can also be used to fill the evacuated insulation spaces with b) Ensure that there is a main steam supply to the cargo machinery
Nozzle velocity, outlet (m/s) 0.87 0.9 0.54 0.9 nitrogen supplied by the terminal, as the on-board generators only have the room.
capacity to maintain the nitrogen supply but not fill with the first charge.
Introduction c) Ensure that the main steam supply valve 101V is open.
Control for Pressure
There is one steam heated LNG vaporiser fitted, and this is located in the cargo The flow rate through the LNG vaporiser can be controlled either by a flow d) Ensure that the inlet and outlet valves FC02 and FC01 for the
machinery room on the starboard side of the trunk deck. The vaporiser is of the controller or by a pressure controller. The flow controller reads the flow rate supply of fresh water cooling medium to the drain cooler are
shell and tube type and can be seen in the illustration 4.6a. downstream of the vaporiser and manipulates the inlet (flow) control valve. open.
Switching between pressure and flow rate control is bumpless and can be done
The vaporiser has been provided for and can be used in the following modes: at any time. e) Open the drain cooler inlet valve CS24 and outlet valve CS23 to
the gas vent drain tank and ensure that the cooling water supply
• Gassing-Up - To supply gaseous natural gas (GNG) to the cargo Locally, it is possible to put the control valve in local control and adjust the valves are open. The bypass valve CS25 to be closed.
tanks and displace the inert gas before the initial cooldown/ valve position from the local gauge board in the compressor machinery room.
loading operation. Normally, this would only be carried out The control will read the actual valve position in order to ensure bumpless f) Open the vaporiser shell side vent valve.
during the first cargo after a dry docking, or in the event of a one transfer when the valves are returned to remote control.
tank gas freeing operation.

Illustration 4.6b LNG Vaporiser Mimic

g) Ensure the condensate level indicator inlet and outlet valves on s) Turn the auto-control switch to the MAN position on LNG When one of the trip causes are active, the following actions will be initiated:
the vaporiser condensate drain pot are open. vaporiser temperature control valve CS507. • Unit shutdown relay output will be opened immediately.
h) Open the vaporiser shell side condensate drain valve to the save- t) Monitor all pressures and temperatures and drain pot level until • The common trip indicator on the local panel is powered.
all. the vaporiser has stabilised.
Shutdown and Reset
i) Open the condensate inlet valve CS13 to the steam trap. u) Once the vaporiser has stabilised and at the required temperature,
change the temperature control valve CS507 to the AUTO When the vaporiser is tripped by low condensate temperature, etc, both the
j) Open the condensate outlet valve CS14 from the steam trap. position. inlet and bypass valves are automatically closed.
k) Crack open the heating steam bypass valve CS12 and commence CAUTION A reset button is located on the local control panel in the compressor house,
Thorough checks around the LNG vaporiser and associated flange and has to be activated in order to reset the shutdown logic, and to get power
warming-through the vaporiser.
connections must be conducted during operation. back on the valve solenoids.
l) When all the air has been vented from the vaporiser, close the
The following alarms and trips are available:
shell side vent valve.
Control
m) When the water has drained from the vaporiser shell side, Process control on the outlet temperature from the vaporiser, with high and low Tag Description Duty Normal Action Set
close in the condensate drain valve to the save-all until it is temperature alarms, is controlled by the temperature control valve CS507. Operation Point
just cracked open. Allow the vaporiser to slowly warm-through PT1 Gas inlet pressure - 300kPa - -
and close the valve when the condensate outlet temperature is Note: Cargo machinery room exhaust fans must be in operation prior to TT1 Gas inlet - -196° ~ - -
approximately 170°C. and during any cargo operations which involve LNG entering the cargo temperature TE1 -163°C
machinery room pipework system. PT2 Gas outlet pressure - 20 ~ - -
n) Once the steam pressure has risen to the operating pressure,
close the steam bypass valve CS12 and fully open the main 560kPa
Note: The gas sampling system must be in operation prior to and during any TSH2 H +85°C
steam supply valve CS11. The vaporiser is now ready for use.
cargo operations which involve LNG entering the cargo machinery room Gas outlet _ -140° ~ Alarm
pipework system. temperature 20°C
o) Set up all the LNG valves on the cargo system required for the TSL2 L -145°C
operation to be carried out. Alarm
Procedure for Shutting Down the LNG Vaporiser After Use TT2 - -
Position Description Valve LNG -140°C
Open Main LNG supply valve to vaporisers CS601 a) Close the vaporiser main LNG supply valve CS601. Gas outlet discharge
Open Vaporiser filter inlet valve CS525 POT 2 temperature control Purge +20°C - -
Open Vaporiser filter outlet valve CS524 b) Allow the inlet and outlet temperatures to equalise and then
Inerting +20°C
manually close the LNG vaporiser liquid supply valve CS510.
Open LNG vaporiser inlet valve CS510 Emergency -40°C
Open LNG vaporiser outlet valve CG517 c) Close the main steam supply valve CS11. forcing
Auto LNG vaporiser control valve CS506 TSLL4 Condensate - -150° ~ LL +80°C
Auto LNG vaporiser temperature valve CS507 d) Crack open the shell side condensate drain valve and lower the temperature switch -190°C Trip
Open LNG vaporiser temperature bypass valve CS520 pressure in the vaporiser. TAL4 Condensate L +905°C
temperature - -150° ~ Alarm
e) Once the shell pressure is at atmospheric, open the shell vent -190°C
p) At the CCR console, select the vaporiser mimic on the IAS and valve. TT4 TE 4 - -
set the temperature required on the temperature controller for
LNG vaporiser. LSH4 Level switch - - H -
f) Close the condensate inlet valve on the steam trap. Alarm
q) Turn the auto-control switch to the AUTO position on the flow LSHH4 Level switch - - HH -
g) Close the condensate outlet valve on the steam trap.
control valve CS506. Trip
r) Ensure that there are no alarms or trips active on vaporiser.

Illustration 4.7a Forcing Vaporiser Valve
Control
L/R Flow Control L/R Common Common External
A A T A T A
Set Point Position Position Alarm Trip Trip
IAS System In
32TI 32TAH 32TAL 32TI 32HIC 32L 32PI 32PI 32FI 32L 32ZI 32ZI 32XA 32XA 32XA 32LAHH 32LAH 32TALL 32TI 32TAL
Cargo Control Room
1 2 2 2 2.1 2 1 2 1 1 1 2 6 5.1 5.2 4 4 4 4 4
Safe Area
Valve
32TIC Control T
Reset
2
A 32HS
T ESD 32XA
5.3 Trip 5
32HIC 32HIC
2.2 1
Remote I/O
Interface Box
Forcing Vaporiser
L/R L/R
32TI 32TI 32POT B 32HS 32POT A 32HS E F 32L C D 32L 32TI 32HS
1 2 2 2 1 1 6 5 4 5
Common Common ESD

Alarm Trip
32PI 32PIT 32PI 32PIT
1 1 2 2
32TE
2 32PI
3
Gas Outlet Spray Pipe
Vent
Steam Supply
Forcing Vaporiser
D B
32SV 32PCV Back To

2 2 Tanks 32TSLL
S
32HY 32LSHH 32LI 32LSH
2 4 4 4 4
F 32TE
4
FC
32TE 32TCV
32ZT 32ZI
1 2 FC
2 2
LNG Supply
32FCV 32PCV
1 1
Key 32HY
32ZT 32ZI 1
LNG Liquid Steam 1 1
LNG Vapour Electrical Signal

S
Compressed Air Instrumentation E A
32SV Condensate Drain
LNG Condensate 1
C
Reference Drawing: 6T-5411-003, Rev.0

4.7 Forcing Vaporiser required to supply larger flow rates to force vaporised gas depending on the c) Ensure that the main steam supply valve 101V is open.
amount of spray cooling into the cargo tanks.
Manufacturer: Cryostar d) Ensure that the inlet and outlet valves FC02 and FC01 for the
Type: Shell and U tube supply of fresh water cooling medium to the drain cooler are
Control for Pressure
open.
Model: 34-UT-25/21-2.8 Two pressure controllers are provided, one for the laden voyage and one for
No. of sets: 1 the ballast voyage. The flow rate through the forcing vaporiser is measured in e) Open the drain cooler inlet valve CS24 and outlet valve CS23 to
a flow orifice and the differential pressure signal is transferred to a flow signal the gas vent drain tank and ensure that the cooling water supply
in the transmitter. The flow rate measurement is read by the flow controller, valves are open. The bypass valve CS25 to be closed.
Vaporiser 34-UT-25/21-2.8 Data
which manipulates the inlet (flow rate) control valve according to the desired
Operation Sizing Forcing Regas flow to automatically control the vapour header pressure. f) Open the vaporiser shell side vent valve.
Process Fluid Methane
To ensure stable operation of the forcing vaporiser, a minimum flow rate of g) Ensure the condensate level indicator inlet and outlet valves on
Mass flow (kg/h) 4,000 4,000 4,000 400kg/h is required, to be manually input on the gas management mimic. If
3
the vaporiser condensate drain pot are open.
Inlet volume flow (m /h) 9 9 9 the flow demand goes below this limit, the minimum flow rate is maintained,
3
Outlet volume flow (m /h) 3,799 2,947 2,947 which (while unlikely) can cause a pressure increase in the tanks. h) Open the vaporiser shell side condensate drain valve to the save-
Inlet temperature (°C) -163 -163 -163 all.
Outlet temp. uncontrolled (°C) -12 -12 -12 Control for Temperature
i) Open the condensate inlet valve CS08 to the steam trap.
Outlet temp. controlled (°C) -50 -100 -100 The forcing vaporiser is equipped with a temperature controller to obtain a
Supply inlet pressure (kPa(g)) - - - constant and stable discharge temperature for various ranges of operation. j) Open the condensate outlet valve CS09 from the steam trap.
Outlet pressure (kPa(g)) 20 20 20 The temperature of the gas produced is adjusted by injecting a certain amount
Pressure drop, calculated (kPa) 37 37 31 of bypassed liquid into the outlet side of the vaporiser through a bypass k) Crack open the heating steam bypass valve CS07 and commence
(temperature) control valve and liquid injection nozzles. warming-through the vaporiser.
Nozzle velocity, inlet (m/s) 2.24 2.24 2.24
Nozzle velocity, outlet (m/s) 33.6 26.1 26.1 A re-evaporator is fitted to the outlet piping in way of the temperature control l) When all the air has been vented from the vaporiser, close the
Heat exchange (kW) 854 727 727 nozzle pipe section. This is to ensure that the accumulation of non-vaporised shell side vent valve.
Steam consumption (kg/h) 1,511 1,287 1,287 liquid at the vaporiser discharge is avoided and the outlet is maintained at a
Steam inlet temp. (°C) 174 stable temperature. m) When the water has drained from the vaporiser shell side,
Steam outlet temp. (°C) 169 approx. close in the condensate drain valve to the save-all until it is
The re-evaporator consists of two knitted mesh filters inserted into the just cracked open. Allow the vaporiser to slowly warm-through
Inlet pressure (kPa(g)) 800 discharge piping to fractionate the droplets and create the necessary turbulence and close the valve when the condensate outlet temperature is
Outlet pressure (kPa(g)) 800 to transform the small droplets into a fine fog of liquid gas. There are also two approximately 170°C.
Nozzle velocity, inlet (m/s) 20.8 17.7 17.7 conical baffles installed in the same section of pipe to allow any carry-over of
Nozzle velocity, outlet (m/s) 0.21 0.18 0.18 liquid to be directed in to the gas stream on the pipe bottom. n) Once the steam pressure has risen to the operating pressure,
close the steam bypass valve CS07 and fully open the main
Condensate Drainage steam supply valve CS06. The vaporiser is now ready for use.
General Description
The steam condensate from the vaporiser is returned to the atmospheric drains o) Set up all the LNG valves on the cargo system required for the
The forcing vaporiser is used to supply the engines with additional fuel gas tank via the gas/vent drains tank, which is fitted with a gas detector sampling operation to be carried out.
when the natural boil-off pressure is insufficient to maintain the demand when point in case of a failure of any tubes within the vaporiser. The tank is also
the engines are operating in fuel gas mode and to increase the tank pressure in fitted with a high level alarm. Position Description Valve
dual fuel mode.
Open Main LNG supply valve to vaporisers CS601
The forcing vaporiser and its controllers maintain the vapour header pressure at Procedure to Prepare the Forcing Vaporiser for Use Open Vaporiser filter inlet valve CS525
its set point by supplementing the natural boil-off rate from the cargo tanks by Open Vaporiser filter outlet valve CS524
vaporising part of the LNG cargo when operating in fuel gas only (100% gas) a) Ensure that there is a control air supply to the cargo machinery
Open Forcing vaporiser inlet valve CS511
mode. At design boil-off rate on the loaded and ballast voyage, 0.15% per day, room.
Open Forcing vaporiser outlet valve CG517
the forcing vaporiser will supply about 40% of the engine load requirements
when operating at NCR and 50% when operating at MCR. On the ballast b) Ensure that there is a main steam supply to the cargo machinery Auto Forcing vaporiser control valve CS512
voyage, the natural boil-off rate is reduced, so the forcing vaporiser will be room. Auto Forcing vaporiser temperature valve CS513

Illustration 4.7b Forcing Vaporiser Mimic

p) At the CCR console, select the vaporiser mimic on the IAS and Note: The gas sampling system must be in operation prior to and during any
set the temperature required on the temperature controller for cargo operations which involve LNG and GNG entering the cargo machinery
LNG vaporiser. room pipework system.
q) Turn the auto-control switch to the AUTO position on the flow When one of the trip causes are active, the following actions will be initiated:
control valve CS512.
• Supply and bypass valves will automatically shut.
r) Ensure that there are no alarms or trips active on vaporiser. • Unit shutdown relay output will be opened immediately.
• The common trip indicator on the local panel is powered.
s) Turn the auto-control switch to the MAN position on LNG
vaporiser temperature control valve CS513.
Shutdown Reset
t) Monitor all pressures and temperatures and drain pot level until A reset button is placed on the IAS mimic and has to be activated in order to
the vaporiser has stabilised. reset the shutdown logic, and to get power back on the valve solenoids.
u) Once the vaporiser has stabilised and at the required temperature, The following alarms and trips are available:
change the temperature control valve CS513 to the AUTO
position.
Set Point - Forcing Vaporiser
CAUTION
Set Point - Forcing Vaporiser
Thorough checks around the forcing vaporiser and the associated flange
connections must be conducted during operation. No. Tag Description Normal Signal Set Point
Operation
Type Action
Procedure to Shut Down the Forcing Vaporiser After Use
1 32 PT 1 Gas inlet pressure 300kPa(g) - - -
a) Close the vaporiser main LNG supply valve CS601, allowing
2 32 TE 1 Gas inlet temperature -163°C - - -
the liquid to boil-off naturally and ensure that one of the control
valves remain open for draining purposes. 3 32 PIT 2 Gas outlet pressure 20kPa(g) - - -
b) Allow the inlet and outlet temperatures to equalise before - FBO temperature control 1st stage -40°C
manually closing the liquid supply valve CS511. 4 32 TE 2 Gas outlet temperature
L Alarm Not Used
c) Close the main steam supply valve 101V after all the LNG in the
H Alarm +85°C
vaporiser has evaporated.
5 32 TE 4 Condensate temperature +150 ~ +190°C L Alarm +90°C
d) Crack open the shell side condensate drain valve to lower the
pressure of the forcing vaporiser. 6 32 TSLL 4 Condensate temperature switch - LL Trip +80°C-
e) Once the shell pressure is at atmospheric pressure, open the 32 LSH 4 0mm H Alarm 250mm
shell vent valve. 7 Condensate level switch
32 LSHH 4 0mm HH Trip 330mm
f) Close the condensate inlet valve CS08 to the steam trap.
g) Close the condensate outlet valve CS09 from the steam trap.
Note: Cargo machinery room exhaust fans must be in operation prior to and
during any cargo operations which involve LNG and GNG entering the cargo
machinery room pipework system.

Illustration 4.8a Boil-Off Gas Mist Separator

4.8 Spray Pre-Cooler and Mist Separator
Mist Separator
Model VMS-16/16-1100 Gas Composition: Standard D Case: Laden Voyage
Model VMS-16/16-1100
PERFORMANCE DATA 1 2 3 4 5 6 7
No. of sets: 1
Operating case Design 3 x LD comp Start Up 2 x LD comp FBO FBO FBO
Fluid Mix Mix Mix Mix Mix Mix Mix
Introduction Total mass flow kg/h 6,509 13,494 2,402 11,948 4,482 3,604 3,023
Inlet Forced boil-off % 100% 37% 370% 300% 250%
During all periods that the vessel is in service and is ‘gassed-up’, the boil-
Mass flow kg/h 1,100 1,100 4,070 3,300 2,750
off from the tanks will be burnt as fuel in the ship’s main generating plant or
-100
disposed of in the gas combustion unit. This gas burning operation is started Inlet temperature ºC -100 -100 -100 -100 -100
from the engine room and controlled by the ship’s engineers from the ECR. Inlet Natural boil-off % 150% 311% 30% 250% 10% 7% 6%
Mass flow kg/h 6,509 13,494 1,302 10,484 412 304 273
When using the natural boil-off (NBO) as fuel for the ship’s main generating
Inlet temperature ºC -100 -100 -100 -100 -100 -100 -100
plant, it is of the utmost importance that no LNG liquid is carried over into the
suction side of the LD compressors. For this reason, the gas passes through Outlet Temperature ºC -100 -99.7 -98.7 -99 -99.7 -99.7 -99.7
a mist separator before reaching the LD compressors to protect the LD Dew point ºC -161.2 -161.2 -86.1 -102.2 -78.0 -77.9 -78.0
compressor impeller. Density kg/m3 1.160 1.158 1.203 1.167 1.248 1.249 1.248
Volume flow m3/h 5,610 11,657 1,996 10,239 3,591 2,886 2,422
The vessel is fitted with one spray pre-cooler for the mist separator and two
water after-coolers, one for the regasification plant and one for the engines. Fluid quality Dry Dry Wet Dry Wet Wet Wet
Condensate weight% 1.9 5.9 5.9 5.9
The spray cooler is supplied with cold LNG liquid from the in-use spray pump, kg/h 46.8 262.4 212.7 176.9
this liquid is sprayed into the flow of vapour passing through the cooler, thus Outlet Gas Composition LNG Design 3 x LD Comp Start Up 2 x LD Comp FBO FBO FBO
reducing the vapour temperature.
Nitrogen: Mole % 0.690 0.318 0.064 0.640 0.645 0.641
The vertical separator vessel, with an inlet nozzle from the gas header and Methane: Mole % 89.630 95.837 99.045 92.439 92.376 92.422
one outlet nozzle to the LD compressors, eliminates more than 99.5% of any Ethane: Mole % 6.320 2.888 0.582 5.672 5.718 5.681
mist. Any droplets formed inside the unit are directed to the bottom of the
mist separator where they are blown out of the drain pot by nitrogen using the Propane: Mole % 2.160 0.833 0.199 1.170 1.173 1.171
automatic drain sequence to No.3 or No.4 cargo tank liquid dome. Butane: Mole % 1.200 0.127 0.110 0.083 0.083 0.083
Pentane: Mole %
Mist Separator Total: % 100.00. 100.00 100.00 100.00 100.00 100.00 100.00
Tag No. Item Duty Action Set Point Condensate Composition
PDT 1 NBO LNG level - HH trip - Nitrogen: Mole % 0.001 0.002 0.002 0.002
PDT 2 Drain pot LNG level - - - Methane: Mole % 2.775 2.816 2.816 2.816
Ethane: Mole % 4.002 8.925 9.005 8.941
Propane: Mole % 25,696 39.471 39.590 39.495
Butane: Mole % 67.525 48.786 48.587 48.746
Pentane: Mole %
Total: % 100.00 100.00 100.00 100.00

Illustration 4.9a Mist Separator and Spray After-Cooler
Forcing Vaporiser Compressor External T Valves L/R

ESD Trip Stop Trip Reset Control Position Set Point
32XA 41XA 41XA 41HS 41ZI 41PDAHH 41ZIL 41ZIH 41ZIL 41ZIH 41ZIL 41ZIH 41LIC 41L 41HIC 41TI
5 5.1 5.2 1 1 1B 1B 1A 1A 1C 1C 2 1 1.1 2
IAS System In
Condensate Valve Cargo Control Room
Control Safe Area Key
Purge 41TIC
41XA Control 1
LNG Liquid
T
41HIC
1.2 LNG Vapour
LNG Condensate
Compressed Air
Nitrogen
Electrical Signal
Remote I/O
Interface Box Instrumentation
Forcing Vaporiser
A B C D 41HS 41POT 41TI

1 1 2
41TE
2
To Low Duty Compressor CM2
41SV 41PCV
1C 1C
S
41PDIT 41ZSL 41PDIT To Low Duty Compressor CM4
1 1C 2
H L L H
41ZSH
1C
FO
41LCV
Forced Boil-Off Gas Spray Pre-cooler 1C
Mist
Separator 41LCV 41FO 41LCV
1B 1A 1A
FO FC
N2 Supply
Natural Boil-Off Gas A B
41ZT
1 41ZSH 41ZSL41ZSH
1B 1A 1A
C
41ZI
41SV 1 41ZSL
Drain 41PCV
1 S 1B Pot 1A
D S
FC 41PCV
1B 41SV
41TCV 1A
S
41HY 1
1
Drain To Tank
41SV
1B
Common LNG Supply

41PCV
1
To LNG Vaporiser
LNG Supply
To Forcing Vaporiser
LNG Supply
Reference Drawing: 704 209191

4.9 After-Heater/Cooler Set Point - Mist Separator and Spray Pre-cooler
The vessel is fitted with one spray pre-cooler for the mist separator and two No. Tag Description Normal Signal Set Point
water after-coolers, one for the regasification plant and one for the engines. Operation
Type Action
The water after-coolers use fresh water to cool the vapour from the LD
1 41 PDIT 1 Mist separator LNG level 0 ~ 2kPa (*) H- Alarm 6kPa (*)
compressors from 115°C down to 50°C before being sent to the engine room
as fuel for the engines and auxiliary boiler or to the regasification plant. HH Trip 8kPa (*)
2 41 PDIT 2 Drain pot LNG level 0 ~ 8kPa (*) Level control 1 ~ 8kPa (*)
No.1 water after-cooler is used to supply the engine room and No.2 for the
regasification plant. It is possible to interconnect these coolers through the 3 41 TE 2 Gas outlet temperature -100°C FBO temperature control -100°C
crossover valves.
* Note: A liquid/condensate density of 650kg/m3 was used for differential pressure calculation.
No.1 Water After-cooler 187-ST-19,05/15,75-34 Data Set Point - After-cooler and Recondenser
Performance 1 72 TE 2 Gas outlet temperature + 40 ~ +50°C - - -

Fluid Allocation Shell Side Tube Side
Set Point - After-cooler to Engine
Fluid Fresh water BOG
Temperature (in/out) °C 36.00 41.10 115.00 50.00 1 71 TE 2 Gas outlet temperature + 40 ~ +50°C - - -
Fluid quantity total kg/h 44,131 5,500
including 20% margin
Inlet pressure kPaA 500 650
Pressure drop kPa 53 1
Heat exchanger kW 217.7
No.2 Water After-cooler 284-ST-19,05/15,75-39 Data

Performance
Fluid Allocation Shell Side Tube Side
Fluid Fresh water BOG
Temperature (in/out) °C 36.00 44.40 115.00 50.00
Fluid quantity total kg/h 53.585 11,000
including 20% margin
Inlet pressure kPaA 500 650
Pressure drop kPa 75 3
Heat exchanger kW 435.4

Illustration 4.10.1a CTS Radar Gauge System
Cargo Control Room Electrical Equipment Room

FS39 CTS Main Cabinet
NDU/PDU Cabinet
2,100 x 800 x 800
Yard Supply Console
NDU A1
Patch
NDU B1
Box
CTS 0536
NDU C1
A
PDU A1
Output IHLA
LAEH/LAVH & Override
PDU B1 LAEH/LAVH
To ESDS Panel
Key
NL-200 For Trim & List Laser Printer (Colour)
Electrical Signal
230V AC
24V AC
Yard Supply A
Safe Area
Hazardous Area
Pipe Duct
Trim/List
Inclinometer
Vapour Vapour Vapour Vapour

Passageway Transmitter Passageway Transmitter Passageway Transmitter Passageway Transmitter
GT402 Level GT402 Level GT402 Level GT402 Level
Cabinet Radar Tops Radar Cabinet Radar Tops Radar Cabinet Radar Tops Radar Cabinet Radar Tops Radar
Node Node Node Node
GLA-100/5 GLA-100/ GLA-100/5 GLA-100/ GLA-100/5 GLA-100/ GLA-100/5 GLA-100/
Node 5-TOP Node 5-TOP Node 5-TOP Node 5-TOP
ESD/ ESD/ ESD/ ESD/

LAHH/ LAHH/ LAHH/ LAHH/
LAVH LAVH LAVH LAVH
LAH LAH LAH LAH
Sensor Sensor Sensor Sensor
Stand- Stand- Stand- Stand-

Temperature pipe Temperature pipe Temperature pipe Temperature pipe
Sensors Sections Sensors Sections Sensors Sections Sensors Sections
Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1
Reference Drawing: BL001, Rev. C

4.10 Custody Transfer System (CTS) The level is then corrected for trim and list of the ship, these are values For more detailed explanation, refer to the manufacturer’s description of the
obtained from the inclinometer, calculated from the ship’s draught system or AUTROCAL® function.
inserted manually to the system. If the trim/list values used in the calculation
Introduction are not coming from a calibrated device, this will be notified in the report as
manually fed values. Trim/List Measurement
The loading and discharging of LNG to/from a LNG ship is a closed cycle
operation performed by providing a vapour return line between the tank on All corrections done to the measured level are based upon approved correction The common practice today is to use an inclinometer for trim/list, probably
shore and on board. This avoids displacement of vapour to the atmosphere. tables approved by a third party and stored in the processing unit of the system. because the instrument is easier to verify than if draught gauges are used.
Two or more shore tanks can be involved for easier cargo operation. Based Correction factors used shall be printed in the report.
upon this, it is normal practice to implement the custody transfer system on The inclinometer is installed in the pipe duct between No.2 and No.3 tanks.
board the LNG ship to ensure more accurate volumetric measurements.
Temperature Measurement If the trim/list values are to be calculated from the ship’s draught gauges and to
All measurement devices used in the system are calibrated and verified by The temperature values are obtained from sensors installed at different levels comply with the specification, the gauges used must be calibrated.
a third party (ie, NKKK, SGS, KIMSCO) selected by the customer. The in the tank. Normally, four sensors with a back-up of an additional four sensors
requirement for the radar level gauge is a maximum permissible error of ± (3.3 mounted adjacent the temperature sensor are installed. On membrane tank System Description
+ 0.08D) mm where D is the distance, in metres, from the upper reference point ships, normally six sensors with back-up sensors are installed. The position
to the liquid surface. of the sensor elements in the tank are normally tank top (always in the vapour The CTS will take signals from the primary level gauges and automatically
space) at 75% level, 50% level, 25% level and tank bottom (approximately 5% and continuously calculate cargo volumes, corrected for trim and list, from
The temperature sensors used are of resistance thermometers PT100/⅓ level). If a sixth sensor is installed on membrane tanks, this is placed as close signals taken from an inclinometer, with accuracy better than ±0.025º for list
DIN (Class A) 4 wires, and shall have an error not more than ±0.2°C for to the bottom as possible (50mm above bottom). and ±0.01º for trim. The trim and list sensor shall be sealed.
temperatures ranging between -165°C and -145°C, ±1.5°C for temperatures
ranging between -145°C and +50°C. The operator of the system can select from the display unit, which sensors shall The inclinometer used has a range of ±2° for the trim and ±5° for the list. The
be used for temperature measurement at each level, main sensor or back-up. instrument measures an angle based upon the position of its installation. The
The pressure transmitter for measuring the vapour pressure has an accuracy The system will not allow the operator to select two sensors at the same level in base plate of an inclinometer is very small, seen in relation to the overall axis
better than ±1% of full scale at all ambient temperatures. the tank. It is also possible to insert manual values for each temperature which it shall measure and it assumes that the axis is a straight line. The inclinometer
are used as parameters when the system does the calculation. If this option is takes no consideration to sag/hog of the ship’s hull. It is therefore important to
The inclinometer used for trim/list measurement has an accuracy better than used it will be notified in the report that calculations are done with manually consider where the instrument is installed.
±0.025º for list and ±0.01º for trim. set values.
The positioning of the instrument can have direct influence on the result of the
The exact length of each temperature sensor referred to the top ‘0’ point is measurement, especially for trim.
Level Measurement programmed into the system’s memory. The position of each sensor element
is corrected according to the temperature in the vapour space. By knowing
The level measurement is performed with a radar antenna placed on the tank/ the level in the tank, the system can determine which sensor that is immersed
dome top. By transmitting a microwave pulse in a still pipe, which is reflected in liquid and sensors in the vapour space. Each temperature sensor in use is
from the surface of the cargo, the process unit for the radar antenna calculates displayed and printed in the report; additionally, the arithmetic mean value of
the level in the tank. the sensors immersed in liquid and sensors in the vapour space are calculated,
displayed and written to the report.
Reference data related to the calibration of the radar unit, including the
processing unit and reference signatures in the still pipe, is stored in the system The temperature used in the calculation is the arithmetic mean values of
memory and is taken into consideration when the tank level is calculated and temperatures from all tanks (ship value).
presented as a value. The level is stored in the system and the average level
displayed is the arithmetic mean value of the last four measurements with a
time interval of 15 seconds. Due to requirements from the customer, the time Pressure Measurement
interval for measurements can be altered in the system. A pressure transmitter of absolute type is installed on each tank/dome top to
monitor the vapour pressure inside the tank.
Level System Description
The pressure value is displayed in the system and in the report.
On a membrane tanker ship, the measured level is compensated with the
temperature correction factor for the still pipe. This is done due to the The functionality and architecture of this system do not require use of vapour
movement of the still pipe signatures related to the average vapour temperature pressure to calculate the correct level in the tank.
inside the tank.

Illustration 4.10.1b CTS Flow Diagrams
CTS Calculation Flow Diagram CTS Report Printout Flow Diagram
Read Observed Level Operator’s Active Printouts

Printouts
(Every Fifteen Seconds) Workstation of Data
Start CTS Report Logging
Average Level
(Based Upon the
Last Five Readings) Average Average Vapour Average Liquid
Level Level Trim List Temperature Temperature
Average Level Average Level Calculation Trim List Pipe

Trim Correction Trim Correction Table Correction Correction Correction
Correction of Five Measurements
Table Table Table
Trim/List from Sensor
List Correction List Correction Table

Correction of
Level
Pipe Correction Pipe Correction Table
Volume
Temperature Sensor
at -160°C
Corrected Average Level
Average Vapour Temperature
Temperature Sensor
Retrieve Volume Volume Table Add Volume

from Corrected Level at -160°C Volume from Other Tanks
from all Tanks
Adding Volume Volume from Other Tanks After Eighty Seconds Quantity of Measurement
from all Tanks The First Page Prints Out Before Loading/Unloading
Snap Shot Report

Sorting of Snap Shot Report
Stored Data Activated with
Measured Data
Corrected Liquid Volume Defined Printing Intervals
at Observed Average
Temperature
Quantity of Measurement Transfer Document of

Stop CTS Report Logging
After Loading/Unloading Loading/Unloading
End

4.10.1 Radar Based Level Gauge Illustration 4.10.1c CTS Instant Readout Screen
Tank Level Measurement System
Manufacturer: Kongsberg
Type: K-Gauge CTS System
System: GLA-100/5
Displays: 1 x 27 inch CTS monitor
Measuring range: 0 to 50m
General Description of the Tank Radar System
The radar transmitters on the top of each cargo tank emit microwaves, directed
by an antenna, towards the surface of the tank contents. The antenna then
picks up the echo from the surface and the difference in frequency between
the transmitted and reflected signal is directly proportional to the measured
distance, ie, the ullage.
The tank radar system, which is the main part of the cargo tank control system
is made up of the following units:
• Level unit.
• Transmitters.
• Workstation.
Level Unit Cabinet

Located in the electrical equipment room, the level unit cabinet contains
terminals for the intrinsically safe connection of the radar transmitters,
temperature and pressure sensors, as well as the independent high level alarm
unit. It contains the electronics used for processing the signals from the
transmitters for calculating the tank parameters, average cargo temperature and
for communicating with the workstation. Signals from the high level alarm unit
are also processed and sent to the workstation display and the IAS alarm unit.
Transmitters
Mounted on the tank dome are the units required for the measurement and
calculation of the tank contents. Signals from the various units are sent back to
the level unit where they used to calculate the tank contents and then displayed
at the workstation and NL296 graphic displays.
Tank Radar Gauges

The radar tank gauges GLA100/5 measure the distance to the product surface
by transmitting a microwave pulse in a 31.2m still pipe. This is reflected from
the surface of the cargo and the process unit for the radar antenna calculates
the level in the tank.

Illustration 4.10.1d CTS Cargo Densimeter

Reference data related to the calibration of the radar unit, including the Density Measurement Trim/List Measurement
processing unit and reference signatures in the still pipe, are stored in the system
Density is a measurement of mass per unit of volume and is an absolute The trim and list is automatically input to the CTS, but can also be input
memory and is taken into consideration when the tank level is calculated and
quantity and because LNG is not a pure substance, the density of LNG varies manually if required. The CTS takes the signals from the primary level gauges
presented as a value. The level is stored in the system and the arithmetic mean
slightly with its composition. and automatically and continuously calculates the cargo volumes, corrected for
of the last four measurements within a 15 second time interval is then displayed
trim and list, from signals taken from an inclinometer, with accuracy better than
as the average level in the tank.
The chemical composition of LNG is a mixture of methane, ethane, propane ±0.025º for list and ±0.01º for trim. The trim and list sensor shall be sealed. The
and butane with small amounts of heavier hydrocarbons and some impurities, inclinometer used has a range of ±2° for the trim and ±5° for the list.
The measurement level is compensated with a temperature correction factor
notably nitrogen and complex sulphur compounds, water, carbon dioxide and
for the still pipe. The level is then corrected for trim and list values obtained
hydrogen sulphide which may exist in the feed gas but are removed before The instrument measures an angle based upon the position of its installation.
from the inclinometer, calculated from the vessel’s draught system or inserted
liquefaction. Methane is by far the major component, usually over 85% by
manually.
volume. The base plate of an inclinometer is very small, seen in relation to the overall
axis it shall measure and it assumes that the axis is a straight line. The
All correction factors used are printed on the CTS report.
With the Kongsberg radar based density meter, the density of the LNG is inclinometer takes no consideration to sag/hog of the ship’s hull. It is therefore
monitored continuously as long as the sensing part of the pipe is immersed in important to consider where the instrument is installed. The positioning of
Temperature Measurement LNG. This can be done at each tank, or averaged over several tanks. the instrument can have direct influence to the result of the measurement,
especially for trim.
Two sets of MN3927PU temperature sensors, one main and one back-up,
The system measures the position of fixed markers inside a still pipe, from 6
are mounted on the tank adapter flange with the level gauge. There are two
to 40m long. The density of the liquid filling the column between each two
connection boxes at the tank adapter flange for the connection of the temperature Workstation
markers are continuously measured, and the density profile down the tank are
sensors. Signals from the connection boxes are sent via LON nodes mounted in
presented for every 6m. The workstation is used by the operator for monitoring the tank liquid levels
the trunk deck passageway to the level unit cabinet for processing.
(ullage), liquid and vapour average temperatures, cargo volumes at average
A frequency sweeping microwave signal is emitted by the radar through temperatures and all the other data that is handled by the tank radar.
These sensors are mounted at different levels within the tank, each in an open
the pipe, where the sensing part(s) of the pipe consist of specially designed
pipe except the bottom sensor which is mounted on a special bracket:
markers at both ends. The radar receives a reflected signal from both the The workstation takes care of the alarm handling of the measured values and
• Tank top (always in the vapour space). upper and the lower marker, and by measuring the position of these carefully the transfer of all requested data to the IAS. The workstation is a part of the
calibrated references, the density of the liquid filling the sensing part of the cargo control console, comprises one 27 inch monitor and is operated with
• 75% level.
pipe is calculated. a trackball and keyboard to activate various functions. The display works
• 50% level. under the Windows-XP environment. Different windows can be opened and
• 25% level. Each density meter is connected to a dedicated signal processing unit. Density displayed, a colour laserjet has been provided for printing the CTS reports.
is measured tank by tank, and the system can present the FSRU’s average
• 5% (approximately tank bottom). density.
Operation
The operator can select from the display unit which sensor is to be used for If it is required to adjust the density measurement value, this can be achieved
measurement at each level (main or back-up), but it should be noted that it is from the IAS workstation on the LNG Densimeter menu page. a) Move the trackball (mouse) pointer to the area on the screen to
not possible to access two sensors at the same level. It is also possible to input be activated or selected.
manual temperature values for use in the calculation if necessary.
b) Select the area to be activated, then click on with the left-hand
The position of each sensor element is corrected according to the temperature button. This registers a ‘hit’ and activates the function of the
in the vapour space. By knowing the level in the tank, the system can determine area where the cursor was positioned.
which sensor is immersed in liquid and which sensors are in the vapour
space. c) If the trackball should fail, it is possible to move the cursor with
the arrow keys on the keyboard.
Pressure Measurement
d) Press an arrow key once to move it just slightly, or keep it
A GT402 pressure transmitter of the absolute type is installed on each tank pressed to move the cursor quickly.
dome to monitor the vapour pressure in the tank. The tank pressure is displayed
in the system and on the CTS report. The outlets from the vapour pressure e) To activate a function, once the cursor has been positioned
outlet are connected to the pressure gauge board on deck and are also displayed correctly, press the CONTROL key and the RETURN key at the
in the CTS system. same time, this corresponds to a ‘hit’ by the trackball.

Illustration 4.10.1e CTS Cargo Tank Mimic

Alarms The average liquid temperature will be calculated as follows: Loading
The tank radar system together with the Omicron high level alarm system • Summation of all liquid temperature read-outs in all tanks Transfer Liquid Volume:
raises alarms at different levels within the IAS system. These are as follows: divided by the total number of temperature sensors in liquid.
• Total corrected volume before loading.
Level Limits • Total corrected volume after loading.
Custody Transfer System
Alarm Type Level FSRU Level LNG Action Before Loading:
Mode Mode The CTS process image can be accessed via the drop-down menu by selecting
Extreme high 98.5% 99.0% ESD activation WINDOW, then CTS DATA. The display has the following main purposes: • Total corrected volume is corrected by the average vapour
temperature.
Very high 98.0% 98.5% Filling v/v close • To display the measured values relating to the CTS.
Spray v/v close
• To enable the generation of reports at the start and end of cargo After Loading:
High high 97.5% 98.0% Filling v/v <10%
loading. • Total corrected volume is corrected by the average liquid
High 95.0% 95.0% Alarm
• To enable the generation of reports at the start and end of cargo temperature.
Low 0.390m* 0.260m** * Regas pump stop
** Cargo pump stop discharging.
The report headings contain the following information:
Low low 0.120m 0.120m Spray pump stop • To allow the operator to enter values manually.
• Ship’s name (fixed in the report).
Pressure Limits • Port name (inserted by the operator before the report is
Calculation of Transferred Volumes
Alarm Type Pressure Pressure Action started).
FSRU Mode LNG Mode For the loading operation, the transferred volume is the difference between the • Cargo number (inserted before loading and will not be changed
70kPa 25kPa Open safety valves total liquid volume at the closing (high liquid level) and opening (low liquid until next loading operation).
High high 67kPa 22kPa Spray V/V close level).
• Chief officer (inserted by the operator before the report is
Spray pump stop started).
High 65kPa 20kPa Alarm only For the unloading operation, the transferred volume is the difference between
the total liquid volume at opening (high liquid level) and closing (low liquid, • Date format (YY/MM/DD) default can be changed.
Low 3kPa 3kPa Pump start interlock
level).
Low low 2kPa 2kPa All pump stop • Time format (hours/minutes) default can be changed.
Note: The total liquid volume is expressed as cubic metres at -160°C. Normally three sheets are generated for one report:
Independent High Level Alarm
• Measured data, quantity before loading/unloading.
Each tank is fitted with an independent high level and overfill alarm. CTS Operation • Measured data, quantity after loading/unloading.
The CTS reporting system automatically creates the report print-out when the • Transfer document of loading/unloading.
Calculations operator activates the CTS function based on the following information:
The calculations of the CTS report performed by the system are based upon Measured Data, Quantity Before Loading/Unloading
methods stated in the International Standard ISO 13398. Unloading
When the custody transfer operation is activated by the operator, the system
Transfer Liquid Volume: starts to log the actual measured and calculated values. After it has taken four
The displayed data is used in the calculation of the average and corrected level, readings at intervals of 15 seconds, 80 seconds in total, the system prints the
total liquid volume, average vapour and liquid temperature, ship’s average • Total corrected volume before unloading.
first report sheet. The values presented are the condition stored as start values.
vapour pressure and transferred volume. • Total corrected volume after unloading.
The system will continue to log and memorise all of the data as long as the
Before Unloading: operation is active.
Averaging of Temperature
• Total corrected volume is corrected by the average liquid
The average vapour temperature will be calculated as follows: temperature. Measured Data, Quantity After Loading/Unloading
• Summation of all vapour temperature read-outs in all tanks When the transfer operation is complete, the operator has to stop the logging
divided by the total number of temperature sensors in vapour. After Loading:
function in the system. With the function terminated, the system prints the
• Total corrected volume is corrected by the average liquid second report sheet. The values presented are the condition stored as stop
temperature which is used before unloading. values.

Illustration 4.10.1f CTS Main Mimic

Transfer Document of Loading/Unloading Illustration 4.10.1g Transfer Document of Loading
This is a print-out of the third sheet and completes the report. The report
presents the calculated values based on the two previous sheets and summarises Transfer Document of Loading
the total quantity loaded. Ship’s Name Gas Tanker
Port Name A Port
Cargo Number
Snapshot Report Responsible Officer Mr Who
During the transfer operation, the operator can generate a snapshot report. Date:
This report has a fixed format and presents the actual condition at the time of Time
Trim (m) 0.17 B/S
printing. List (deg) 0.03 PORT
Avg. Vapour Temp. (°C) -151.7

Failure of the CTS Equipment Avg. Liquid Temp. (°C) -158.41
Avg. Vapour Press. (mbarA) 1.152
If the CTS equipment should fail in one tank during custody transfer, the levels Tank 4 Tank 3 Tank 2 Tank 1
for that tank would have to be measured using the Whessoe float gauge. The
volume calculations and corrections then have to be made by hand, using the Average Level (m) 2.329 0.209 0.223 0.214
Level Correction (m) -0.007 -0.007 -0.007 -0.007
hard copy of the tank gauge tables. Trim Correction (m) -0.068 -0.068 -0.068 -0.068
List Correction (m) 0.003 0.003 0.003 0.003
Corrected Level (m) 2.251 0.131 0.145 0.136
The float gauges must be kept blocked at their top stored position when at sea.
In port, during cargo operations, the floats should be manually lowered to the Volume at - 160°C (m3) 1629.053 135.469 153.321 136.317
liquid level. The float will then automatically rise and lower with the liquid
Total Volume at - 160°C (m3) 2054.160 Thermal Correction Factor 1.00014
level. Total Corrected Volume 2051.159 A
After the cargo operations have been completed, the floats should be returned After Loading
to their raised stored position before the vessel leaves the port. Date:
Time
Trim (m) 0.00 B/H
In this case, a Cargo Record Report Sheet is manually completed using the List (deg) 0.68 PORT
gauging tables. These contain the correction figures for trim, list and thermal
Avg. Vapour Temp. (°C) -139.195
value (level gauge) of each individual tank in order to give the corrected level Avg. Liquid Temp. (°C) -158.08
and volume in each cargo tank. Avg. Vapour Press. (mbarA) 1.181
Tank 4 Tank 3 Tank 2 Tank 1
Average Level (m) 25.600 26.517 25.600 25.600

Level Correction (m) -0.007 -0.007 -0.007 -0.007
Trim Correction (m) -0.007 -0.007 -0.007 -0.007
List Correction (m) 0.009 0.024 0.023 0.023
Corrected Level (m) 25.602 26.486 25.570 25.570
Volume at - 160°C (m3) 19114.537 22963.057 22022.599 22024.998
Total Volume at - 160°C (m3) 166,630.60 Thermal Correction Factor 1.00069

Total Corrected Volume 166,629.96 B
Summary
Total Corrected Volume 164,578.45 Rounded 164,578
COMPANY NAME
Ship’s Master
For Buyer(s)
For Seller(s)
Surveyor

Illustration 4.10.1h CTS Status Mimic

Independent High Level Alarm System Note: The high high level and the very high level alarms are to be tested prior
to each loading and discharge.
Model: GLA 100/TOP
No. of sets: 4
Measuring range: 0 to 9m
Introduction
The vessel’s cargo tank overflow protection system is fitted to comply with the
IMO, USCG and Classification Society’s requirements. To comply with these,
the high level alarm and overfill alarms are completely separate from any other
alarms raised by the custody transfer measurement system.
Description of the Overflow Protection Radar System

The GLA100/5-TOP radar transmitters for the cargo tank overflow protection
system are located on the top of each cargo tank, in addition to the GLA-100/5
for cargo measurement.
Like the GLA-100/5, it emits microwaves, directed by an antenna, in a 9

metre still pipe, towards the surface of the tank contents. The antenna then
picks up the echo from the surface and the difference in frequency between
the transmitted and reflected signal is directly proportional to the measured
distance, ie, the ullage.
The tank radar system, which is the main part of the cargo tank protection
system is made up of the following units:
• Level unit.
• Transmitters.
• Operator panel.
Operation
Once the level in the tank reaches the preset limits, an alarm is activated on the
TOPS operator panel and the CTS.
Level Limits
Alarm Type Level FSRU Level LNG Action
Mode Mode
Very high 98.0% 98.5% Filling v/v close
Spray v/v close

Illustration 4.10.1i CTS Configuration Mimic

Illustration 4.10.1j Certificate of Measurement
Certificate of Measurement Certificate of Measurement
Before Loading After Loading
Ship’s Name Gas Tanker Ship’s Name Gas Tanker

Date: Date:
Time Time
Port Name A Port Port Name A Port
Cargo Number Cargo Number
Responsible Officer Mr Who Responsible Officer Mr Who
Trim (m) 0.17 B/S Trim (m) 0.00 B/H
List (deg) 0.03 PORT List (deg) 0.68 PORT
Tank 4 Tank 3 Tank 2 Tank 1 Tank 4 Tank 3 Tank 2 Tank 1

TEMPERATURE (°C) TEMPERATURE (°C)
Tank Top (°C) -148.09 V -146.29 V -147.79 V -147.66 V Tank Top (°C) -137.40 V -137.49 V -140.28 V -141.69 V
75% Height (°C) -152.59 V -150.66 V -152.09 V -152.06 V 75% Height (°C) -158.06 L -158.06 L -158.07 L -158.19 L
Tank Bottom (°C) -158.37 L -158.40 L -158.29 L -158.18 L Tank Bottom (°C) -157.99 L -157.99 L -158.18 L -157.97 L
Avg. Vapour Temp. (°C) -152.50 -150.80 -151.94 -152.09 Avg. Vapour Temp. (°C) -137.40 -137.49 -140.28 -141.69
Avg. Liquid Temp. (°C) -158.37 -158.40 -158.29 -158.18 Avg. Liquid Temp. (°C) -158.08 -158.06 -158.09 -158.07
Vapour Pressure (mbarA) 1.152 1.152 1.152 1.152 Vapour Pressure (mbarA) 1.181 1.181 1.181 1.181
LEVEL MEASUREMENTS (m) LEVEL MEASUREMENTS (m)

1st Reading (m) 2.327 0.207 0.221 0.212 1st Reading (m) 25.600 26.517 25.600 25.600
2nd Reading (m) 2.327 0.204 0.226 0.214 2nd Reading (m) 25.600 26.517 25.600 25.600
3rd Reading (m) 2.333 0.208 0.229 0.216 3rd Reading (m) 25.600 26.517 25.600 25.600
4th Reading (m) 2.329 0.214 0.222 0.214 4th Reading (m) 25.600 26.517 25.600 25.600
5th Reading (m) 2.328 0.212 0.223 0.212 5th Reading (m) 25.600 26.517 25.600 25.600
Average Level (m) 2.329 0.209 0.223 0.214 Average Level (m) 25.600 26.517 25.600 25.600
Level Correction (m) -0.007 -0.007 -0.007 -0.007 Level Correction (m) -0.007 -0.007 -0.007 -0.007
Trim Correction (m) -0.068 -0.068 -0.068 -0.068 Trim Correction (m) -0.007 -0.007 -0.007 -0.007
List Correction (m) -0.003 -0.003 -0.003 -0.003 List Correction (m) 0.009 -0.024 -0.023 -0.023
Corrected Level (m) 2.251 0.131 0.145 0.136 Corrected Level (m) 25.602 26.486 25.570 25.570
Volume at - 160°C (m3) 1629.053 135.469 153.321 136.317 Volume at - 160°C (m3) 46875.948 46875.948 46875.948 26002.124
Thermal Correction 1.00018 1.00013 1.00013 1.00013 Thermal Correction 1.00069 1.00069 1.00069 1.00069
Corrected Volume 1628.053 134.469 153.320 135.317 Corrected Volume 46874.948 46874.948 46874.948 46874.948
Total Corrected Volume 2,051.159 Total Corrected Volume 166,629.96
COMPANY NAME COMPANY NAME

Ship’s Master Ship’s Master
For Buyer(s) For Buyer(s)
For Seller(s) For Seller(s)
Surveyor Surveyor
Reference Drawing: ??????????

Illustration 4.10.2a Whessoe Gauging System
Key for access to

next or previous
tank.
% of filling MODE
Hazardous Area Non-Hazardous Area indication.

Product name. 90%
Tank No 1 Tank Name.
2047MT 2047MT Indication mode LNG-5 Level indication

(Tank 3) (Tank 4) Ullage/Level. in: Meter/Feet/
ULL AL
20.640m
Inch.
1084 Receiver Bar graph % of H-H Level alarm
filling. indication.
AVG To AL Spot To Press AL
Pressure alarm
SET
-120.5oC H T1: -120.5oC -10 mbar L
Average indication.
temperature Alarm: Tk No 6 H-H Level. ALARM
indication Pressure
in oC/oF.
STATUS: COM 4 Rx Fault - Tank <<n>> POWER indication in:
BUZZER mbar/Kpa
To Host Computer Power Supply “COM IN” Key for direct
communication WHESSOE access to
status indicated tank’s
3304 Gauge 3304 Gauge page in alarm.
AVG To Spot Temperature. Last alarm
alarm Scanning indication window.
indication. from 1 to 5.
2047MT 2047MT
(Tank 2) (Tank 1)
Keypad
It allows displaying different screens as tank page, tanks list, and alarms list, to get the access to the configuration menu and to
accept and acknowledge alarms occurring.
“Mode” Key Functions

- Navigation from an automatic scrolling of tanks pages to a manual display of tank, tank list(s) and alarm list(s) pages.
- Access to configuration menus (Mode + Set).
- Access to tank (Mode + ).
- Capital, small letters/symbols.
“Set” Key Functions

- Buzzer stop.
3304 Gauge 3304 Gauge - Alarms acknowledge.
1761 - LCD brightness (Set + ).
PSU - Access to configuration menus (Mode + Set).
- Settings confirmation.
“Arrows” keys functions

Power Supply - Manual display from tank page No 1 to tank page No “n” ( ).
- Direct access to tank in alarm ( ).
- Displacement from line to line ( ).
Tank Page
This page displays:
- All level, temperatures, pressure and alarms information regarding the tank selected.
- Last alarm occuring from other tanks, by using key you have direct access to tank in alarm.
- The status of the “COM IN” communication port.

4.10.2 Float Level Gauge graphic display of percentage level, tank temperature and pressure. Command Alarm List - Displays
entry is by means of a splash-proof membrane keypad. The keypad allows the
Manufacturer: Whessoe operator to access the different screens for the tank page, tanks list and alarm • The list of alarms for the level, temperature and pressure and
Type: Figure 3304 list, also to access the configuration menu and accept and acknowledge any their current status (Blinking = not acknowledged, ‘Ack’ =
alarms. acknowledged). Using the ▲, ▼ and ◄, ► keys to move
Quantity: 4 (1 per tank) through the alarms and tanks.
Accuracy: ±7.5mm
Mode Key Functions
Repeatability: ±4.0mm
Operation
Operating range: 0 to 44m • Navigation from an automatic scrolling tank pages and alarm
Ambient temperature to -200°C lists and alarm pages. When powering-up the unit, it initially displays information regarding the
22.5° angle to the vertical (maximum) • Access to configuration menu (mode + set): software version, then it will display by scrolling all the tank pages.
Transmitter type: 2047MT - Access to tank (mode + ◄, ►). By selecting the required mode key, the operator can access the various tank
- Capital to small letters/symbols. and alarm pages. Using the ▼ and ► keys to move through the alarms and
Introduction tanks.
Set Key Functions
Each of the four cargo tanks is provided with an approved secondary level Using the procedures in the Manufacturer’s Operator Manual, the system can
measurement system via a Whessoe gauge as shown in illustration 4.10.2c. This • Buzzer stop. be set up to suit the requirements of the vessel.
secondary system provides an alternative means of cargo level measurement
in the event of the failure of the primary radar gauges system. During cargo • Alarms acknowledge.
Whessoe Figure 3304 Marine Liquid Level Gauge
loading or discharge operations, it is normal to lower the float to the product • LCD brightness (set + ▲, ▼).
level and allow the float to follow the changing liquid level during these The Whessoe gauge is float actuated and employs a tensator spring as a counter-
operations. At the completion of the operation, and before the vessel departs • Access to configuration menu (mode + set): balancing mechanism which maintains a constant tape tension at the float.
the terminal, the float has to be stored in the gauge head to prevent the gauge - Settings confirmation.
spring, float and tape being damaged by the rapid level changes that would This ensures that the float maintains the same level of immersion irrespective
occur when the vessel is at sea. of the amount and weight of the tape paid-out.
Arrow Key Functions
The Whessoe Figure 3304 Marine Liquid Level Gauge has been designed and • Manual display from tank page No.1 to No.4 (◄, ►). Illustration 4.10.2b Flotation Graph for PVC
developed specifically for low temperature liquefied gas carriers to measure
accurately and continuously the liquid levels in marine cargo tanks during • Direct access to tank in alarm (▲, ▼).
loading and discharging. The float in each gauge should be lowered to the liquid • Displacement from line to line (▲, ▼).
level after the ship is securely moored at the LNG terminal. The levels obtained
1.0
from the floats and from the Saab radar gauges should be recorded in the Cargo
Log at the start and completion of each cargo loading or unloading operation. Tank Page - Displays Float Weight = 2 kg
0.9
Any deviation over 10mm should be investigated during the voyage.
• All levels, temperatures, pressure and alarm information
0.8
regarding the selected tank.
The Whessoe gauge panel is interfaced with the IAS workstation and the tank
levels are displayed on the IAS tank screen. The levels displayed on the LCD • Last alarm from other tanks, by using the ▼ key there is direct 0.7
access to the tank in alarm. S.G.
and IAS have not been corrected for tape shrinkage.
0.6
• The status of the ‘COM IN’ communication port.
Each gauge is fitted with a 2047MT type transmitter connected to a 1084 mini 0.5
receiver located in the CCR.
Tank List - Displays 0.4
Whessoe 1084 Mini Receiver • The information of level and alarms status by group up to 5 0.3
The Whessoe 1084 mini receiver is a microprocessor-based level indicator tanks. 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
designed to read the level, temperatures, pressures and alarm data from the four • Last alarm occurring from other tanks, by using the ▼ key there Flotation Level Dimension ‘A’ (Millimeters)
02407 M level gauges. It is a stand-alone display unit which functions as a mini is direct access to the tank in alarm.
tank gauging system and the data is displayed on a LCD panel on the front of
the instrument. The level is shown in large 12mm high characters, as well as a • The status of the ‘COM IN’ communication port.

Illustration 4.10.2c Whessoe Float Gauge with FLIV Valve
Local Readout Window Readout Window
Gauge Head Shown

Without Transmission
Handle in Crank Position
Support
Handle in Stowed Position
Spring-Loaded Automatic Flat-Faced Flange

Float Lock-Up and Datum CAF Gasket
Gauge Mounting Plate
Plunger ‘Pull’ to Release Float
FLIV Inspection Cover

Fliv Inspection Cover
FLIV Gearwheel
Body Bonnet
Tape Clamp
Multi-Strand Flexible Stainless
Steel Wire
Plunger
Tank Top
Perforated Plate
Float Recovery Plate Magnetic Float Well

Stainless Steel
Float Body PVC Closed
Cell Rigid Foam
Perforated Bottom Plate
Tank Bottom

The accurately perforated tape transmits float movement to a sprocket wheel, Level Gauge Assembly Maintenance
which in turn drives a counter mechanism providing local digital read-out,
The level gauge assembly comprises the gauge head and float assembly. The
visible through a window in the counter housing. The gauge head is sealed with locking wire and lead seals by the Classification
float is clamped to an accurately perforated tape manufactured from stainless
steel, a viscous damper to control the rate of descent of the float to the cargo Society and so it is important to avoid damaging these seals. In the event
Mean Coefficients of Thermal Expansion level, a crank for raising the float to the storage position, and a mechanical of these seals being broken, the company’s head office should be informed
‘INVAR’ (36% NICKEL-IRON ALLOY) TAPE read-out which is observed through the counter window, plus a transmitter for immediately so that arrangements can be made for the attendance of a surveyor
continuous read-out on the IAS during loading and discharging operations. A to check and re-seal the gauges.
0.0000022 per degree C, per unit length at 0 to -250°C
0.000002 per degree C, per unit length at 0 to -125°C float lock-up arrangement provides removal of the level gauge float from the
tank when in the stored position. It also provides a gauge datum reference and The float must be raised and secured whenever the vessel is at sea.
0.0000012 per degree C, per unit length a 20°C to 100°C
a means of locking the float in the storage position.
An inspection housing is provided between the gauge head and the closure
The shrinkage of the float Invar tape in LNG vapour at -140°C is about 1mm valve on each unit. The closure valve is used to cut off vapour flow to the
when the tank is full and about 8mm when the tank is empty. The still well is Operation: Gauging inspection housing. The inspection housing is provided with a pipe connection
installed 75mm above the tank bottom and the minimum level which can be for inerting the space with nitrogen before inspection or renewal of the tape or
read from the gauge is 181mm. a) Open the gauge isolating valve fully (it is normally left open), float. The nitrogen is supplied from the nitrogen purge valve available at each
then put the crank handle in the STORED position, ie, with the tank dome area and is introduced by means of a flexible hose from an outlet
CAUTION handle towards the gauge cover. valve close to the Whessoe unit.
To reduce the risk of tape failure and wear on the gauging mechanism,
the floats should be fully stowed when the ship is at sea. Care should b) Put the spring-loaded automatic float lock-up and the datum
be taken when stowing the float as excessive tension may cause tape plunger up to release the float and allow it to descend at a
Loss of Float
breakage. controlled rate to the liquid level.
In the event of a float becoming detached, Whessoe supply a magnetic retrieval
device that will attach to the metal plates on the top or bottom of the float so
The float descends under control to the liquid surface. The rate of descent is an To Return the Gauge to the Stored Position that it can be recovered without the need for gas freeing.
automatic function made possible by the inclusion of a viscous damper within
a) Put the crank to the CRANKING position, ie, with the handle
the gauge head. The tank sounding may then be taken by observation of the To retrieve a detached float, first ensure the tape and plunger are stored in the
facing outwards.
local mechanical read-outs to provide level indication. The Whessoe gauges gauge housing, then fully close the FLIV.
should be checked against the Custody Transfer System (CTS) during each
alternate loading and discharge. Note: The cranking handle is designed to drive in one direction only and is
Open the inspection hatch and attach the magnetic retrieval device. Close the
spring-loaded by a cam arrangement so that it is not in motion during normal
inspection hatch.
gauging.
12" Float Well
Open the FLIV and lower the retriever to the liquid level to pick up the float.
The float well comprises a 12" (305mm) nominal bore float well tube installed b) Carefully raise the float by turning the crank slowly in a Raise and store the float, close the FLIV, open the inspection chamber hatch
vertically within the cargo pump tower. The upper end of the float well counter-clockwise direction, as indicated by the arrow on the and remove the float. Disconnect the retrieval device.
penetrates the top of the tank dome where it terminates in a flange. main cover inspection plate. Watch the read-out counter, which
will indicate when the float nears the top. When resistance is felt If the float has simply become detached and the tape remains in good condition,
The lower end extends to within 75mm of the bottom of the tank in the warm by the float touching the cushion spring, continue cranking until simply re-attach the float to the tape and check the store position setting. If the
condition, where it is closed by a perforated plate. The lower end of the float the plunger is seated and the automatic float lock-up and datum readings are accurate, there will be no need to remove the main gauge cover.
well is provided with a bolted inspection cover. Expansion is allowed for by plunger spring fully inward, securing the float.
a sliding connection just below the dome penetration. To avoid level errors If the tape has been damaged or cut, it will be necessary to rectify the tape and
caused by the ‘still well’ effect, there is a 25mm diameter hole spaced every c) Check that the counter reads exactly the same before and after hence rectify the gauge readings. In order to rectify the readings, it is necessary
300mm below the sliding connection. use, then put the crank handle in its STORAGE position. to remove the main cover to adjust the gauge read-out and gain access to the
tape.
Isolating Valve and Float Inspection Chamber CAUTION
Do not attempt to turn the crank clockwise or to interfere with the free- Removal of the main cover will mean the custody seal will be broken. The
A 300mm Float Level Isolation Valve (FLIV), bolted to the top of the float
fall of the float. To do so will severely damage the tape or the tensator custody seal is there to prevent removal of the main cover and adjustment to
well, allows the gauge head to be isolated for maintenance. A stainless steel
spring. the gauge after accuracy tests have been carried out with the surveyor.
inspection chamber is mounted above the isolating valve to provide access to
the float and for the connection of special float recovery tools in the event of
On completion of repairs and readjustment, it is good practice to have a surveyor
tape breakage.
re-verify the gauge readings and re-seal the main cover. This will ensure no
problems are encountered by surveyors at future loading or discharge ports.

Illustration 4.10.3a Trim and List Indicators Sensor (Inclinometer)
Installed in Pipe Duct between No.2 and No.3 tanks
Motor Cargo Comp. Regasification Cargo
Room Room Unit Gear Locker
Sea Water
Filter Skid
Fwd Fore
No.4 WBT No.3 WBT No.2 WBT No.1 WBT
Engine Room WBT Peak
Tank (P&S) Tank (P&S) Tank (P&S) Tank (P&S)
Tank (C) Tank
A.P. 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Gravity Centre of Ship Equipment Room IAS
24V DC
Power Supply
Trim and List 4~20mA For List Indicator Barrier

Indicator
Sensor To IAS for List
4~20mA For Trim Indicator Barrier

To IAS for Trim
Barrier
Power 24V DC
CTS 1
For List
Key For Trim
Electrical Signal
CTS 2
For List
For Trim

4.10.3 Trim - List Indicator The trim/list indicator sensor is a servo type which is an accelerometer used in The signal distribution box and sensor enclosure boxes are located in the
the earth gravity field (± 1g). electrical equipment room. The positioning and installation of the sensor unit
within the protective box is carried out when the vessel is level and stable.
Sensor
This instrument consists of an inertial mass pendulum which is:
Manufacturer: Kongsberg Provision is made for horizontal adjustment to the sensor block to ensure the
• Rotating around a torsion bar.
Model: Sensorex sensors are correctly aligned. The direction of the sensor is marked on the
• Servo controlled in position by means of an inductive torque, cover of the box.
Type: Twin Axial
whose current is proportional to the applied acceleration.
Measuring range: Trim: ±2.0° From the signal distribution box, the return signal is sent directly to the CTS
List: ±5.0° The position sensor is optical. For small angles, the measured acceleration and to the list and trim indicators located in the CCR.
Accuracy: Trim: Above 0.01° can be considered as equal to the angle; it is necessary to make an ArcSin
List: Above 0.025° conversion to determine the angle of tilt for wider ranges.
Power: 24V DC
Introduction
Illustration 4.10.3b Trim and List Sensor
The trim and list of the vessel can be measured directly by means of inclinometers
and the measurements used for correcting the calculated sounding and volume
in the cargo tanks. The level and volume calculations for the ballast and service
tanks can be adjusted when using the loading computer.
Arc Sine DC Output
The trim and list information of the vessel is fed directly to the custody Converter
transfer system (CTS) where the corrected tank soundings, together with the
temperature readings, can be used to calculate the volume quantities. The
DC Power
calculated volumes and corrected soundings are then sent to the IAS. The Input Electronic Servo Output
IAS then sends the quantities to the loading computer where they are used to Module Amp Amp DC Output
calculate the stability of the vessel. From the loading computer, the volume +5V
quantities are returned and displayed together with the trim and list information
from the CTS on the IAS workstation screen.
U/t
Resistor 4~20mA
Converter
The calculations carried out by the CTS are used in the production of the
Cargo Custody Reports which are required at the start and finish of all cargo
operations. Damping
Network
Cargo tank corrections for ullage are normally with reference to the manual Offset
ullage pipe and the volume corrections with reference to the centre of gravity Angle
in the tank.
Display
3 1/2 digits
Functional Description Stop
The unit comprises of two twin axial type sensors, enclosed in a protective box Model SX 41500
mounted in the pipe duct space between No.2 and No.3 tanks at the gravity
centre of the vessel, which can measure angles along two perpendicular
(B) Optical (A) Pendulous (C) Torque Motor
directions. Position Mass
Sensor
The type of this inclinometer is an accelerometer type sensor.

Illustration 4.11a Nitrogen Mimic Screen

4.11 Nitrogen Production System Introduction Each generator is a package unit comprising a feed air compressor, nitrogen
membrane banks and associated instrumentation and auxiliary equipment. The
two units can be run independently or as duty and automatic standby. High
Nitrogen Gas Generator WARNING
and low pressure switches activate the starting and stopping of the nitrogen
Manufacturer: Air Products AS Nitrogen is a non-toxic inert gas with a lower density than air. As a generators as demand from the system dictates. The pressure switches are set
Type: Prism membrane result, exposure to a nitrogen rich, low oxygen atmosphere will cause up through the operator terminal ‘work range menu’ to allow the duty generator
sudden loss of consciousness, leading to permanent brain damage or to cut-in with the pressure falling and cut-out again with the pressure rising.
Model: NC1.1-1609P-WKP-125-970 - Integrated feed air
death. Spaces likely to have concentrations of nitrogen higher than 78% The standby unit is set to automatically start at and stop at predetermined
compressor and nitrogen generator
should therefore be adequately ventilated until an atmosphere of 20% (adjustable) pressures. Pressure settings are as follows:
No. of sets: 2 oxygen is achieved before any personnel are allowed to enter.
• In-service generator low pressure cut-in 550kPa.
Unit capacity: 125m3/h at 97% nitrogen
Oxygen content: <3% vol. Two membrane-type nitrogen generator packages have been installed in the • In-service generator high pressure cut-out 950kPa.
Nitrogen dew point: -70°C at atmospheric pressure engine room on the port side of the 3rd deck, near to the nitrogen generators, • Standby generator low pressure cut-in 500kPa.
and are used to produce nitrogen for the following functions:
Outlet pressure: 850kPa (at generator outlet) • Standby generator high pressure cut-out 900kPa.
Inlet temperature: 0/45°C (minimum/maximum) • Pressurisation of the cargo tank interbarrier and insulation
spaces around the cargo tanks. The nitrogen generators are operated locally from a dedicated control panel
Discharge pressure: 500/950kPa (minimum/maximum)
• Sealing of the shafts in the cargo compressor room. with alarms and system conditions being monitored by the IAS. The IAS
Outlet temperature: 35/50°C (minimum/maximum)
monitors the generating plant and indicates any alarms or shutdowns that have
• Sealing of the HD and LD compressor shafts in the cargo
been activated.
compressor room.
Feed Air Compressor
• Purging of the cargo pipelines and the vent mast. Each generator cabinet has an operator terminal on the front door panel which
Manufacturer: Tamrotor Marine Compressors
• Purging the fuel gas lines to the GCU. is used as the operator’s interface for starting and operating the system. The
Type: Screw-type, oil-flooded controllers also provide for adjusting the different controllers, alarm limits and
Model: TMC 85/11 EWNA • Purging the fuel gas lines to the auxiliary boiler. displaying alarms, which allows fully automated unmanned operation of the
No. of sets: 2 • Purging the fuel gas lines to the generator engines. units.
Capacity: 410m3/h at 45°C and 80% RH • Fire extinguishing medium in the LNG vent mast risers. The control panels contains the following:
Oil capacity: 34 litres
• Purging various parts of the cargo piping and boil-off gas • Monitoring process and status indications.
Power (total input): 93kW system.
Shaft power: 54.8kW • Monitoring alarms and changing alarm settings.
Cooling water: 66 litres/min The operating principle of each nitrogen generator is based on the use of • Stop/start of the nitrogen system.
Power: 85kW hollow fibre membranes through which compressed air flows and is separated
into oxygen and nitrogen. • Changing controller set points and parameters.
Voltage: 440V, 60Hz, 3-phase
• Continuous oxygen content reading.
Air is made up of 78% nitrogen, 21% oxygen and 1% of other gases such
• Dew point analyser output.
as carbon dioxide and hydrogen. Each of these gases has a characteristic
Nitrogen Buffer Tank
permeation rate that is a function of its ability to dissolve and to diffuse through • Electrical heater temperature control.
No. of sets: 1 a membrane. This characteristic allows ‘fast’ gases such as oxygen to be • Emergency stop pushbutton.
Capacity: 24m3 separated out from ‘slow’ gases such as nitrogen.
• Mains isolating switch.
Design pressure: 1.1Ma
Each nitrogen generator module consists of thousands of these hollow fibre
Operating pressure: 1.0MPa (maximum)
membranes enclosed inside a pressure vessel. As the compressed air enters Nitrogen Generator Alarms and Shutdowns
and passes through the bore of the fibres, oxygen, carbon dioxide and water
vapour molecules contained in the air, permeate faster than the nitrogen to The following alarms will be displayed on the NGU’s control panel LCP-
the low pressure side of the fibres. The bore side is gradually depleted of the 01: (SD-1 - shutdown of complete system, SD-2 - shutdown of N2 delivery
faster gases and becomes enriched in nitrogen. By adjusting the flow rate of valve).
air through the module, different levels of nitrogen purity can be produced as
well as production flow rates. The unwanted gases such as oxygen and carbon
dioxide and any water vapour present is then vented to atmosphere.

Illustration 4.11b Nitrogen Generator System in Engine Room
To Safe Position Outside 200

Engine Room in Casing To GCU
To Gas Valve 15 To Generator Engine

N2 Generator Enclosure for GVU (Starboard)
(125m3 /h x 2 Sets) Boiler Burner
FI
To Generator Engine
PDSH
GVU (Port)
To Fuel Gas
PVC PVC PVC Line Purging
50 (for Recycling Line)
PDI PDI
TE TE PT MT PT FT PT
50
S 3.5kW S
25 25
Electric Membrane
No.2 N2 M11V Heater FE FCV
PIAHL PX
25 25
Air Compressor IAS
S
PI To Fuel Gas To Fuel Gas
200 Line Purging Line Purging
(for Generator Engine) (for Main Line)
S S S
Set 550kPa
S
15 15 25
M17V
Set 550kPa
M16V
25
50
Cargo System
M27V
Crosssover 50 15 15 25 15 M8V M10V
Panel 150
PI PI
V-8.70- V-8.68-
V8.88 Set 500kPa Set 500kPa
FI
M7V M9V
PDSH
PVC PVC PVC

Set 1200kPa
PDI PDI 40
TE TE PT MT PT FT PT V-8.64
S 3.5kW S
25
Electric Membrane
M6V FCV
No.1 N2 Heater FE 40
Air Compressor V-8.63-
15 S
N2 Buffer Tank
(24m3)
15
S S S
S V-8.65
15 15
V-8.62
Key
PI PX
Compressed Air 25 25
Drains PIAHL
IAS
Instrumentation Compressed Air Air Reservoir
Drain Manifold Drain Manifold Reference Drawing: 3U-2400-103-300 p.77

Tag Description Set Point Display/Response Feed Air Compressor The hollow fibre membrane units are each capable of producing 125m3/h of
gas that is made up of less than 3% oxygen with the remainder being nitrogen
XA-8.01 Compressor common N/A Compressor The feed air supply is from a dedicated 100% capacity feed air compressor unit
and a small amount of argon.
alarm shutdown (SD-1). which comprises an oil lubricated, water and air-cooled single-stage, screw-type
Start-up delay 2 compressor. The compressor is equipped with an integrated refrigerant dryer
minutes for first-stage dew point control, with condensate removed via an automatic Oxygen Analyser
PDAH-8.32 Feed air filter differential 60kPa General delay 30 drain system. The compressed air holds a pressure dew point temperature of
The nitrogen generator units are each equipped with an oxygen analyser, which
pressure high seconds approximately 5°C as it enters into two feed air filters, arranged in series.
continually monitors the oxygen content in the nitrogen being produced. If the
LA-8.36 Feed air filter drain failure N/A SD-1 level of oxygen rises to 3.5% by volume, a ‘high oxygen’ alarm is activated at
In operation, the compressor is designed to run continuously, loading and
TAH-8.39 Feed air temperature high +50°C SD-1 the LCP with a fault alarm at the IAS. A three-way motorised valve is operated
unloading as required by system demand. Where demand is low, the compressor
TDAL-8.39 Heater temp. rise low +5°C SD-1 Start-up by the control system to vent the gas to atmosphere through the common vent
will be stopped automatically after a preset time period.
delay 2 minutes line.
TAH-8.40 Heater over-temperature 350°C SD-1 Manual Feed Air Filters If the level of oxygen continues to increase, the high-high alarm will be
reset at heater JB activated at 4.0% oxygen by volume, a ‘product gas off spec’ alarm initiated at
TAH-8.42 Separator feed temp. high 70°C SD-1 The feed air filters provide two-stage filtration, with the first filter acting as a
the LCP and the nitrogen generating package will be shut down.
coalescing coarse filter and the second as a coalescing fine filter. The coarse
PAL-8.45 Separator feed pressure 400kPaG SD-1 Start-up
filter acts to remove condensate and any particulate carry-over from the
low delay 1 minute
compressor. The fine filter provides additional coalescing and particle retention Dew Point Analyser
MAH-8.49 Dew point content high -60°C Start-up delay for improved filtration quality and is equipped with an auto drain switch with
0-10 minutes The nitrogen generator units are each equipped with a dew point analyser
a liquid level alarm. The feed air filter is provided with a differential pressure
which continually monitor the nitrogen gas flow. If the dew point set point of
AAH-8.50 Oxygen content high 3.5% Start-up delay transmitter which will initiate an alarm at 60kPa.
-60°C is reached, a ‘high dew point’ alarm will be activated at the LCP and a
0-10 minutes
fault alarm at the IAS. The three-way motorised valve will then be operated by
AAHH-8.50 Oxygen content high high 4.0% SD-2 Start- The two packages are cross-connected upstream of the membrane banks. This
the control system to vent the gas to atmosphere.
up delay 0-10 facility enables one feed air compressor to supply air to the other nitrogen
minutes generator in the event of equipment failure.
If the dew point reaches the high high set point of -60°C, a ‘product gas off
UA-5.32 Emergency stop Open SD-1 spec’ alarm will be initiated at the LCP and the nitrogen generating package
contact Air Inlet Heater will be shut down.
XA-5.41 PLC battery failure Self- The air inlet heater is provided to ensure that air entering the membrane
diagnosis modules is at the correct temperature. The heater is equipped with a Buffer Tank
XA-5.42 Common error – 5.1 Common SD-1 temperature controller with a set point of 50°C to provide thermal protection
display error Nitrogen produced by the generator packages is stored in a single 24m3
to the membrane modules.
tank located on the port side of the 3rd deck in the engine room. The tank is
provided with two independent pressure transmitters, a double block manual
Membrane Useful Life A temperature transmitter is fitted downstream of the heater and will generate
drain valve and a pressure relief valve, set at 1,300kPa, which when operated
a signal if the air temperature rises to 70°C, initiating a ‘Heater Failure’ alarm
The expected membrane lifetime is up to 10 years, provided that the system is will vent gas to atmosphere through the common vent line.
at the local control panel (LCP) and a trip signal and alarm via the IAS. The
maintained according to the operating and maintenance manuals. This does not nitrogen generator package will enter a system shutdown mode (SD-1).
mean that the membranes need to be replaced exactly after this time period, Procedure to Start the Nitrogen Generator
it will depend upon the actual performance at the time. Membrane capacity
will decrease gradually and not abruptly. From an operating point of view, Membrane Modules The nitrogen generator is operated through an controller mounted in the
the loss of membrane performance will be noticed with increased product compressor cabinet door. To start the unit, proceed as follows:
The nitrogen generator unit consists of a number of hollow fibre membrane gas
oxygen content which can be read from the analyser. Normally, to cope with separator modules, assembled vertically and connected via feed air and product
increased oxygen content, the operator should increase the set point of the nitrogen gas manifolds. Each nitrogen membrane separator consists of a bundle a) At the air compressor(s), ensure there is adequate cooling water
electrical heater. The purity or product capacity will increase linearly with of hollow fibres contained in a metal cylindrical enclosure or housing. The supply to the coolers from the starboard central fresh water
membrane operating temperature. When the purity (or capacity) is so low that housing is equipped with three external connections, one located at each end cooling system.
it results in malfunction of the downstream users, then the membranes should of the cylinder leading to the bore sides of the fibres, and one side connection
be replaced. leading to the shell side of the fibres. Each fibre consists of a composite layer b) Set the two air compressor discharge valves M11V and M6V
of polymers, where one relatively thick layer functions as a support, and the along with the crossover switch S1 in the crossover panel to
other thin film layer functions as the separation and controlling layer. the appropriate position to allow the required element of the
following:

Illustration 4.11c Nitrogen Generator Operator Terminal
1
System System System System Mainten-
Ready St. By Running Delivery ance ALARM
7 8 9
ABCD EFGH IJKL
4 5 6
2 MNOP QRST
3 UVWX
1 2 3
YZ!? C1-C4 <>()
- 0 .
+/*= %#:
o
_‘@.
4
PREV HOME NEXT
5
ALARM ACK
7 6
Start Stop Control Alarm Mainten- Analyzer Stop Ack.

System System -lers Setting ance Calibration Horn Alarm
Key
1 - LED - Indicates System Status
2 - Function Keys - Used for Changing Between Different Views
3 - NUM Keys - Used for Entering New Set Points/Alarm Limits etc.
4 - Main Menu - Returns to Main Menu
5 - Alarm List - Move to Alarm List
6 - Enter - Activates Changes in Parameters to the PLC
7 - Arrow Keys - Used to Move Cursor Up/Down and Left/Right

Position 1: h) While the generator is going through the timed starting
• Compressor A to nitrogen generator A. sequence, the high oxygen alarm will be suppressed and the
discharge from the machine will be directed to atmosphere.
• Compressor B to nitrogen generator B.
Position 2: i) When the oxygen level is below the alarm set point and the
timed starting sequence completed, the generator is ready to
• Compressor A to nitrogen generator B. deliver to the buffer tank.
• Compressor B to nitrogen generator A.
j) The nitrogen generator will now produce gas and discharge
directly to the 65m3 storage tank in the engine room, but should
Operator Procedure During Crossover Running
the gas go out of specification, the PLC controller will dump the
• Position 1: When running compressor A to N2 generator A and/ gas to atmosphere and generate an alarm via the IAS.
or compressor B to N2 generator B in Position 1, close valve
V-8.88 and open V-8.31 in both A and B generators. The air compressors supplying the nitrogen membranes will respond to the
system pressure and load/unload in accordance with the pressure transmitters,
• Position 2: When running compressor A to N2 generator B in so regulating the amount of nitrogen produced. The nitrogen generator will
Position 2, close valve V-8.31 inside of N2 generator A cabinet then continue to operate automatically and produce nitrogen for the cargo tank
and ensure that valve V-8.88 and V-8.31 in B generator are both insulation spaces and for the purging of the deck pipelines.
open.
• Position 2: When running compressor B to N2 generator A in CAUTION
Position 2, close valve V-8.31 inside of N2 generator B cabinet Running Temperature: The running temperature must be adjusted so
and ensure that valve V-8.88 and V-8.31 in A generator are both that the difference between the running temperature and the inlet air
open. temperature is between 50-60°C, eg, if the air inlet temperature is 35°C,
the minimum running temperature is 85°C (35 + 50) and the maximum
The crossover positions are only for use in the case of a unit malfunctioning. temperature 95°C (35 + 60).
c) Turn the power on, the oxygen analyser will have to warm-up
for approximately 90 minutes. During this period, the O2 signal Stopping the Nitrogen Generator
will generate a loop error, functioning as a shutdown alarm, To stop the nitrogen generator, simply press the function key STOP SYSTEM
and the O2 analyser will indicate ‘warm up’ and start-up is not on the controller. This will cause the membrane inlet valve to close and the
possible during this period. Acknowledge the alarm when the compressors to switch to running off-load. After a timed period determined
warm-up period has ended. by the controller, the compressor will then switch itself off. During the stop
sequence, the LED attached to the STOP button will flash.
d) At the operator panel, using the menu format, set the
required operating parameters, some require password access, When no nitrogen is being produced, it is important to ensure that the nitrogen
including the stop and start pressures for the duty and standby membrane units are kept as free from moisture as possible. The reason for this
generators. is that if the membrane is allowed to absorb water from the atmosphere, the
generator will take a while to reduce the dew point to an acceptable level when
e) Press the ACK ALARM button once to reset any warning it is next put into operation. To ensure this does not occur, a small amount of
alarms and twice to clear any shutdown alarms, and check that nitrogen from the storage tank is fed back to the membrane unit. This ensures
no alarms remain illuminated. If an alarm remains active, it the membranes remain dry and ready for use after a short start-up period.
will need to be checked and rectified before proceeding further.
Holding in the ACK ALARM button for 5 seconds will clear the Maintenance
alarm list.
Note: Oil carry-over can destroy the membranes, therefore, the filter
f) Press the START SYSTEM function key to start the system. elements should be changed as required. See previous notes in relation to
changing the membranes.
g) During the start-up sequence, the LED attached to the START
button will flash. When the system has started, the LED,
SYSTEM RUNNING will illuminate.

Illustration 4.11d Nitrogen System (1/3)
FI
Detail ‘B’ Key
PIC PIC PIC PIC PI FI PAL
NG NG
004 002 Nitrogen
MFX
Trunk Deck 15 Electrical Signal
PI PX TX PX PX PI MFX PX PI TX
TX Instrumentation
NG NG
NG NG NG 707 706
NG712 705 704 703 NG701
50 50
NG NG711 NG710 NG709 NG To Odorisation

From N2 713 702 Unit
See Detail ‘B’
Buffer Tank 50 50
in Engine NG715 NG714 NG708 NG716
Room
50 15 25 50 50 50 25 25 50 25 50 25
NG
423
NG NG NG NG NG
4 3 4 3 4 3 NG210 4 3
50 422 50 325 50 223 224 50 124 15
See Detail ‘C’ See Detail ‘C’ See Detail ‘C’ See Detail ‘C’
15
(N2 System (2/3)) NG310 (N2 System (2/3)) (N2 System (2/3)) NG110 (N2 System (2/3))
NG NG NG NG NG
409 See 309 323 209 109
Detail ‘A’ 25
No.4 No.4 NG No.3 NG No.3 No.2 NG No.2 No.1 NG No.1
Liquid Gas 408 Liquid 308 Gas Liquid 208 Gas Liquid 108 Gas
Aft Dome Dome 15 Aft Dome 15 Dome Aft Dome 15 Dome Aft Dome 15 Dome
IS IS IS IS
B/W B/W B/W B/W
2
2 2 2
1 NG 25
80 100 1 1 1
324
See Detail ‘A’ See Detail ‘D’ See Detail ‘D’ See Detail ‘D’ See Detail ‘D’
(N2 System (2/3)) To Regas (N2 System (2/3)) (N2 System (2/3)) (N2 System (2/3))
Unit 15
From E/R &
NG424
GCU N2 Purge Exhaust Line NG NG
003 001
NG
250 601 25
CG616
25 25 250
NG NG CG Motor Compressor Room
611 604 617 Room
To DF
Engines 200 300 FI MFX NG613
Engine Casing
25 CG619 CG615
NG 50 No.2 H/D Comp 15
NG 80 603 NG605
Shaft Seal NG508
609 NG NG NG
CG618 CG614 50 No.1 H/D Comp 15
602 NG503 From 612 614
NG
Shaft Seal NG507 GCU
605 100 Engine LNG
50 No.3 L/D Comp 15 Casing
GVU
Accommodation
Steering
Vent
Shaft Seal Area Mast Gear Room
NG608 NG607 NG506 25
Engine Room
50 No.2 L/D Comp 15 NG502 NC501
5 Aft Peak
Shaft Seal NG505
To Aux. Drain Tank
NG606 NG610
Boiler 25 50 No.1 L/D Comp 15 NG501
Pot 5
Shaft Seal NG504 N2 Vent Line
CG620 Detail ‘A’

Illustration 4.11e Nitrogen System (2/3)
From IBS Pressure Header PI PX
(See N2 System (1/3)) 3
NG Liquid Dome (Typ.) Gas Dome (Typ.) Key

50 LL See Detail ‘D’ See Detail ‘C’
4 Nitrogen
80
NG
To IS B/W Instrumentation
QQ 50
(See N2 System (1/3)) NG
NG NN NG
PP GG 50 20 50 15 To Gas Detection
NGCC Panel
NG LO NG NG NG NG
50 OO RR MM FF DD
NG
NG SS
EE
K M 15
S
NGBB
I.B.S.
I.S. T
50 25 15 To Gas Dome
Liquid Dome N
NGAA Gauge Board
I.B.S.
I.S.
Gas Dome
I
50 R
H G A L Q 25 15 To Gas Dome
NCTT 2 Gauge Board
80 To N2 Vent Mast NCAA
NC
II (See N2 System (1/3))
15 NC 15
JJ
NC NC PX NCBB
To Gas Cryogenic
RR OO NCNN
15 15 Detection NC
PI
Panel EE NC
UU
NC NC 50 Non- NC NC
SS PP Cryogenic FF DD 15 To Gas Detection
NC NCKK NG NG NC
NCCC Panel
25 50 LL JJ KK GG 50 20 50
NC 50
MM 80 Non-
NCQQ Cryogenic
Cryogenic
NG NG NC
To Spray Line HH 50 II HH
1
To N2 Vent Mast
(See N2 System (1/3))
Detail ‘D’ Detail ‘C’
Valve Tag Valve Tag Valve Tag Valve Tag
Tank 1 Tank 2 Tank 3 Tank 4 Tank 1 Tank 2 Tank 3 Tank 4 Tank 1 Tank 2 Tank 3 Tank 4 Tank 1 Tank 2 Tank 3 Tank 4
No. No. No. No.
NC-II NC-109 NC-209 NC-309 NC-409 NG-HH NG-112 NG-211 NG-311 NG-410 NC-AA NC-101 NC-201 NC-301 NC-401 NG-AA NG-101 NG-201 NG-301 NG-401
NC-JJ NC-110 NC-210 NC-310 NC-410 NG-II NG-113 NG-212 NG-312 NG-411 NC-BB NC-102 NC-202 NC-302 NC-402 NG-BB NG-102 NG-202 NG-302 NG-402
NC-KK NC-111 NC-211 NC-311 NC-411 NG-JJ NG-114 NG-213 NG-313 NG-412 NC-CC NC-103 NC-203 NC-303 NC-403 NG-CC NG-103 NG-203 NG-303 NG-403
NC-LL NC-112 NC-212 NC-312 NC-412 NG-KK NG-115 NG-214 NG-314 NG-413 NC-DD NC-104 NC-204 NC-304 NC-404 NG-DD NG-104 NG-204 NG-304 NG-404
NC-MM NC-113 NC-213 NC-313 NC-413 NG-LL NG-116 NG-215 NG-315 NG-414 NC-EE NC-105 NC-205 NC-305 NC-405 NG-EE NG-105 NG-205 NG-305 NG-405
NC-NN NC-114 NC-214 NC-314 NC-414 NG-MM NG-117 NG-216 NG-316 NG-415 NC-FF NC-106 NC-206 NC-306 NC-406 NG-FF NG-106 NG-206 NG-306 NG-406
NC-OO NC-115 NC-215 NC-315 NC-415 NG-NN NG-118 NG-217 NG-317 NG-416 NC-GG NC-107 NC-207 NC-307 NC-407 NG-GG NG-107 NG-207 NG-307 NG-407
NC-PP NC-116 NC-216 NC-316 NC-416 NG-OO NG-119 NG-218 NG-318 NG-417 NC-HH NC-108 NC-208 NC-308 NC-408 NG-SS NG-123 NG-222 NG-322 NG-421
NC-QQ NC-117 NC-217 NC-317 NC-417 NG-PP NG-120 NG-219 NG-319 NG-418 NC-UU NC-121 NC-221 NC-321 NC-421
NC-RR NC-118 NC-218 NC-318 NC-418 NG-QQ NG-121 NG-220 NG-320 NG-419
NC-SS NC-119 NC-219 NC-319 NC-419 NG-RR NG-122 NG-221 NG-321 NG-420
NC-TT NC-120 NC-220 NC-320 NC-420

Illustration 4.11f Nitrogen System (3/3)
IBS and IS Piping Arrangement on Liquid Dome IBS and IS Piping Arrangement on Gas Dome
IBS Interbarrier Space I Safety valve connection for IBS and gas detection for IBS. Q N2 exhaust, safety vent and gas detection and portable gas sampling for IBS.
IS Insulation Space K Safety valve connection for IS. R Pressure sensor connection to controller and indicator for IBS and IBS safety valve pilot.
N2 distribution in IS (bottom through cofferdam aft) with portable liquid (water)

A B C D N2 distribution of nitrogen at IBS bottom and stripping of the leaked cargo V level gauge (bubbling type) and manual sounding (aft) and portable gas S N2 exhaust, safety vent and gas detection and portable gas sampling for IS.
E F J L in IBS (bottom aft part).
sampling for IS (low point aft).
Portable liquid level measuring (bubbling type) and portable gas sampling M IS safety valve pilot and portable gas sampling for IS (high point). T Pressure sensor connection to controller and indicator for IS and IS safety valve pilot.
G
for IBS (low point).
H N2 distribution at IBS top and portable gas sampling for IBS (high point). N IBS safety valve pilot.
Key
To Gas Detector Nitrogen

To N2
Vent Mast Electrical Signal
50
50 Instrumentation
50
50 15
50 PI 50
PX
50
To Gas To Gas
Detector Detector
I 80
N To N2 80
15 Vent Mast
To Spray Line 50 15 15
15 50 50 50 50
V
PI
50 PX
Q S
15
K 15 R T
50 To 15 15 To
M H 50 PIC PIC
15
L
IBS
F
D
J
B
E
C
IS
A
M G
RDA
F FE
CO

Illustration 4.12a IAS Inert Gas Generator Mimic

4.12 Inert Gas and Dry-Air System Brine Circulation Pump Introduction
Type: Centrifugal, single-stage
The inert gas (IG) system is used for the drying, inerting and gas freeing of the
Inert Gas Generator No. of sets: 1 cargo tanks, the cargo pipelines and void spaces, and is produced by an inert
Manufacturer: Hamworthy Moss AS Capacity: 182m³/h at 155kPa gas generator (IGG) located in the engine room on the 3rd deck level. The
Type: Moss high turbulent Shaft power: 9.97kW IG/dry-air is introduced into the bottom of the tanks via the liquid header and
Motor rating: 11kW, 440V, 60Hz filling lines and the displaced gas is discharged through the vapour header to
No. of sets: 1 the tank’s vent mast.
Gas delivery rate: 16,000Nm³/h Nominal speed: 1,750 1itres/min
Gas delivery pressure: 25kPa The products of combustion from the IGG are mainly carbon dioxide, water,
Scrubber type: Triplex 3-stage with mesh demister Air Dryer Unit and small quantities of oxygen, carbon monoxide, sulphur and hydrogen. The
water is drained for the main part by condensation and by absorption in a dryer,
Fuel oil consumption: 1,394kg/h Heater type: Finned coil (steam), tube element (electric) so the inert gas produced essentially consists of 85% nitrogen and 15% carbon
No. of sets: 1 dioxide. After the combustion process, the inert gas produced contains sulphur
Air Blower Unit Electric heater capacity: 340kW oxides that are corrosive and must be removed before the IG is used in the
Type: Centrifugal, two-stage system. Upon leaving the combustion chamber, the gas is routed through a sea
Steam heater capacity: 360kW at 177°C and 800kPa
No. of sets: 4 water scrubber where the gas is cleaned and cooled with sea water spray. The
Fan capacity: 9,500Nm³/h water for this process is supplied from one of the three water ballast pumps that
Capacity: 16.000Nm³/h Fan motor rating: 65kW take their suction from the engine room sea water crossover main and have a
Motor: 125kW, 440V, 60Hz Operating pressure: 3~10kPa (air) capacity of 3,200m3/h at 300kPa. The inert gas is cooled down to approximately
Steam pressure: 850kPa 3~5°C above the sea water temperature and entrained water droplets from the
Fuel Oil Pump Unit water spray in the outgoing gas are removed by a wire mesh demister.
Outlet temperature: 150~170°C (steam)
Type: Positive displacement, screw 160~180°C (electric) After this process, the inert gas is dehumidified further by cooling it down in
No. of sets: 1 an inert gas cooling plant where chilled brine, cooled by R404a refrigerant, is
Capacity: 3,187kg/h at 2.5MPa and 1.4cSt circulated and used as the cooling medium. The condensate is drained away
Dew Point Meter via a water seal. The gas is then further dried by passing it through one of two
Motor rating: 6.4kW, 440V, 60Hz Manufacturer: Vaisala large desiccant dryers after which the now scrubbed and dry gas then flows to
Type: DRYCAP 180M deck via the delivery valve.
Refrigeration/Cooling Plant
The system is operated from the main control panel using a touch screen,
Compressor type: Semi-hermetic refrigeration screw Oxygen Analyser mounted in the panel door, from which the system is started and stopped. The
Condenser type: Shell and tube panel includes alarm monitoring of the system during operation. When in use,
Manufacturer: Hamworthy Moss AS
No. of sets: 1 the operation of the IGG plant is monitored via the IAS.
Type: Zirconia sensor
Cooling medium: Brine (20% ethylene glycol/water) Model: H36 In addition to the main panel are local panels for the following:
Gas inlet condition: 37°C at 100% relative humidity (maximum)
• Starter panel for the fuel oil pump.
Gas outlet condition: 5°C at 100% relative humidity (maximum) Inert Gas Composition • Starter panel for the blower.
Refrigerant: R-407C Oxygen: 1-2% (by volume)
Motor rating: 290kW, 440V, 60Hz • Starter panel for the refrigerant plant.
Carbon dioxide: ±14% (by volume)
• Main control panel for the dryer system.
Carbon monoxide: 100ppm (maximum)
Sulphur oxides: 1ppm (normal) The IGG also utilises an oxygen analyser for the indication of the oxygen
Nitrogen oxides: 100ppm (maximum) content in the inert gas that is being discharged from the plant. The analyser
Nitrogen and argon: Remainder takes samples of the IG after it has been through the demister, and is fitted
with maximum and minimum setting alarms. The gas is led to the deck main
Soot: Bacharach 0
depending on the gas analysis. The delivery is normally controlled by the
Steam consumption: 640kg/h to the dryer heater oxygen and dew point analysers, and the gas is allowed to pass to the deck line
Dew point: -45° only when the gas analysis meets with the set requirements. A high oxygen
level will result in the delivery valve closing and the purge valve opening to
vent the out of specification inert gas to atmosphere.

Illustration 4.12b Inert Gas System
15
Control Air To Funnel
A-226V 450
15 450
Control Service Air Dryer AI AE
Unit V/V 4V
43 517 C Upper
PI PX PAL
V/V V/V V/V V/V V/V V/V AT Deck
22 5 7-2 151-2 1 16
V/V V/V V/V V/V V/V O2 A
17 7-1 151-1 2 10 Analyser 50 Electric Heater
To Marine Gas Oil 40
B
Storage Tank (Port) Fuel Oil Pump From To/From Auxiliary FW
8kg/cm2 450 450 300
(3187kg/h x 2.5MPa) 68 C Cooling System Steam
157 Steam D
PAL S Heater
PI No.1 W- No.2
ADS 277V 65 ADS
80 HC I 23 66-3 O2
P Analyser S S
PI PX 65
PI PI 16 2
S
66-2 153 N2 W-278V

F- PI SG Bottle
428V
S
SG 450
156 66-1 S 152
To/From Auxiliary Fresh Water 40
Cooling System 450 TIAH
SG LAL MT MIAH
To Dump PIAH
40 25 Condenser/Drain
PI TX 12-1 W- 12-3 Cooler GD TX
S
279V
From To Oily Bilge LS
PI W- PX PIC PY PX
Marine Gas Oil Tank 280V S
Storage Tank S TI TI 450
TS TX TI Inert Gas to
139 PI Consumer
S
From 40
Fresh Water Key
Hydrophore D- 150 PX PIC PI Inert Gas
114V S
TX TI PI Fresh Water
15 Drain
138 PI
Steam
12-2
SG Air
15
A Electrical Signal
TI
All Valves are Prefixed ‘I’
Unless Otherwise Stated
PI TX LS
S 14V S 15V 15
B Inert Gas Cooler
Open Deck
151 151 PAL PS
-2 -1 25
TIAH LAH
49 49
-2 -1
S
Condenser
Sea Water
PI PI 400
Supply 403
from Ballast 10V 5
System 450 1V
IAS Chiller Unit PI
PI PX
S 800
VP
350 LS 50
D
7-2 15
S 22
M M 9V
100
408 PI
PI 13V 17 Evaporator 3V
S
350 TI 25
7-1 To Bilge Holding Tank

M M 11V
Reference Drawing: 3U-2400-103-300

Inert Gas System From the scrubber unit, gas flows to the inert gas cooler where the temperature The oil supply and return lines to the two burners are fitted with remotely
is reduced from 37°C to approximately 5°C. operated valves that are controlled through the main control panel. When the
Construction
burners have been shut down and the pump is still running, all of the MDO
The IGG essentially consists of the following main items: from the pump is recirculated back to the storage tank.
Main Fuel Oil Burner
• Main oil burner.
The main fuel oil burner comprises of a burner throat and nozzle gun and is
• Pilot oil burner. Combustion Air System
ignited by the pilot burner, capable of providing the IGG with 100% capacity.
• Combustion chamber with integrated scrubber. The combustion air is supplied to the main burner by four centrifugal air
The main flame is ignited by the pilot burner and is monitored by a photo- blowers mounted as two sets of two blowers with the delivery of one blower
• Fuel oil system. electric flame detector that sends a signal to the main control panel. The main feeding the supply to the second blower. Each set supplies 50% capacity and
• Combustion air system. burner will shut down via the main programming unit if the flame is too weak 100% capacity when both sets are running.
or has failed to ignite.
• Cooling water system.
Cooling Water System
• Drain system. The burner throat and gun assembly should be periodically checked for
cleanliness and wear, and correct adjustment of the burner so that no black soot The sea water cooling is supplied by one of the three ballast pumps and is for
• Chiller unit. is being produced. cooling the combustion chamber and cleaning and cooling the inert gas before
• Regenerative desiccant dryer. it is discharged into the system. If one of the pumps fails or is out of service
The dryer plant will start 60 seconds after the main burner, providing that for maintenance, one of the other pumps can be utilised.
• Oxygen meter.
the temperature outlet cooling plant is sufficient, and that the O2 is within
• Control, monitoring and instrumentation systems. limits. 3.5 minutes after the dryer starts and at an acceptable O2 and dew point Drain System
content, the vent valve to atmosphere will close. The main supply valve to deck
will then open on selection of an IG consumer. A water seal arrangement mounted under the cooling section of the scrubber
Inert Gas Generator/Scrubber tower discharges the sea water and the condensate from the generator
The IGG produces inert gas by burning marine diesel oil in a combustion overboard, while at the same time maintaining the required over-pressure in
chamber. The combustion chamber is mounted concentrically within the Pilot Burner the IGG and preventing the escape of inert gas to the atmosphere. The seal
scrubber unit and is provided with both a pilot and a main burner. Oil is provided The main fuel oil burner is ignited by a flame from the pilot burner, which helps to maintain a constant pressure in the combustion chamber, giving stable
by a dedicated fuel pump, which supplies fuel at a constant pressure controlled comprises an oil atomising nozzle and electrical glow plug igniter, which operating conditions which ensure a constant combustion air supply, and a
by an adjustable pressure control valve (23). When the pump is operating and operates from a 220V ignition transformer. This is activated after the start constant oxygen level at the IGG discharge.
the burner not firing, all of the fuel is returned to the pump suction by the button has been pressed and the IGG has gone through a pre-purge cycle.
relief valve. The pressure control valve maintains a constant back-pressure After purging for 3.5 minutes, the fuel oil supply pump will start and the Drain valve 15 has also been fitted to the sea water cooling overboard discharge
throughout the system, ensuring a stable flame in the combustion chamber, glow plug will be activated, allowing the combustion start cycle to commence. line, but this is normally closed during IGG operations. The valve is solenoid
irrespective of pressure fluctuations in the distribution system. Air and fuel oil are supplied to the ignition burner after a 30 second delay, at operated and is opened by the control system in the event of a burner failure
which time the fuel is ignited by the glow plug. Fuel is supplied to the main during start-up when it is possible that the sea water could be contaminated
To achieve inert gas with an oxygen content of less than 1%, fresh water is burner after a further 5 seconds. After 10 seconds, the ignition transformer is with unburnt fuel oil. If this occurs, the water is discharged to the oily bilge
injected into the combustion chamber. de-energised, and 17 seconds later, the fuel oil and air are switched to normal tank, and as long as the valve remains open, the IGG starting sequence will be
capacity. If a stable flame from the main burner has not been established and blocked by the valve’s limit switch.
The hot combustion gases are cooled indirectly in the combustion chamber by detected by the photo-electric flame detector, the IGG will be automatically
a sea water jacket. The gas is then directed up through the scrubber section of shut down and an alarm given. Gas Cooler System
the unit, where the sulphur oxides are washed out by sea water and discharged
overboard. The scrubber comprises a wet mesh-type filter. The high surface After a period of approximately 5 minutes from starting the IGG and provided The inert gas is cooled by being passed through a refrigeration/cooling plant
area to volume of the filter aids cooling and promotes self-cleaning of the filter the inert gas is within the specified tolerances for oxygen and dew point, the comprising of a water chiller unit, gas cooler and a chilled water circulation
mesh. inert gas can be delivered to the tanks as required. system.
Inert gas leaves the scrubber through a stainless steel demister at the top of Brine is used as the cooling agent and is drawn from a storage tank by a
Fuel Oil System centrifugal circulating pump which passes the brine through an evaporator
the scrubber, which prevents any water droplets being carried over. Access is
provided for inspection and maintenance of the water spray nozzles, wet filter The fuel oil system consists of a screw-type oil pump that supplies diesel oil at where it is chilled before entering the gas cooler. The evaporator is part of an
and demister. a constant pressure of 2.5MPa to the IGG burners at approximately 2750kg/h external refrigeration system where refrigerant R404a, supplied from a motor-
at the design capacity. driven screw-type compressor, chills the brine. The brine storage tank can be
Corrosion resistant steel is used for all surfaces exposed to heat and/or sea drained by opening valve 421 on the tank and the system topped-up from an
water, with further protection against corrosion provided by a fresh water external container when this is required.
rinsing facility.

Illustration 4.12c Inert Gas System on Deck
250
Vapour Main
03
Liquid Main
15 Typical Section
02 Dry-Air Supply to Cofferdam and Water Ballast Tank
Compressor
Room 450
To Vapour Return
300 Gas Main
Vent for Gas Main
Pipe Duct
300 300 300 300 Hatch to be opened
300
200 when dry-air is supplied
300 300 300
04 Passageway
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

09
450 Manhole
450
08 Upper Deck Level
07 06 25
From Inert Gas/
Dry-Air Plant 05
Transverse
2nd Deck Cofferdam
To No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Ballast Tank
Ventilation 300
3rd Deck
No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
1. Shall be disconnected when
not in use.
4th Deck 2. When connected, ensure
Inert Gas Generator set to
Dry Mode.
Tank Top
Water Ballast 300 300 Water Ballast
No.4 Water Ballast Tank (P&S) No.3 Water Ballast Tank (P&S) No.2 Water Ballast Tank (P&S) No.1 Water Ballast Tank (P&S) Tank (P) Tank (S)
Pipe Duct
450
Dry-Air supply for
07 06 Trunk Deck through
25 Manhole Manhole Manhole Manhole
From Inert Gas/ 05 04
Dry-Air Plant 03 Flexible Hose for Dry-Air
supply to Cofferdam
To Pipe Duct Vent
09 15 For No.4 For No.3 For No.2
To Ballast Tank Cofferdam 300 Gas Main Cofferdam Cofferdam
Ventilation 08 For No.1
02 Cofferdam
For No.5
Cofferdam No.4 No.3 No.2 No.1
Liquid Liquid Liquid Liquid
Dome Dome Dome Dome
200
No.4 Vapour Main No.3 No.2 No.1
Gas Gas Gas Gas
Dome 15 Liquid Main Dome Dome Dome
Accommodation No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
Area
450 Key
Compressor To Vapour Inert Gas
Room Return
All Valves are Prefixed ‘IG’

The gas cooler is of the shell and tube type with the chilled brine passing Oxygen Analyser System Monitoring
through finned tubes extracting the heat from the incoming inert gas. The brine
An oxygen analyser is used for the continuous monitoring of the O2 content of
has sufficient capacity to cool the gas from a maximum temperature of +37°C The monitoring of the IGG plant can be undertaken using the main panel touch
the inert gas at the generator outlet. The gas sample flows through the analyser
and 100% relative humidity down to a temperature of +5°C and 100% relative screen display with alarms also registered on the IAS. Local thermometers and
sensor continuously, ensuring that the O2 content is continuously measured.
humidity. The cooling effect causes the moisture in the inert gas to condense pressure gauges are also provided around the systems to give additional read-
The high alarm set point is fixed by the application of the inert gas, while the
so that the water can be removed. outs.
low alarm protects against under stoichiometric combustion that produces a too
high a level of carbon monoxide and hydrogen.
Provided the volume and pressure of the inert gas remains the same, the
maximum quantity of water contained in the gas will only depend on the
temperature of the gas. The lower the temperature, the less water vapour per Note: Stoichiometric (or theoretical) combustion is the ideal combustion
m3 there will be in the gas mix at 100% relative humidity. Based on this, the process during which a fuel is completely burnt. A complete combustion is
gas cooler performs the function in drying the inert gas by bringing down the a process which burns all the carbon to carbon dioxide, all of the hydrogen
temperature to a few degrees above the freezing point, and the dew point of to water, and all of the sulphur to sulphur dioxide. If there are any unburnt
the gas down to approximately +5°C. The condensate formed is drained via a components in the exhaust gas such as carbon, hydrogen or carbon monoxide,
condensate drains system with sight glasses and condensate water seal. the combustion process is incomplete.
To remove any remaining water droplets from the cooled gas, a demister has The unit display provides the O2 reading and is continuously displayed on the
been fitted on the outlet side of the refrigerating module. main control panel. A display panel on the detector itself shows a local reading.
Should the inert gas go out of specification and the oxygen analyser go into an
alarm condition, the following is initiated:
Regenerative Desiccant Dryer
• Low O2 - the dryer will stop and the gas vented to atmosphere.
When the inert gas leaves the refrigeration plant, it enters the regenerative dryer
at +5°C but still requires moisture to be removed. • High O2 - alarm only.
• High high O2 - gas vented to atmosphere.
The dryer is fitted with two vertically-mounted vessels that contain activated
alumina which readily absorbs water. One vessel is always in operation, The oxygen analyser must be calibrated at regular intervals with the aid of
absorbing moisture from the inert gas, while the other is out of service being ‘zero’ gas (nitrogen) and a ‘span’ gas (instrument air). For the full procedures
regenerated. The regeneration occurs by passing air heated to approximately on this operation, refer to the manufacturer’s manual.
150°C (maximum) through the vessel so that it dries the desiccant. The air is
heated by a steam heater, but a 380kW electric heater has also been provided
for topping-up the heating process at low steam temperatures. Dew Point Analyser
The dew point analyser is fitted on the front of the regenerative dryer control
The whole regenerating process takes approximately 16 hours. The change panel and takes samples of the inert gas after the drying module and monitors
over from duty to regenerating is done automatically on a 6-hour time cycle by the gas via a probe. This provides a 4-20mA output that is used to continually
the IGG controller. indicate, measure and monitor the inert gas. In the event of a too high a dew
point reading, the analyser will open the vent/purge valve and close the delivery
Purge and Delivery Valves valve, via the main control panel.
The inert gas delivery line from the IGG has a pneumatically operated stop/
delivery valve. This valve allows the inert gas to pass to the deck and is remotely Dry-Air Production
operated by the control system but is closed on control failure. Located on a The IGG can be used to produce dry-air at a similar rate to inert gas production.
branch line upstream of the delivery valve is a second pneumatically operated When dry-air is produced, no combustion takes place and the oxygen analyser
valve. This valve directs the inert gas to the top of the funnel where it is passed alarm signals are inhibited.
to atmosphere and is also remotely operated by the control system. This valve
moves to the open position in the event of a control failure. Providing the dew point of the dried air is within set limits after the processes
of cooling and drying, it will be supplied to the cargo deck system through the
When the IGG is started, the delivery valve is closed and the vent/purge valve is delivery control valve (1).
normally open. The inert gas is then vented up the funnel for at least 5 minutes
until the oxygen content is within the alarm point limits set in the analyser.
Provided good combustion has been established and the oxygen level is within
the set points, the delivery valve will be opened and the purge valve closed.

Alarms and Trips Alarm Group Setting Alarm Group Setting
Control power failure A Flame failure D/G
The alarms and trips are grouped and initiate a specific action depending on the
group. All the group alarms will activate an audible and visual alarm. Emergency stop A
Scrubber sea water level high A Shutdown Alarms
Group A alarms will: Instrument air supply pressure low/low A 5 bar
Tag Alarm Group Setting
1) Close all the automatic valves. Instrument air supply pressure low F 5.5 bar
PS 184 Low/low sea water inlet pressure A 1.2 bar
2) Stop oil pump, blower, sea water pump and dryer. Sea water effluent pressure signal failure D
TS 188 High/high inert gas temperature outlet A 77°C
Air blower set motor load low/low C
scrubber
Air blower set motor load low F
Group B alarms will: LS 193-2 High sea water level in scrubber A
Air blower motor failure C
1) Close all the automatic valves except the sea water valves. M 103-1 Blower low/low load A 38 amps
Scrubber IG outlet temperature high/high E 75°C
2) Stop the oil pump, the blower, the cooling plant and the dryer. M 103-2 Blower low/low load A 38 amps
Scrubber IG outlet temperature high F 60°C
M 103-1 Blower low/low load A 38 amps
3) Set the sea water system for a ‘cooldown’ period. Scrubber IG inlet temperature high/high D 90°C
M 103-2 Blower low/low load A 38 amps
Scrubber IG inlet temperature high F 85°C
Group C alarms will: Sea water supply pressure low/low D 1.3 bar
1) Close all the automatic valves except for the blower valves. Sea water supply pressure low F 1.5bar
2) Stop the oil pump, the sea water pump and the dryer. Scrubber sea water level high A
3) Set the blower and the cooling plant for a ‘cooldown’ period Cooling jacket sea water level low D
before stopping. Cooling jacket outlet temperature high/high D 55°C
Cooling jacket outlet temperature high F 50°C
Group D alarms will: Cooling jacket sea water outlet signal fault F
1) Close all the automatic valves except the blower and the sea Burner fuel supply pressure low/low D 13 bar
water valves. Burner fuel supply pressure low F 15 bar
2) Stop the oil pump and the dryer. Fuel oil pump motor failure D
3) Set the blower, the sea water and the cooling plant for a Flame failure (effluent overboard valve selected) D
‘cooldown’ period before stopping. Dryer IG outlet temperature high E 65°C
Dew point temperature high E -40°C
Group E alarms will: IG pressure to deck high E 0.25 bar
1) Close the delivery valve and open the vent valve. IG pressure to deck signal fault E
2) Stop the dryer, open bypass valve. Oxygen content high high E 5%
Oxygen content high F 0.5 - 5%
Group F alarms will: Oxygen content low E 0.49%
1) Alarm only. Dryer plant running failure E
Dryer regeneration fan running failure F
Group G alarms will: Dryer heating element temperature high/high E 250°C
1) Close all the automatic valves except the for the blower. Dryer heating element temperature high F 225°C
2) Stop the oil pump, the sea water pump and the dryer. Regeneration time too long E
3) Set the blower and the cooling plant for a ‘cooldown’ period Regeneration outlet high air temperature F 170°C
before stopping. Refrigeration unit running failure E
4) Open the sea water bilge drain valve and close after a preset Dryer IG outlet temperature signal fault E
period. Dryer plant power failure E
Communication failure A

Illustration 4.13a Gas Detection Mimic

4.13 Fixed Gas Sampling and Gas Detection The SW2020 gas sampling system is intended for the detection of explosive The last measured gas value for a sampling point can be viewed in the Sampling
Systems and toxic gases in the IS/IBS, pipe ducts, vent masts, passageways, cargo Point List. Manual measurement and purge on a selected sampling point are
compressor room and other areas. The system is designed to meet the also done from this list.
requirements of IMO/SOLAS and classification rules.
Introduction Test gas cylinders are connected to the system for calibration of the gas
detectors.
There are two completely separate gas monitoring/trip systems fitted on
board. One is the fixed gas sampling system, type SW2020, which monitors The SW2020 system consists of four parts which are as follows:
the sampling points in the hazardous gas zone, and the other is the fixed gas • Control unit.
detection system, which monitors the non-hazardous gas zone areas.
• Analysing unit.
The analysing/control units for both systems are located in No.2 electrical • Repeater unit.
equipment room on A deck, but there are also repeater units for both systems
installed in the fire control station and wheelhouse, that allow the active alarms • Pipe system.
to be viewed.
Control Unit
In the event of a gas being detected, alarms are activated simultaneously at the
IAS stations in the cargo control room and engine control room, and on the The control unit contains control functions and display for the system and is
repeater units in the fire control station and bridge. The alarms which sound Salwico Optima Plus located in the No.2 electrical equipment room on A deck. It is a man-machine
in the engine room, motor room and cargo machinery room are two-tone high interface and controls the electronics in the analysing unit and consists of a
pitched sirens, and there are also flashing lights that indicate that the gas alarm LCD clear text display, LED display, LEDs, keyboard, microprocessor and
Individual Sampling Point Settings memory for the software, definitions, additional texts etc. Electrical connection
has been activated.
Each sampling point can easily be operated from the control unit and has terminals to the analysing unit, the repeater unit and the optional printer are
individual settings for: placed in the bottom of the control unit cabinet.
Fixed Gas Sampling System (SW2020)
• Sampling time as a function of pipe length. The SW2020 control unit is divided into two parts; the gas alarm panel and the
Manufacturer: Consilium Marine AB • Gas detectors (up to 4) connected for monitoring samples - eg, operating panel.
System: Salwico % LEL and VOL. %.
The gas alarm panel is activated when a gas alarm situation is detected in the
Type: Sample draw, continuous 25 minute cycle • Alarm levels for low and high alarm for each detector and each
system. The sampling point number, alarm level (LO or HI) and the actual gas
Salwico model: SW2020 sampling point.
detector in alarm are displayed.
Measuring points: 30 external measuring points • Clear text information.
1 internal for leakage control There are three keys on the operating panel. The ALARM MUTE key is used
Detectors for methane: 2 x methane 0-100% LEL IR type Optima Plus to acknowledge the gas alarm and the ALARM RESET key is used to reset the
Programmable Scanning Sequence
gas alarm. The third key, ALARMS IN QUEUE, is used to toggle the sampling
2 x methane 0-100% Vol IR type Optima Plus Each sampling point can easily be operated from the control panel. For points in alarm. The operating panel continuously shows, in the clear text
Vacuum pump model: Thomas 107 CCD20 permanent installations in ballast tanks or other areas, which may periodically display, the sampling point and the last measured value.
Vacuum pump type: Membrane pump be filled with liquid, a counter-pressure system is automatically protecting the
1 x measuring pump (sampling pump) pipes with a moderate flow of air, preventing clogging. The Fault LED is illuminated and a fault message is shown in the clear text
display when a fault alarm is generated.
1 x transport pump (back-up for measuring pump)
The sampling time for each disconnected sampling point is deducted from the
cycle time, thus reducing the cycle time for the remaining sampling points. The List and Set-up keys are used to manage the gas sampling system.
The SW2020 gas sampling system is an automatically scanning gas sampling
system permanently installed with 31 sampling points. The gas detectors are It is possible to define the sampling sequence of the SW2020 system, enabling The numeric keypad is among other things used for value settings and clear
common for all sampling points. A gas sample is taken from each sampling certain points to be sampled more frequently. text set-up.
point in turn according to the sampling sequence, and transported through the
sampling pipe to the gas detectors. There is also fitted a second back-up pump. A flow fault on a sample point will activate the Automatic Pipe Cleaning
The sampling time for each point is individually adjustable corresponding to Analysing Unit
System (APCS). The APCS will first attempt to remove the cause of the flow
the pipe length of each sampling point, this gives an optimal short cycle time. fault by flushing the sampling pipe, and then try to obtain a new sample. The The analysing unit contains all functions for detecting and transporting the test
sampling point is automatically disconnected and the fault is transferred to the samples, as well as an internal sampling point for the monitoring of internal
fault list if the flow fault remains. gas leakage. Its components comprise gas detectors, solenoid valves, sampling

Illustration 4.13b Gas Detection Block Diagram
Hazardous Safe Hazardous
Hazardous Safe Hazardous Area Area Area
Area Area Area
Gas Sampling System SW2020 Cabinet Propane Storage Tank Area No.1
ADR Propane Storage Tank Area No.3
A-Dk No.1 E/R Vent Fan Duct A-Dk No.3 E/R Vent Fan Duct Propane Storage Tank Area No.2
31
ADR
A-Dk No.2 E/R Vent Fan Duct 11 A-Dk No.4 E/R Vent Fan Duct
Regas Unit No.17 Lower Stbd Aft Regas Unit No.19 Lower Port Mid
Regas Unit No.18 Lower Port Aft ADR Regas Unit No.20 Lower Port Fwd
30
D-Dk Fan Room Port ADR D-Dk Fan Room Stbd
34 Regas Unit No.13 Upper Port Mid Regas Unit No.15 Lower Stbd Fwd
ADR
Regas Unit No.14 Upper Port Fwd Regas Unit No.16 Lower Stbd Mid
Inert Gas Line Aux Boiler Area No.2 29
ADR
Aux Boiler Area No.1 12 GCU Above No.1
Regas Unit No.9 Upper Stbd Fwd Regas Unit No.11 Upper Stbd Aft
ADR
Regas Unit No.10 Upper Stbd Mid 28 Regas Unit No.12 Upper Port Aft
GCU Above No.2 GCU Gas Valve Room No.1

ADR
GVU Room Exhaust Fan Outlet GCU Gas Valve Room No.2 Regas Unit No.5 Upper Fwd Regas Unit No.7 Upper Aft
13
ADR Regas Unit No.8 Upper Port
Regas Unit No.6 Upper Stbd 27
No.1 Generator Above
ADR No.3 Generator Above
No.2 Generator Above Regas Unit No.1 Lower Fwd Regas Unit No.3 Lower Aft
14 ADR
Salwico GDS Central Regas Unit No.2 Lower Stbd Regas Unit No.4 Lower Port
26
No.2 EER
No.1 G/E Gas Duct Fwd No.2 G/E Gas Duct Fwd
ADR No.2 G/E Gas Duct Aft High Pressure Vent Mast Gas Metering and HIPPS Area No.3
No.1 G/E Gas Duct Aft
15 ADR
Gas Metering and HIPPs Area No.2 25 Gas Metering and HIPPS Area No.4
No.3 G/E Gas Duct Fwd ADR No.3 G/E Gas Duct Aft
16 Blowdown Vent Mast ADR Bosun Store
24
G/E Gas Valve Room Stbd
ADR G/E Gas Valve Room Exhaust Fan Outlet Cargo Compressor Room No.1 Cargo Compressor Room No.3
G/E Gas Valve Room Port ADR
17 Cargo Compressor Room No.2 Gas Metering and HIPPs Area No.1
32
Cargo Motor Room No.1 Cargo Motor Room No.3

ADR
Wheelhouse Entrance Port ADR Wheelhouse Entrance Stbd Cargo Motor Room No.2 23 Motor Room Air Lock
18
Emergency DG Room No.1 Accommodation Air Intake Galley Mechanical Air Intake
ADR Emergency DG Room No.3 ADR
Emergency DG Room No.2 Galley Natural Air Intake 22 High Pressure Vent Mast
33
Main 230V AC Inputs A-DK Entrance Lobby Port Upper DK Entrance Lobby Port
Emergency 230V AC Inputs ADR Upper DK Entrance Lobby Stbd
A-DK Entrance Lobby Stbd
21
Relay Outputs and 24V DC Outputs
A-DK Gas Sampling Panel in EER
C-DK Entrance Lobby Port B-DK Entrance Lobby Port
ADR
C-DK Entrance Lobby Stbd 20 B-DK Entrance Lobby Stbd
E-DK Entrance Lobby Port D-DK Entrance Lobby Port

ADR
IAS Cabinet E-DK Entrance Lobby Stbd 19 D-DK Entrance Lobby Stbd
Cargo FS32
Hazardous
Hazardous Safe Hazardous Salwico Repeater Salwico Repeater Hazardous Safe Area
Area Area Area Panel FCS Panel Wheelhouse Area Area Reference Drawing: 6T-7431-003

and transport pump, flame traps, flow meter, remote I/O - PCB-boards, power seconds in order to clear the blockage. The pump will then restart and try to Lists
supply unit and terminals for power supply, alarm outputs connection to the obtain another sample. If the vacuum switch is again activated, the flow failure
All manipulations required by the operator can be performed from the four lists
control unit and repeater unit, as well as connections for all piping included in alarm will be activated.
in the system.
the system.
There are also two pressure switches fitted within the system for monitoring the
The analysing unit is installed in a ventilated area with controlled temperature discharge pressures of the pre-suction pump and the analyser pump. They are Alarm List
above main deck level, in the IAS cabinet room on A deck. activated in the event of a low discharge pressure from either pump, and will The left-hand side of the control unit always displays the sampling point in
stop the pump and the sampling sequence, resulting in a flow failure alarm. alarm and the alarm level (high or low).
Repeater Unit - MN400
There are three calibration gas cylinders located inside the analyser cabinet, Mute any gas alarms by pressing ALARM MUTE and reset gas alarms by
The repeater unit contains a clear text display for alarm and fault messages. one of methane 50% LEL, one of methane 100% by volume and one of N2 pressing ALARM RESET. Press ALARM IN QUEUE to display the next gas
One unit is located in the fire control station. 100%. These are used for calibrating the Optima Plus infrared gas analysers. alarm (if any are present).
When more detailed information about an alarm is required, press LIST

Pipe System Control Unit ALARMS on the right-hand side of the control unit. This list is opened
The pipe system transports the test samples from the sampling points to the The control unit of the SW2020 gas sampling system is divided into two automatically when a new gas alarm is detected. Use the arrow keys to display
analysing unit. The pipe system includes shut-off valves, flame traps and separate parts as follows: the next and previous alarms.
filters.
The left-hand side consists of only three keys: ALARM MUTE, ALARM Fault List
Operation of the Fixed Gas Sampling System RESET and ALARM IN QUEUE. The ALARM IN QUEUE key is used to
Press LIST FAULTS on the right-hand side of the control unit to display the
find a gas alarm in the gas alarm list, and the two other keys to either mute or
faults in the system. This list is automatically opened when the system detects
This system consists of a transportation pump which draws from each of the to reset an alarm. The gas level is measured again to see if the alarm condition
a fault. Mute faults by pressing the FAULT MUTE key and reset faults by
sampling points individually via a suction filter and discharges into the gas has disappeared.
pressing the FAULT RESET key.
sampling unit via a flame screen. An analyser pump draws the sample in
and discharges it to the infrared gas analyser and finally out to atmosphere. The right-hand side is used for the operation of the system. Press one of the six
LIST and SET UP keys to operate and monitor the system. All six keys will Sampling Point List
There are two gas analysers fitted, both of which are in constant use, with one
measuring 0 to 100% LEL and the other measuring 0 to 100% volume. The open a list of items (sampling points, alarms etc). Press LIST SAMPLING POINTS to enter the sampling point list, then select
LCD panel on the front of the main control panel displays both the LEL and a sampling point with the arrow keys, and use the function keys to perform an
the % volume readings for the point being sampled. Use the four arrow keys to find the item required and use the function keys to action. The following actions can be performed on a sampling point:
select an action to perform.
• Value: Display the value of the last gas measurement.
There are 30 external sampling points and one internal sampling point which is
located inside the analyser unit at the top of the cabinet. This internal sampling For example, it is possible to make a manual measurement on sampling point • Disconnect: Disconnect for a period of time or permanently
point is positioned to detect any gas due to leaking pipework within the cabinet No.5 (SP5) by first pressing LIST SAMPLING POINTS, then choose SP5 with (OFF).
and it will alarm and shut down the system at 15% LEL. If a sample from any the arrow keys and finally press F3 (Measure) to start measuring on SP5. The
• Measure: Start measuring the gas concentration. With this
of the 30 sampling points reaches 15% LEL, a high gas alarm will be activated sampling point details will be shown on the display.
function it is possible to make a prompt check of the actual
on the IAS. A high high gas alarm is activated if the gas reading rises to 30% gas concentration of the selected sampling point. The sampling
LEL. A complete sampling cycle takes approximately 25 minutes. Some menus require a numerical input; manual measurement is one of them.
time can be set in minutes, though never below the set-up
Enter a new value with the numerical keyboard. Press Enter to change the
time. The gas value is updated and continuously shown in the
There are two vacuum switches fitted within the system, one is used for an new value into the current value and press F1 to start measuring.
display. The possible alarm (low or high) will be decided when
internal leakage test and the other for a flow failure on the transportation pump. the gas reading is stable. The remaining measurement time is
The internal leakage test is carried out every 24 hours and consists of closing Standby continuously shown.
all the sampling solenoid valves and running the analyser pump. If the vacuum
The control unit is in standby mode most of the time. The display shows that • Purge: Clean the pipe for that particular sampling point for 2
switch is activated, it proves the integrity of all the pipework, valves, pump and
the measurement sequence is running with the system always displaying the minutes. Before connection to the analysing flow, an automatic
also the vacuum switch. An alarm sounds in the event of the vacuum switch
last measurement. decompression is made through the internal sampling point for
not being activated.
10 seconds in order to protect the pressure switch and pump
The standby menu displays the system status. The standby mode can be membrane.
The Automatic Pipe Cleaning System (APCS) is activated by a sampling
identified by the clock in the upper right corner and can be reached by pressing
pipeline becoming blocked which will cause the pump to stop and the
the HOME key. The control unit will automatically return to standby mode 30
automatic pipeline cleaning function to be started. This consists of purging
minutes after the last keyboard entry.
the sampling line back to the sampling point with dry compressed air for 15

Illustration 4.13c Gas Detection Cargo Space Mimic

Actions such as ‘purge’ and ‘manual measure’ cannot be performed on (2b) Change access level code Test Pixels and LEDs (7)
disconnected sampling points. The only allowed action on a disconnected Current: New: Push F1 to test LEDs and pixels on the control unit.
sampling point is RECONNECT. Enter the 4 digit access code
CONTINUE (7) Test pixels and LEDs
After a measure or purge manoeuvre, the normal measurement sequence starts
at the sampling point that was interrupted. Enter the same access code again and push the return key. The result of the TEST
operation will be displayed on row 3.
Disconnection List
Test the Local Buzzer (8)
Press LIST DISCONNECTION to open the disconnection list. (2c) Change access level code
Current: New: Push F1 to test the local buzzer.
Disconnected sampling points are displayed one by one by using the arrow Enter the same 4 digit code again
keys. Reconnect a sampling point by pressing F1 (Reconnect). (8) Test the local buzzer
Change Time of Day (3)
TEST
Set-up - General Settings - Access Level 1 Enter the time of day (HHMMSS, 24-hour clock) and push the return key. The
result will be displayed on row 3.
The system changes the access level and enters CONFIGURATION MODE External Control Off (9)
when the correct access code for level 2, 3 or 4 is entered. The system will (3) Change time of day The EXTERNAL CONTROL OFF disables the course of action for the external
not start until the user chooses to start the system again (the access level Current: 121629 New: output of the type of gas alarm. Start by pressing F1. The default time-out value
is automatically changed back to 1) or the user time-out expires after 30 Enter a new time of day (HHMMSS) is 5 minutes, but this can be changed by the numeric keys.
minutes.
Deactivate the EXTERNAL CONTROL OFF by pressing F2 when it is
Change the Date (4)
Change Access Level (1) running. After time-out, the EXTERNAL CONTROL OFF is deactivated
Enter the date (YYYYMMDD) and push the return key. The result will be automatically.
Enter a 4-digit access code and push return key. The result of the operation is displayed on row 3.
displayed on row 3. The sampling sequence is stopped when the access level
(9) External control off
is changed to 2 or higher.
(4) Change the date Current: 5 New:
Current: 19970101 New: Enter a new start time in minutes (5..30)
1) Change access level Enter a new date ...... (YYYYMMDD) TEST
Current: **** New:
Enter a 4-digit access code If the EXTERNAL CONTROL OFF is activated, it shows up in the
Change LED Intensity (5)
disconnection list.
Enter a new intensity and then push the return key to change the intensity of
Change Access Level Code (2) the LEDs.
Check the Valves for Internal Leakage (10)
Enter the access level the operator wants to change the access code for, push
(5) Change LED intensity Push F1 to check the system (valves and connections) for internal leakage.
the return key and then F1 to continue. The code can only be changed for
Current: 5 New:
access levels lower or the same as the current access level (level 2 in the
Enter a new value (1..5) (10) Start checking the valves
example below).
Status: ABORTED
Print the System Configuration (6) START STOP
(2a) Change access level code
Current: 2 New: Push F1 to print the system configuration.
Enter an access level (1-3) Set-up - General Settings - Access Level 2
CONTINUE
(6) Print the systems configuration Restart the System, Save Current Set-up (11)
Enter the new 4-digit access code, then push the return key and then F1 to Push F1 to restart the sampling sequence. The system will change back to
PRINT
continue. access level 1 and save the current system configuration.

Illustration 4.13d Gas Detection Accommodation and Engine Room Space Mimic

(11) Restart the system Fault Alarm Repeater Unit MN400 - Located in the Fire Control Station
- Save the current set-up, The Man-Machine Interface
1) An analysing pump fault is caused by a pressure switch,
return to access level 1
and stops the pump and scanning sequence if the system does
RESTART • Gas alarms are shown on the mini repeater.
not have the pump redundancy option. The pressure switch
is detecting that the pump pressure is too low, the cause is - The previous and next alarms (if any) can be listed with the
Restart the System Without Saving (12) probably a membrane leakage of the pump or a fault of the arrow keys.
Push F1 to restart the sampling sequence. The system will change back to pressure switch itself. Service is needed if the fault cannot be • Unmuted faults are shown if there are no unmuted gas alarms in
access level 1, but will NOT save the current system configuration. All changes reset. the system.
to the system configuration will be lost. 2) A bypass pump fault is caused by a pressure switch. The - The previous and next faults (if any) can be listed with the
scanning cycle continues. The bypass pump stops. The cause arrow keys.
(12) Restart system without saving for this fault is the same as described for the analysing pump.
- Don’t save the current set-up, • The clock is shown when there are no alarms or faults in the
3) Internal leakage in the analysing unit is indicated when the system.
return to access level 1 automatic leakage control fails. This control is automatically
RESTART initiated every 24 hours by closing all the sampling valves, • The Local mute button has dual functions:
running the analysing pump and checking that the vacuum – It mutes the local buzzer if there are any entries in the fault
Set-up - General Settings - Access Level 3 switch is activated. If the vacuum switch is not activated, the or alarm lists.
cause is a leakage at the vacuum side of the pump from pipes,
solenoid valves, a pipe coupling or the vacuum switch itself. – It will light the LCD display, all LEDs and sound the buzzer
These are normally only carried out by the cargo engineer or chief officer, and for 15 seconds if there are no entries in the gas alarm or fault
the procedures are described in the operator’s manual. 4) Calibration: This fault indicates that zero or span calibration alarm lists.
is not completed due to a value that is out of range, either due
to a gas sampler fault or a test gas fault. The bottle might be • The user can access the fault list with the Alarm/Fault button if
Actions in the Event of an Alarm empty or the test gas mixture is not corresponding to the value the MN400 is presently showing the gas alarm list. The MN400
Gas Alarm that is set for span calibration. will return to the alarm list after 15 seconds if no buttons are
touched.
1) When the ALARM MUTE button is pressed, the audible 5-8) Gas Sampler 1-4. Indicates a fault depending on which type
alarm stops and all alarm outputs with mute functionality are of sampler that is in use. There might be a loss of power, a dirty
mirror in an internal radiation sampler or a sensor failure etc. LEDs
deactivated. The scanning cycle continues and will give new
alarms for each sampling point exceeding the alarm level. The 9) Moisture fault (Option). Indicates that water is sucked into • The ON LED – is illuminated when the MN400 is running.
alarms are stored in the alarm list and the sampling point of the the pipe system of the analysing unit.
last occurred alarm is shown as well as the alarm level low or • The ALARM LED – is illuminated when there is a gas alarm in
10) High temperature in the analysing unit (Option). the system.
high.
11) Power fault (Option). As indicated if there are two independent • The FAULT LED – is illuminated when there is a fault alarm in
2) Activation of the ALARM RESET button starts a re-evaluation
power supplies and one fails. the system.
of the sampling point in alarm. An alarm reset request will
stop the sampling sequence and make a new measurement. 12) Flow fault on sample point #. Indicates a flow fault on the
This re-evaluation is to be able to accept an alarm reset on the sample point listed. Before indication of a flow fault, the
sampling point if the level is now below the alarm level. If the automatic pipe cleaning function first attempts to remove the
ALARM IN QUEUE button is pushed and a RESET is made of cause of the flow fault by flushing the sampling pipe for 15
all sampling points in alarm, the system will start re-evaluating seconds, and then tries to obtain a new sample. If the flow fault
these sampling points one by one. It may therefore take a while still remains, the sampling point is automatically disconnected
to complete alarm reset for several sampling points. and a flow fault alarm is generated and listed in the fault list.
The scanning cycle continues to the next sampling point. As
The re-evaluation sequence can be interrupted by manual measurement or long as the flow fault for a certain sampling point is listed in
purge (see the sampling point list below). the fault list, the fault remains.
Other fault alarms monitor the internal condition of the gas sampling system.

Illustration 4.13e Gas Detection Deck Space Mimic

Fixed Gas Detection System The operator supervises and operates the system from one or more control • ��
Reset:
units which are placed at convenient locations, separated from the central
Gas Detection System - ��
Press the button to reset the selected alarm, fault or
units. The different central units and control units of the system communicate
disablement.
Manufacturer: Consilium Marine AB with each other on two RS-422 channels, the system loop. The central unit and
System: Salwico its detectors communicate on two-wire loops. The communication method is - ��
Alarms and faults must be muted before they can be reset.
based on frequency modulation (FSK). Each detector is connected to its loop • ��
Mute:
Cargo Machinery Space, Engine Room and Accommodation via an integrated circuit for supervision and communication. The detectors
are supplied with power from the loop. The loop can be either a single-ended - ��
Press button to mute (acknowledge) all alarms or faults in
No. of sets: 48 (26 in cargo machinery and engine room, 22 in
branch line, a two-way closed loop or a two-way closed loop with branch the selected list.
accommodation)
lines.
Type: IR II 2 G EEx d The gas detection system is menu operated. All system functions are available
Model: Salwico GD (Optima Plus) All communication between the operator and the system is performed via from the different menus. The gas detection system is normally displaying a
Range: 0-100% LEL CH4 the front panel on the control unit. The system detects gas, fault, abnormal greeting screen with a short description of the system status.
condition or change in the system status; this is displayed on the control unit
LNG Vaporisation Space panel. The operator can control and check a number of functions in the system.
Type Searchline Excel open path type gas detectors, To make it easier for the operator to handle all the functions, they are divided
complete unit in to three access levels, where each level is protected by an access code that
No. of sets: 8 can easily be changed by the operator.
Type: II 2 G EEx d
Control M Gas can be used as either a control panel or a repeater panel. The
No. of sets: 15 keys and indicators are the same in both cases. From the greeting screen, press to go to the Menu or to go to the Observation
Model: Salwico GD True IR (Optima Plus) List.
• Power button:
- Steady green light: Power supply is OK. Top Menu Alternatives
Other Space
- Flashing green light: Not operational (update etc.)
Type: S��
earchline Excel open path type gas detectors, Alternatives Available Actions
• Dimmer: Observation list The control panel can be left in this menu in
complete unit
No. of sets: 2 - Button to adjust the brightness level for indicators and order to always display the measurement for a
display. certain detector.
Type: II 2 G EEx d
• Gas alarm: Alarms and pre-alarms View and handle gas alarms and pre-alarms
No. of sets: 12
Faults and warnings View the list of faults and warnings. Handle
Model: Salwico GD True IR (Optima Plus) - Flashing red light: Unmuted gas alarm in the (mute/reset) of faults.
Range: 0-100% LEL CH4 system
Disablement View or reconnect disablements.
- Steady red light: All gas alarms are muted Gas detectors Calibrate, disable or see detailed information
This Gas Detection System GS500 is a state-of-the-art addressable detection - Switched off: No alarms in the system about detectors.
system designed to meet marine, industrial and transport requirements. Special Zones Disable zones
• System fault:
care is given to ergonomics and user-friendliness with its logical and intuitive Service Enter options for various service functions.
operator panel. - Flashing yellow light: Unmuted fault in the system
- ��
Steady yellow light: All faults are muted Alarms and Pre-alarms Menu
The system is intended for use in the detection of explosive and toxic gases
in the engine room, accommodation and passageways, and is a computerised, - ��
Switched off: No faults in the system
fully addressable analogue gas alarm system with analogue detectors. The • ��
Navigation and command keys:
detectors are automatically tested and continuously supervised by the central
unit. In the event of gas being detected, the appropriate output channels are - ��
Use the arrow keys to navigate menus, select different menu
activated, controlling the gas damping measures. At preset fixed intervals, the alternatives and confirm selections.
system actively checks that all connected units are in working order and that - ��
Long push on the left button returns to the home menu.
the contents of the system are according to its configuration.
- ��
Long push on the up or down buttons jumps 5 entries in the
list.
The gas alarm system can be divided into several geographically separated
central units and control units which are connected into a larger system.

Illustration 4.13f SW2020 Gas Sampling Panels
SS2020 Gas Sampling Panels
SW2020
POWER ON..............
GAS
DISCONNECTION....
001 ZZ005 HI ALARM LEVEL.....
EXTERNAL ALARM...
SAMPLING ALARM STATUS 1................
POINT LEVEL STATUS 2................
SYSTEM FAULT.........
DETECTOR
F1 F2 F3 F4 ABNORMAL COND....
ALARM MUTE
CH4 %LEL
ALARMS IN QUEUE 7 8 9 LIST
LIST
SAMPLING
LIST ALARMS
FAULT
STU VWX YZ* POINTS
CH4 VOL%
4
JKL
5
MNU
6
PUR
LIST DISCONNECTIONS LIST FAULTS M MUTE
CH4 %LEL ALARM RESET 1 2 3 SETUP SAMPLING SETUP

GENERAL
SETTING R RESET
ABC DEF GHI POINTS
CH4 VOL%
0.,-
ENTER ESC HOME Pg Pg
Repeater Panel
Salwico MN400
GAS ALARM REPEATER UNIT
List
List
On
Alarms
Local mute
Faults
Lamp test

Alarms and Pre-alarms Menu Alternatives Gas Detectors Menu Alternatives To prevent unauthorised operation of the system, access levels protect the
different functions of the gas detection system. The user has to log-in to the
Alternatives Available Actions Alternatives Available Actions system before any operations on the high access level can be performed.
Alarms View the list of currently active gas alarms. The Disable Disable the selected detector. Without an authorisation code, the user can only access the default level.
options include reset. Calibrate span Menu to perform span/delete calibration of the • Repeater panel: Access level 1 is the default level.
Pre-alarms View the list of currently active gas pre-alarms. selected gas detector.
The options include reset. Calibrate zero Menu to perform span/delete calibration of the • Control panel: Access level 2 is the default level.
selected gas detector.
The system automatically returns to the default access level after 30 minutes
Faults and Warnings Timer disablement Make a timer disablement of the selected detector. of inactivity.
Details See detailed information for the selected detector.
Each user is assigned to a specific access level. The predefined users are
assigned the following default access codes: Level 2 - 2222; Level 3 - 3333.
Zones
Gas Alarm
a) A gas alarm is detected in the system. The following information
is displayed in the control panel:
• Number of alarms.
• Zone in alarm.
Zones Menu Alternatives
• Type of unit in alarm.
Faults and Warnings Menu Alternatives Alternatives Available Actions
• Time and date of alarm.
Alternatives Available Actions Disable Disable the selected zone.
Timer disablement Disable the zone for a period of time. • Supplementary text for location (if defined in the system
Fault View the list of currently active faults. The options
configuration).
include reset.
Warning View the list of currently active warnings. The Service
options include reset. b) Press the right arrow key for options.
• Mute a gas alarm.
Disablements
Note: An alarm must be muted before it can be reset.
1) Press the MUTE key, the access level must be 2 or

higher. It silences the internal buzzer and all external
alarm devices and mutes the gas alarm indication. The gas
indicator stops flashing but remains illuminated until the gas
Service Menu Alternatives alarm is reset.
Disablements Menu Alternatives Alternatives Available Actions 2) Press options > for more details.
Alternatives Available Actions System information System information include System Details, HW • Reset a gas alarm.
Modules, History List and Copy System Log to
Reconnect The selected disablement will be reconnected. USB Memory. 1) Press the RESET key to reset the current gas alarm.
Reconnect all All disablements will be reconnected. Settings Settings are used for setting time and date, Display Note: Alarms can not be reset as long as the device remains in alarm
and LED test, Dimmer and Disable all outputs. condition.
Gas Detectors Configuration Configuration menu to get the configuration from
the USB Memory, copy the configuration to the
USB Memory and apply configuration (restart). Disablements
Update firmware Firmware update (restart). It is possible to disable different devices attached to the system such as zones
Change access level Login menu to Change the access level. and detectors. All disablements are shown in the disablement list. Enter access
level 2 or higher to make a disablement.

Illustration 4.13g Gas Detection Control
23:59 23:59
GAS ALARM Fri 15th Oct 2013 FAULT Fri 15th Oct 2013
1 High Alarm Zone 321 02 321 23.25 1 Zone 123 H2S 123 No Answer (168) 23:25
Alarm 2 (40% LEL) Zone 123 HC 123 Zone 312 CH 312 Path Blocked
! Pump room 123 Fault (177)
2(27) Deck 123 MFZ 123 Pump room 312
Measured: 60% LEL HC 23:39 2(17) Deck 312 MFZ 312
3 Low Alarm Zone 132 HC 132 23:45 3 Zone 321 H2S 321 No Answer (168) 23:45
Back Options Back Options
POWER GAS ALARM POWER GAS ALARM

SYSTEM FAULT SYSTEM FAULT
DIMMER MUTE RESET DIMMER MUTE RESET

WARNING Reconnecting Disabled Zones Calibrating the Sensor (Zero Calibration)
When a gas detector or zone is disabled, the gas detection system will not All disablements in the system are presented in the disablements list. Any a) Use the arrow keys on the control panel to manoeuvre through
be able to detect any gas leakage in that area. It is therefore important enablement is made from this list. the different menus. Press > right arrow key to access menu
that disablements are minimised in terms of quantity of disabled units three.
and duration of time. a) Select MENU > DISABLEMENTS.
b) Scroll to 4 GAS DETECTORS and press CONTINUE.
Once a new disablement is correctly entered, an acknowledgement is presented b) Choose DISABLEMENT and press OPTIONS >.
on the control panel. The new disablement is also added in the disablements list c) Scroll to the detector that should be calibrated and press
under: MENU > DISABLEMENTS. c) Select RECONNECT and press CONTINUE>. OPTIONS.
Reconnecting Disabled Gas Detectors d) Scroll to 2 CALIBRATE ZERO and choose CONTINUE.
Disabling Zones (Access Level 2 or Higher)
Permanent disablement: All disablements in the system are presented in the disablements list. Any Note: There will be a padlock on this menu if the operator is not in access
enablement is made from this list. level 3 or above. There will be a prompt to enter the access code for level 3
a) Select MENU > ZONES. before being able to continue.
a) Select MENU > DISABLEMENTS.
b) Choose ZONE (zone number) and press OPTIONS >. e) Confirm the selection before proceeding. Press CONTINUE to
b) Choose DISABLEMENT and press OPTIONS >.
proceed.
c) Select DISABLE and press CONTINUE��
>.
c) Select RECONNECT and press CONTINUE >. Note: The detector will be disabled during the whole calibration process and
Timer disablement: 15 minutes after to prevent unwanted alarms.
Calibration
a) Select MENU > ZONES.
It is recommended to carry out a gas respond check every 6 months on the gas f) The zero calibration menu is shown and the real-time value
detector to ensure the correct operation. If the gas reading has drifted outside of the detector is displayed. Use the Up and Down arrow keys
b) Choose ZONE (Zone Number) and press OPTIONS>.
the specified range, a calibration of the instrument is necessary. to calibrate zero of the gas detector. Press CONTINUE to
proceed.
c) Select TIMER DISABLEMENT and press CONTINUE>. CAUTION
Before initial calibration, allow the detector to stabilise for 30 minutes g) If the ambient air is not considered reliable to use to set zero,
Disabling Gas Detectors (Access Level 2 or Higher) after applying power. When in Zero and Span Calibration mode, the apply a clean source of zero gas or compressed air to the gas
Permanent disablement: current output from the detector is inhibited (default 2mA) to avoid detector. Wait for a minimum of two minutes to ensure that the
false alarms. For flammable gas calibration, use a calibration gas gas reading is stable.
a) Select MENU > GAS DETECTORS. concentration of between 25% LEL and 75% LEL to ensure that the
required accuracy can be attained. h) After the gas detector reading has stabilised, press
b) Choose DETECTOR and press OPTIONS>. CALIBRATE.
Considerations
c) Select DISABLE and press CONTINUE>. i) A confirmation message will be displayed that the detector has
• To calibrate the detector, use an appropriate span gas cylinder been successfully calibrated. Press CLOSE to return to the gas
Timer disablement: and constant flow regulator. detector’s menu.
a) Select MENU > GAS DETECTORS. • A compressed air cylinder (20.9% vol. oxygen) should be used CAUTION
to perform zero calibration if the area where the detector is If a zero gas or compressed air has been used during calibration, make
b) Choose DETECTOR and press OPTIONS >. located contains any residual amount of the target gas. If no sure to close all valves and disconnect it from the detector.
residual gas is present, then the background air can be used to
perform the zero calibration.
c) Select TIMER DISABLEMENT and press CONTINUE >.

Calibrating the Sensor (Span Calibration) h) Apply calibration gas to the detector. Wait for a minimum of
two minutes to ensure that the gas reading is stable.
a) Use the arrow keys on the control panel to manoeuvre through
the different menus. Press > right arrow key to access the menu
i) After the gas detector reading has stabilised, press
three.
CALIBRATE.
b) Scroll to 4 GAS DETECTORS and press CONTINUE.
j) A confirmation message will confirm that the detector has
been successfully calibrated. Press CLOSE to return to the gas
c) Scroll to the detector that should be calibrated and press
detector’s menu.
OPTIONS.
k) Close all valves on the calibration test gas and disconnect it ‘Searchline Excel Open Path’ Gas Detector
d) Scroll to 1 CALIBRATE SPAN and choose CONTINUE.
from the detector. The detector has now been calibrated from
Note: There will be a padlock on this menu if the operator is not in access the control panel.
These detectors are located in the following areas.
level 3 or above. There will be a prompt to enter the access code for level 3
before being able to continue. Detector Heads Type of detector: Infrared Salwico GD True (Optima Plus).
The fixed gas detection system consists of 85 fixed gas detectors at various
e) Confirm the selection before proceeding. Press CONTINUE to locations in the engine room, cargo machinery space, accommodation, LNG Engine Room Area
proceed. vaporisation space, bosun’s store and deck passageways. The detectors will
activate a gas warning alarm if the LEL reading reads 30% or above. A high Loop Location Warning High Remark
Note: The detector will be disabled during the whole calibration process and alarm will be activated if the reading increases to 60% LEL. Alarm Alarm
15 minutes after to prevent unwanted alarms. 1.11.1 No.1 E/R vent fan duct 15% LEL 30% LEL Duct-mounted
The types of detector heads in use are: 1.11.2 No.2 E/R vent fan duct 15% LEL 30% LEL Duct-mounted
f) Use the Up and Down arrow keys to enter the calibration gas • Infrared Salwico GD True (Optima Plus) with Bartec EEx 1.11.3 No.3 E/R vent fan duct 15% LEL 30% LEL Duct-mounted
concentration that will be used during the span calibration; Junction Box used to detect flammable gas (methane) in air with 1.11.4 No.4 E/R vent fan duct 15% LEL 30% LEL Duct-mounted
the default value will be half of the detector range. Press an operating detection range of 0 to 100% LEL.
CONTINUE to proceed. 1.34.1 D deck fan room port 15% LEL 30% LEL
1.34.2 D deck fan room stbd 15% LEL 30% LEL
g) The span calibration menu is now displayed and the real-time 1.12.1 Inert gas line 15% LEL 30% LEL 5K-200A
value of the detector is shown. flange type
1.12.2 Auxiliary boiler area No.1 15% LEL 30% LEL
1.12.3 Auxiliary boiler area No.2 15% LEL 30% LEL
1.12.4 GCU above No.1 15% LEL 30% LEL
Cargo Machinery Space

Loop Location Warning High Remark
Alarm Alarm
2.13.1 GCU above No.2 15% LEL 30% LEL
Salwico GD True (Optima Plus)
2.13.2 GVU room exhaust fan 15% LEL 30% LEL 5K-200A
outlet flange type
• Searchline Excel Open Path for Methane, 0-100% LEL. The 2.13.3 GCU gas valve room No.1 15% LEL 30% LEL
gas detector is a point detector for gas concentration monitoring
2.13.4 GCU gas valve room No.2 15% LEL 30% LEL
in potentially hazardous environments. The detector is based
on infrared absorption. Solid state design improves reliability, 2.14.1 No.1 generator above 30% LEL 60% LEL
long-term stability and accuracy in continuous measurement of 2.14.2 No.2 generator above 30% LEL 60% LEL
gas concentrations in ambient air. 2.14.3 No.3 generator above 30% LEL 60% LEL
3.15.1 No.1 G/E gas duct forward 30% LEL 60% LEL
‘Optima Plus’ Span Calibration

Loop Location Warning High Remark Loop Location Warning High Remark LNG Vaporisation Space
Alarm Alarm Alarm Alarm Type of detectors: Searchline Excel Open Path for Methane, 0-100% LEL
3.15.2 No.1 G/E gas duct aft 30% LEL 60% LEL 5.22.1 Accommodation air intake 15% LEL 30% LEL Duct-mounted and Salwico GD True IR (Optima Plus) for Methane, 0-100% LEL.
3.15.3 No.2 G/E gas duct forward 30% LEL 60% LEL (main aux.)
3.15.4 No.2 G/E gas duct aft 30% LEL 60% LEL 5.22.2 Galley natural air intake 15% LEL 30% LEL Duct-mounted Loop Location Warning High Remark
5.22.3 Galley mechanical air 15% LEL 30% LEL Duct-mounted Alarm Alarm
3.16.1 No.3 G/E gas duct forward 30% LEL 60% LEL
intake 7.26.1 Regas unit No.1 lower fwd 15% LEL 30% LEL Open path type
3.16.2 No.3 G/E gas duct aft 30% LEL 60% LEL
5.22.4 Galley FCU 15% LEL 30% LEL Duct-mounted 7.26.2 Regas unit No.2 lower stbd 15% LEL 30% LEL Open path type
3.17.1 G/E gas valve room 30% LEL 60% LEL
starboard 9.35.1 A deck gas sampling panel 15% LEL 30% LEL 7.26.3 Regas unit No.3��
lower aft 15% LEL 30% LEL Open path type
3.17.2 GE gas valve room (S) 30% LEL 60% LEL 5K-200A above in EER 7.26.4 Regas unit No.4��
lower port 15% LEL 30% LEL Open path type
exhaust fan outlet flange type 7.27.1 Regas unit No.5 upper fwd 15% LEL 30% LEL Open path type
3.17.3 G/E gas valve room port 30% LEL 60% LEL Other Spaces 7.27.2 Regas unit No.6��
upper stbd 15% LEL 30% LEL Open path type
Type of detectors: Searchline Excel Open Path for Methane, 0-100% LEL 7.27.3 Regas unit No.7��
upper aft 15% LEL 30% LEL Open path type
Accommodation and Salwico GD True IR (Optima Plus) for Methane, 0-100% LEL. 7.27.4 Regas unit No.8��
upper port 15% LEL 30% LEL Open path type
8.28.1 Regas unit No.9��
upper stbd 15% LEL 30% LEL
Loop Location Warning High Remark fwd
Loop Location Warning High Remark
Alarm Alarm
Alarm Alarm 8.28.2 Regas unit No.10��
upper 15% LEL 30% LEL
4.18.1 Wheelhouse entrance 15% LEL 30% LEL stbd mid
6.23.1 Cargo motor room No.1 30% LEL 60% LEL
(port)
6.23.2 Cargo motor room No.2 30% LEL 60% LEL 8.28.3 Regas unit No.11��
4.18.2 Wheelhouse entrance 15% LEL 30% LEL stbd aft
(starboard) 6.23.3 Motor room air lock 30% LEL 60% LEL
space 8.28.4 Regas unit No.12��
4.33.1 Emergency DG room No.1 15% LEL 30% LEL port aft
6.23.4 Cargo motor room No.3 30% LEL 60% LEL
4.33.2 Emergency DG room No.2 15% LEL 30% LEL 8.29.1 Regas unit No.13��
6.32.1 Cargo compressor room 15% LEL 30% LEL
4.33.3 Emergency DG room No.3 15% LEL 30% LEL port mid
No.1
5.19.1 E deck entrance lobby port 15% LEL 30% LEL 8.29.2 Regas unit No.14��
5.19.2 E deck entrance lobby 15% LEL 30% LEL No.2 port fwd
starboard 8.29.3 Regas unit No.15��
lower 15% LEL 30% LEL
5.19.3 D deck entrance lobby 15% LEL 30% LEL No.3 stbd fwd
port 8.29.4 Regas unit No.16��
6.32.4 Gas metering and HIPPS 15% LEL 30% LEL
5.19.4 D deck entrance lobby 15% LEL 30% LEL area No.1 stbd mid
6.24.1 Blowdown vent mast 30% LEL 60% LEL
5.20.1 C deck entrance lobby port 15% LEL 30% LEL stbd aft
6.24.2 Bosun store 30% LEL 60% LEL
5.20.2 C deck entrance lobby 15% LEL 30% LEL 8.30.2 Regas unit No.18��
6.25.1 Gas metering and HIPPS 30% LEL 60% LEL port aft
starboard
area No.2
5.20.3 B deck entrance lobby port 15% LEL 30% LEL 8.30.3 Regas unit No.19��
6.25.2 Gas metering and HIPPS 30% LEL 60% LEL port mid
5.20.4 B deck entrance lobby 15% LEL 30% LEL area No.3
6.25.3 Gas metering and HIPPS 30% LEL 60% LEL port fwd
5.21.1 A deck entrance lobby 15% LEL 30% LEL area No.4
port 8.31.1 Propane storage tank area 15% LEL 30% LEL Propane
6.25.4 High pressure vent mast 30% LEL 60% LEL No.1 detector
5.21.2 A deck entrance lobby 15% LEL 30% LEL
starboard 8.31.2 Propane storage tank area 15% LEL 30% LEL Propane
Note: When testing the motor room trip system, shut off the steam supply to No.2 detector
5.21.3 Upper deck entrance lobby 15% LEL 30% LEL the glycol heater.
(P) 8.31.3 Propane storage tank area 15% LEL 30% LEL Propane
5.21.4 Upper deck entrance lobby 15% LEL 30% LEL No.3 detector
(S)

Gas Compressor Seals Portable Gas Analysers and Detectors GX-2009
The HD and LD compressors seal gas system prevents LO mist from contacting Manufacturer: Riken Keiki Co. Ltd.
LNG vapour and avoids cold LNG flowing to the compressor gearbox. Any The portable gas detection equipment on board is both comprehensive and
Number of sets: 2
seal gas entering the gearbox from the shaft seals is returned to the LO sump well proven. Each instrument is certificated and comes with manufacturer’s
operating instructions and recommended spares and test kits. The certificates Model: GX-2001 Personal Multi-Gas Detector
where it is separated from the oil, and vented to atmosphere via a mist separator
and the No.4 vent mast. are to be suitably filed and the monthly tests recorded. Gases detected: ��
Oxygen in volume %,
Carbon dioxide in volume %,
Also, nitrogen purge from the gas piping in the cargo machinery room is vented WARNING Carbon monoxide in ppm,
to the No.4 LNG vent mast. The batteries in these instruments must never be replaced in a hazardous CH4 in %LEL and in volume %
area due to the potential for an electrical discharge.
Gas-Proof Lamps
The vessel carries two dew point meters to measure the moisture in air or gas
samples with positive pressure. The battery powered hygrometer indicates both Manufacturer: Wolf Safety Lamp Company Ltd.
dew point temperatures and water vapour to less than one part per million, on Type: Wolf Lite - hand
the large meter dial. As the reading is specific to water vapour, calibration is Wolf Lite - head-mounted
accurate for different gases. Dew point meters should be sent ashore every
twelve months for reconditioning and recalibration.
Nitrogen Gas Purge Portable Level Gauge for IBS/IS
Automatic Dew Point Meter/Analyser Manufacturer: Hanla Level Co.

Model: CT-180 OPN
This instrument measures the dew point during the drying process of a tank or
hold. Level range: 0 ~ 35m
Flow rate: 10 - 30Nl/h
Manufacturer: Shaw Moisture Meters Accuracy: 1% of FS
Model: Shaw Grey Spot Working temperature: -18°C to -50°C
No. of sets: 2 Signal range: 400m maximum distance of signal line between
Power supply: Battery indicator and safety chamber
Nitrogen supply: 4.5kg/cm2
Multi-Gas Detection Meters
The vessel carries two portable multi-gas detection meters, capable of Dräger Accuro Pump
measuring hydrocarbons, oxygen, carbon dioxide and carbon monoxide. The vessel is supplied with a Dräger Accuro pump which is used to determine
the atmosphere in places where there may be gases not covered by the
RX515 RX515.
Manufacturer: Riken Keiki Co. Ltd. In addition to the pump, there is an extension hose and different tubes for the
Model: RX515 following gases:
No. of sets: 2 • CO2
Gases detected: Oxygen in volume %,
• CO
Carbon dioxide in volume %,
• H2S
Carbon monoxide in ppm,
CH4 in % LEL and in volume % • Benzene
• H3F
The instruction for use and the number of strokes required for each type of tube
are displayed on the side of the packet.

Illustration 4.14.1a Hydraulic Valve Layout for Cargo System
12 12 12 12 12 12 12 12
* * * * * * * *
CS-401 CS-402 CS-406 CL-419 CL-418 CS-301 CS-302 CS-306 CL-317 CL-318 CS-201 CS-202 CS-206 CL-217 CL-218 CS-101 CS-102 CS-106 CL-117 CL-118
12 12 12 12 12 12 12 12
* * * * * * * * * * * * * * * * * * * *
CL-413 CL-416 CL-409 CL-417 CL-406 CL-313 CL-316 CL-213 CL-216 CL-209 CL-206 CL-219 CL-113 CL-116 CL-109 CL-119 CG-702
12 12 12 12 12
* * * * * * * * *
CS-409 CS-411 CS-309 CS-311 CS-209 CS-211 CS-109 CS-111 CL-106
Side Passage
25 No.7 Solenoid 25 No.5 Solenoid No.2 Solenoid 25 No.1 Solenoid
Valve Box Valve Box Valve Box Valve Box
25 25 25
(12 Units) (12 Units) (12 Units) (13 Units)
P 25 25
Hydraulic Power
Unit for
Cargo System T 25
P 25
Accumulator
Stand for Coffer Coffer Coffer Coffer Coffer
T 25 Trunk Deck Trunk Deck Trunk Trunk Deck
Cargo System -dam -dam -dam -dam -dam
Deck
25 25
25 25
No.4 Solenoid No.3 Solenoid

Accum. Accum.
Valve Box Valve Box
Stand Stand
(14 Units) (5 Units)
Side Passage
To and From
Hydraulic Power Accum.
Unit Stand
12 12 12
No.6
Solenoid
Valve Box ** ** ** ** ** ** ** **
CL-601 CS-601 CG-602 CG-601 (30 Units) CG-616 CG-615 CG-614 CG-001 CL-001 CL-013 CL-025 CL-037
12
Key
** ** ** ** ** **
Hydraulic Oil
CG-543 CG-540 CG-617 CG-613 CG-568 CG-567 CG-622 CG-003 CL-004 CL-016 CL-028 CL-040
12 12
* Marked Valves : Throttling Valve
* ** **
** Marked Valves : ESD (Open/Close, Throttle) Valve
CG-534 CG-531 CG-517 CG-508 CG-619 CG-554 CG-572 CG-570 HP-003 HP-008 CL-713 CL-712
The Others : Open/Close Valve
12 12
12
* ** **
CG-566 CG-565 CG-529 CG-537 CG-624 CG-623 CG-621 CG-620
Cargo Compressor Room CG-716 HP-007 HP-011 CL-709 CG-706
Reference Drawing: HHI2549-DW00-H01

4.14 Cargo and Ballast Valve Control Cargo Valve Hydraulic Power Pack on the relevant IAS screen of the valve’s position between 0% and 100%. In
the event that a hydraulic valve cannot be operated from the IAS, it is possible
Description Set Point to open or close it using the pushbuttons on the individual solenoids at the
4.14.1 Cargo Valve Remote Control System
Relief valve 15.0MPa relevant solenoid valve cabinet.
High pressure alarm 14.0MPA (alarm)
Cargo Hydraulic Power Pack Oil filling of the power packs is achieved using the oil storage tank in the
Standby pump starting pressure 11.5MPa
Manufacturer: Scana hydraulic room.
Low pressure alarm 11.0MPa (alarm)
Type: 1200L ESD activation pressure 10.0MPa (alarm)
Model: SS-HP-1890 Tank low level switch alarm 600 litres (50%) (trip) Hydraulic Power Pack for Cargo Valve Operation
Pump capacity: 2 main hydraulic pumps: 47 litres/min at 1,750 Tank low low level alarm 300 litres (25%) (alarm)
rpm (each) The unit consists of a 1,200 litre oil tank, with two main and one topping-
Oil high temperature alarm 60°C (alarm) up pump situated on top of the tank. The pumps are of the piston and self-
Topping-up hydraulic pump: 18 litres/min at Motor overload thermal relay 15.5A (trip) regulating type which keeps the oil pressure at the preset pressure in the circuit
1,750 rpm
Filter clogging (differential pressure) 0.2MPa (alarm) with the pump constantly running. Each main pump has a delivery rate of 47
Motors: 2 main motors: 15kW, 440V, 60Hz, 3-phase, litres/min at pressure of 13.0MPa, while the topping-up pump has a delivery
1,750 rpm, IP55, insulation class: F rate of 18 litres/min, also at a pressure of 13.0MPa. The topping-up pump is
Topping-up motor: 4.8kW, 440V, 60Hz, 3-phase, Emergency Handpump
normally used to maintain the system pressure outside of general operations
1,750 rpm, IP55, insulation class: F Three (3) sets of emergency portable handpumps are provided for the cargo when no valve movement is required.
Operating pressure: 13.0MPa and ballast system.
Maximum pressure: 15.0MPa All of the pumps take their suction from the same sump tank before delivering
The following components are equipped on each handpump: to the main pressure rail through individual non-return valves. The system is
• 2 sets 5 litre oil reservoir with breather cap. protected by safety relief valves set at 15.5MPa which return the oil to the tank
Main Motor/Pump via the main return line. Each main pump has the capacity to open or close two
• 1 set Handpump (25cm3/stroke) with lever. of the largest valves of the cargo system simultaneously within 60 seconds.
Each main hydraulic pump has sufficient capacity to close or open two sets of
the largest valves of the cargo system simultaneously within sixty (60) seconds, • 2 sets 10m flexible hoses with connector.
at the ambient temperature of 15°C. During normal operations, only one pump is required to meet the demand,
• 2 sets Pressure gauge 0-25MPa. while the second pump is put on automatic standby, ready to cut-in when the
system pressure has been reduced to 11.5MPa or less.
Hydraulic Accumulators Introduction
One hydraulic accumulator unit consists of seven 50 litre hydraulic cylinders Pump Standby (Auto Change) Sequence
and one 45 litre nitrogen cylinder, and is used as an energy store to operate the All of the valves necessary for the remote operation of the cargo, ballast, fuel
When the duty pump fails, the standby pump will cut-in and take over from
cargo valves in the event of a hydraulic power pack failure. oil and sea water systems are operated by two hydraulic power packs, which
the duty pump. However, should the standby pump fail, the original duty pump
are located in the hydraulic power pack room on the starboard side of the 2nd
will not automatically start on low pressure.
Capacity: 50 litres by 7 sets = 350 litres plus deck. One power pack is designated to provide hydraulic power for the cargo
1 by 45 litre nitrogen cylinder at 8.2MPa valve operation, while the second power pack provides hydraulic power for the
The manual stop pushbutton must be operated and the system checked before
ballast, bunkering and ship side valves. The two power packs normally operate
restarting the system.
independently, but they can be cross-connected in an emergency. The control
Accumulators for ESD of the power packs and valve operation is via the IAS screen mimics in the
Changeover from the topping-up pump to the duty pump must be carried out
The accumulators are capable of operating two ESD valves simultaneously. ECR and from the cargo control room which is located on C deck.
manually from the IAS Hydraulic Power Pack screen mimic to avoid a low
pressure alarm and ESD activation.
An accumulator for the manifold valves is provided at No.3 and No.4 solenoid Each hydraulic power unit consists of two main pumps and one topping-up
valve boxes and for the other ESD valves at No.6 box. pump. During normal cargo loading and unloading operations, only one pump
The remotely operated valves are piston operated, with some being fitted with
will be required to meet the system demand, with the second pump switched
double-acting actuators The system return has two 10µm paper filters arranged
to automatic standby, ready to cut-in should the system pressure fall to 105 bar.
in parallel, allowing one of the filters to be kept off-line but ready for use. The
The topping-up pumps are normally used during periods of no valve operation
return line has a pressure switch fitted which is activated at 2 bar and alarms
to keep the system pressurised.
through to the IAS.
System valves, which are of the open/closed type, have limit switches
which give indication of the valve’s position on the appropriate IAS screen.
Proportional valves which can be partially opened/closed give an indication

Illustration 4.14.1b Hydraulic Power Pack Mimic

Hydraulic Valve Cabinets Cargo Solenoid Valve Cabinets and Locations No.4 Solenoid Cabinet (Starboard Underdeck Passageway)
There are six solenoid valve cabinets numbered 1 to 6 fitted and are supplied No.1 Solenoid Cabinet (Port Underdeck Passageway) Valve No. Type Size
with oil from the power pack via 316L stainless steel pressure and return lines.
Valve No. Type Size (mm) CG-716 Butterfly - throttle 600
The lines from the cabinets to the ESD and cargo pump discharge valves are
also stainless steel, but the pipeline valves are supplied via hydraulic multi-core CL-106 Butterfly - throttle 400 CL-706 Butterfly - open/close 600
tubing. Under normal operating conditions, when the command is issued via CL-117 Butterfly - throttle 400 CL-709 Butterfly - open/close 600
the IAS to either open or close a valve, the solenoid associated with that valve CL-118 Butterfly - open/close 400 CL-712 Butterfly - open/close 600
will operate and direct oil in the appropriate direction. If there is a failure in the CL-713 Butterfly - open/close 600
CL-119 Butterfly - throttle 400
control system, a valve can also be operated by manually pressing the button on
CG-702 Butterfly - throttle 400 HP-007 Ball - open/close - ESD 50
the end of the solenoid valve in the required direction. In the event that there
has been a hydraulic power pack failure, all of the valves in the system can be CS-101 Ball - open/close 25 HP-011 Ball - open/close - ESD 50
operated by utilising an auxiliary handpump or using a handwheel or spanner CS-102 Ball - open/close 25 CG-003 Butterfly - open/close - ESD 400
accordingly. A description on how to use the handpump has been given later CS-106 Globe - throttle 65 CL-004 Butterfly - open/close - ESD 400
in this manual. CL-016 Butterfly - open/close - ESD 400
CS-109 Globe - throttle 65
CS-111 Globe - throttle 25 CL-028 Butterfly - open/close - ESD 400
Timetable for Hydraulic Operated Butterfly Valve CL-040 Butterfly - open/close - ESD 400
CL-109 Globe - throttle 150
Valve Size Recommended Valve Size Recommended CL-113 Globe - throttle 250 HP-003 Butterfly - open/close - ESD 300
Opening/Closing Time Opening/Closing CL-116 Globe - throttle 250 HP-008 Butterfly - open/close - ESD 300
Time
100A and Above 10 sec 550A 22 ~ 66 sec
below No.2 Solenoid Cabinet (Port Underdeck Passageway) No.5 Solenoid Cabinet (Port Underdeck Passageway)
125A 5 ~ 15 sec 600A 24 ~ 72 sec Valve No. Type Size (mm) Valve No. Type Size (mm)
150A 6 ~ 18 sec 650A 26 ~ 78 sec CL-206 Butterfly - throttle 400 CL-306 Butterfly - throttle 400
250A 10 ~ 30 sec 750A 30 ~ 90 sec CL-218 Butterfly - open/close 400 CL-318 Butterfly - open/close 400
350A 14 ~ 42 sec 850A 34 ~ 102 sec CS-201 Ball - open/close 25 CS-301 Ball - open/close 25
400A 16 ~ 48 sec 900A 36 ~ 108 sec CS-202 Ball - open/close 25 CS-302 Ball - open/close 25
450A 18 ~ 54 sec 100A 40 ~ 120 sec CL-206 Globe - throttle 65 CL-306 Globe - throttle 65
500A 20 ~ 60 sec Above Above120 sec CS-209 Globe - throttle 65 CS-309 Globe - throttle 65
1,000A CS-211 Globe - throttle 25 CS-311 Globe - throttle 25
Above operating time based on 1 ~3 seconds per inch
CL-209 Globe - throttle 150 CL-309 Globe - throttle 150
CL-213 Globe - throttle 250 CL-313 Globe - throttle 250
Timetable for Hydraulic Operated Globe Valve CL-216 Globe - throttle 250 CL-316 Globe - throttle 250
Valve Size Designed Operating Valve Size Designed Operating
Time Time No.3 Solenoid Cabinet (Starboard Underdeck Passageway)
Opening/Closing Valve Throttling Valve
Valve No. Type Size
25A Below 10 sec 25A 40 ~ 55 sec CG-001 Butterfly - open/close - ESDS 400
40A Below 10 sec 65A 50 sec CL-001 Butterfly - open/close - ESDS 400
Above operating time as per the suppliers CL-037 Butterfly - open/close - ESDS 400

Illustration 4.14.1c Hydraulic Pump Flow Charts
Start M1/M2 Main Pumps Topping-Up Pump Start

(Topping-Up Pump Stop) (No.1/2 Pump Stop)
Pressure Build Up Pressure Build Up

To 13MPa To 13MPa
If Motor If Motor
Overload Overload
Pump Stop Pump Stop

At 13MPa At 13MPa
If Oil If Oil
Level Low Level Low
Alarm Alarm
If Pressure If Pressure
Drop To If Pressure Drop To If Pressure
11.5MPa Rises To 11MPa Rises To
Alarm 14MPa Alarm 14MPa
Standby Pump Start

(Main Pump Stop) Alarm Alarm
If Oil If Oil
If Pressure Level Level
Drop To Alarm Low-Low Low-Low
11MPa
If Pressure If Pressure
Rises To 15MPa Rises To 15MPa
and Above and Above
If Pressure
Drop To
10MPa
Pump Stop Safety Valve Pump Stop Safety Valve

Works Works
ESD Signal Activate
Reference Drawing: HHI2549 DW20-H01

No.6 Solenoid Cabinet (Cargo Compressor Room) No.7 Solenoid Cabinet (Port Underdeck Passageway)
Valve No. Type Size Valve No. Type Size (mm)
CG-508 Butterfly - open/close 650 CL-406 Butterfly - throttle 400
CG-529 Butterfly - open/close 200 CL-418 Butterfly - open/close 400
CG-534 Butterfly - open/close 200 CS-401 Ball - open/close 25
CG-537 Butterfly - open/close 200 CS-402 Ball - open/close 25
CG-540 Butterfly - open/close 600 CL-406 Globe - throttle 65
CG-543 Butterfly - open/close 600 CS-409 Globe - throttle 65
CG-554 Butterfly - throttle 600 CS-411 Globe - throttle 25
CG-568 Butterfly - open/close 150
CS-601 Globe - open/close 50
CL-601 Globe - open/close 50
CG-514 Butterfly - open/close - ESD 150
CG-615 Butterfly - open/close- ESD 300

Illustration 4.14.2a Hydraulic Valve Layout for Ballast System
10
To and from HPU
Engine Room
for Cargo
Trunk Deck * * Bosun Store
Hydraulic DO-10 DO-11
Power Unit SW-02 SW-01
for Ballast
P T
25
25
No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast Cofferdam
Accumulator P 25 25 25 Tank (Port) Tank (Port) Tank (Port) Tank (Port)
Stand For T 25
Ballast System
Fwd Pump
Room
(Port)
10 10 10 10 Fwd Void
P T
No.9 Solenoid 15
Accumulator
* Fwd Water
Ballast Tank
Valve Cabinet 15 Stand CB-19 TV-01 CB-20 CB-15 CB-17 CB-11 CB-13 BA-01 BA-02 BA-50 CB-02 (Port)
for Ballast Shipside
(8 Units) 10 10 10 10 10
10 * * * * * * * *
CB-22 BA-09 BA-10 BA-07 BA-08 BA-06 BA-05 CB-05 CB-07 CB-09 BA-03 DO-07 DO-04
P T
10 10
U-88V BA-18 BA-19 BA-53
No.8 Solenoid Valve Pipe Duct Pipe Duct
10 Cabinet for Ballast * * *
and Other System
(83 Units) BA-04 BA-54 DO-06 DO-02
1-9V U-61V U-96V U-63V
10
Fwd Water
* * Ballast Tank
(Starboard)
SW-11 SW-13 SW-14 BA-55 BA-56 BA-57 Fwd Pump
Room
10
(Starboard)
No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast Cofferdam
* * * * Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
DO-26 SW-07 SW-08 SW-09 SW-10 BA-13 BA-14 BA-15 BA-16

10 10
* *
BA-51 BA-52 GO-07 GO-08 DO-25 BA-17 BA-20 BA-21 BA-22
10 10
* * *
Key
BA-45 BA-46 BA-47 BA-48 BA-49 BA-23 BA-24 BA-25 BA-26
Hydraulic Oil
10 10
* * * * * * Marked Valves : Throttling Valve
BA-40 BA-41 BA-42 BA-43 BA-44 BA-27 BA-28 BA-29 BA-30 The Others : Open/Close Valve
10 10 10
* *
BA-35 BA-36 BA-37 BA-38 BA-39 BA-31 BA-32 BA-33 BA-34
Reference Drawing: HHI2549-DW00-H21

4.14.2 Ballast Valve Remote Control System Hydraulic Valve Cabinets Item No. Valve No. Type Size
The ballast, bunkering and ship side valves, are supplied from two solenoid 26 BA-28 Butterfly - throttle 5K-500
Ballast Hydraulic Power Pack valve cabinets, numbered No.7 and No.8. 27 BA-29 Butterfly - open/close 5K-500
Manufacturer: Scana 28 BA-30 Butterfly - throttle 5K-500
One is located on the engine room second deck aft (hydraulic power pack
Type: 1200L room) and supplies the ship side valves, while the other is located at the engine 29 BA-31 Butterfly - open/close 5K-500
Model: SS-HP-1890 room floor level and supplies the ballast and engine system valves. 30 BA-32 Butterfly - open/close 5K-500
Pump capacity: 2 main hydraulic pumps: 47 litres/min at 1,750 31 BA-33 Butterfly - open/close 5K-500
rpm (each) All of the valves are normally operated via the IAS screen mimic in the ECR/
CCR, but they can also be operated from their solenoid cabinets as previously 32 BA-34 Butterfly - throttle 5K-500
Topping-up hydraulic pump: 18 litres/min at 1,750
rpm described. In addition, each ship side valve, listed in solenoid box No.8, is 33 BA-35 Butterfly - open/close 5K-500
fitted with a stationary handpump for operating the valve in the event of 34 BA-36 Butterfly - open/close 5K-500
Motors: 2 main motors: 15kW, 440V, 60Hz, 3-phase, hydraulic power failure.
1,750 rpm, IP55, insulation class: F 35 BA-37 Butterfly - open/close 5K-500
Topping-up motor: 4.8kW, 440V, 60Hz, 3-phase, 36 BA-38 Butterfly - open/close 5K-500
1,750 rpm, IP55, insulation class: F No.8 Solenoid Cabinet (Engine Room)
37 BA-39 Butterfly - throttle 5K-400
Operating pressure: 13.0MPa Item No. Valve No. Type Size
Maximum pressure: 15.0MPa 1 BA-01 Butterfly - throttle 5K-400
2 BA-02 Butterfly - open/close 5K-500
Hydraulic Accumulators 3 BA-03 Butterfly - throttle 5K-400
One hydraulic accumulator unit consists of three 54 litre hydraulic cylinders 4 BA-04 Butterfly - throttle 5K-400
and one 45 litre nitrogen cylinder, and is used as an energy store to operate the 5 BA-05 Butterfly - throttle 5K-400
valves in the event of a hydraulic power pack failure. 43 BA-45 Butterfly - open/close 16K-300
Capacity: 54 litres by 6 sets = 324 litres plus 45 BA-47 Butterfly - throttle 16K-400
1 by 45 litre nitrogen cylinder at 8.2MPa 8 BA-08 Butterfly - throttle 5K-400
Ballast, Bunkering and Ship Side Valves Hydraulic Power Pack 10 BA-10 Butterfly - throttle 5K-400
Description Set Point 49 BA-51 Butterfly - open/close 16K-300
Relief valve 15.0MPa 50 BA-52 Butterfly - open/close 16K-300
High pressure alarm 14.0MPa (alarm) 51 BA-53 Butterfly - open/close 10K-700
Standby pump starting pressure 11.5MPa 52 BA-54 Butterfly - throttle 5K-200
Low pressure alarm 11.0MPa (alarm) 15 BA-17 Butterfly - open/close 5K-500
Tank low level switch alarm 600 litres (50%) (trip) 16 BA-18 Butterfly - open/close 10K-1350
Tank low low level alarm 300 litres (25%) (alarm) 17 BA-19 Butterfly - open/close 10K-1350
Oil high temperature alarm 60°C (alarm) 18 BA-20 Butterfly - throttle 5K-500
56 TV-01 Butterfly - open/close 5K-450
Motor overload thermal relay 15.5A (trip) 19 BA-21 Butterfly - open/close 5K-500
57 DO-02 Butterfly - throttle 5K-150
Filter clogging (differential pressure) 0.2MPa (alarm) 20 BA-22 Butterfly - throttle 5K-500
The hydraulic power unit used on the ballast, bunkering and ship side valves is 59 D0-06 Butterfly - open/close 5K-150
the same as that used for the cargo valves, and is located in the hydraulic power 60 D0-07 Butterfly - open/close 10K-200
pack room on the starboard side of the 2nd deck. The operation of this power 23 BA-25 Butterfly - open/close 5K-500
pack is the same as that already described, with there being two main pumps 24 BA-26 Butterfly - throttle 5K-500
and one topping-up pump. 62 DO-11 Butterfly - throttle 5K-250
63 GO-07 Butterfly - open/close 5K-250

Illustration 4.14.2b HPU Unit with Accumulator
T P
Hydraulic Diagram
Key
PS1
PS1
P - Pressure Line
PS1 T - Return Line
PS2
- Hydraulic Oil
PS3
I 450kPa
P
Oil
15MPa Filling
0.05MPa 0.05MPa 0.05MPa
M M M
410 L 25 12 25 12 25 12 12
LG
60 C
O
275 L
Schematic Diagram
50L 50L 50L 50L 50L 50L 50L
N2
Reference Drawing: 2549 -DW20-HO3

Item No. Valve No. Type Size Procedure for Operating the Cargo and Ballast Valve Remote Emergency Handpump Operation
64 GO-08 Butterfly - open/close 5K-100 Operating Systems
All of the cargo hydraulic piston type operating valves have emergency
65 DO-25 Butterfly - open/close 5K-250 handpump connections fitted. There are three portable emergency handpump
a) Ensure that the two oil systems are fully charged and that there
66 D0-26 Butterfly - open/close 5K-250 are no leaks evident. units available for use on board and one of them is stored in the cargo gear
67 CB-02 Butterfly - open/close 5K-50 locker starboard side amidships. The isolating valves on the distribution block
b) For each power pack, turn the power switch for both of the main are first shut off and the 5m long hoses of the emergency handpump are fitted
68 CB-05 Butterfly - open/close 5K-50
pumps and the topping-up pump to the ON position, ensure that to the snap-on connectors. Control of the valve direction is via a hand operated
69 CB-07 Butterfly - open/close 5K-50 changeover valve fitted to the emergency handpump control block. The
the SOURCE light illuminates on each pump panel.
70 CB-09 Butterfly - open/close 5K-50 capacity of the pump tank is 5 litres.
71 CB-11 Butterfly - open/close 5K-50 c) With the running selection switch in the LOCAL position, press
the start button on the selected operating pump. Check that the Those valves not fitted with connections for using the emergency handpump
72 CB-13 Butterfly - open/close 5K-50 have local valve handles fitted that can have their drives engaged and be
pump starts and that the RUN light illuminates on the group
73 CB-15 Butterfly - open/close 5K-50 starter panel. manually operated by turning in a clockwise or anti-clockwise direction.
d) Check the pressure rise on the pressure gauge and check that Each cargo remote controlled valve with an ESD function and remote controlled
the pump self-regulating system operates between 11.0MPa and overboard valves are equipped with stationary handpumps. The stationary
76 CB-20 Butterfly - open/close 5K-50 handpump with 5 litre hydraulic tank is connected to a corresponding hydraulic
13.0MPa.
77 CB-22 Butterfly - open/close 50K-50 operated valve and can be used in an emergency.
78 I-9V Butterfly - open/close 10K-600 e) Stop the pump and change the running condition switch on the
79 U-61V Butterfly - open/close 10K-350 common control and alarm panel at the bottom of the group
starter panel to the IAS position.
80 U-96V Butterfly - open/close 10K-250
81 U-63V Butterfly - open/close 10K-250 f) At the IAS, select the correct screen, this will give the operator
82 U-88V Butterfly - open/close 10K-550 the options of selecting the duty/standby configuration of the
83 SW-01 Butterfly - throttle 10K-1000 main pumps for both the cargo and ballast system hydraulic
power packs.
84 SW-12 Butterfly - throttle 10K-1000
85 SW-07 Butterfly - throttle 10K-550 g) The system is now ready for operation. Start the topping-up
86 SW-08 Butterfly - throttle 10K-550 pump, the operating system pressure will now be maintained. If
87 SW-09 Butterfly - throttle 10K-550 the pumps are left in LOCAL control at the main panel, an ‘L’
will appear on screen next to the pumps, an ‘A’ will appear when
88 SW-10 Butterfly - throttle 10K-550 the pump is in automatic operation.
89 SW-11 Butterfly - throttle 5K-1000
90 SW-13 Butterfly - open/close 5K-250 h) When it is necessary to operate the system valves during cargo
91 SW-14 Butterfly - open/close 5K-250 operations, stop the topping-up pump and start the duty main
pump. Press the OPEN or CLOSE buttons for the selected
valves on the mimic screens to open or close the selected valves
If there is a failure in the control system, a valve can also be operated by
when lining-up the pipeline system.
manually pressing the button on the end of the solenoid valve in the required
direction. In the event that there has been a hydraulic power pack failure, all
i) When the pipeline is set, check that the system is pumping as
of the valves in the system can be operated by utilising an auxiliary handpump
intended.
or using a handwheel or spanner accordingly. A description on how to use the
handpump has been given later in this manual.
j) Press the LAMP TEST button on the local group starter panel
during daily watchkeeping inspections to check that all of the
indicator and alarm lamps are functioning.
Stationary Handpump

Procedure to Operate the Local Handpumps It should be noted that if it is the cargo valve hydraulic power pack that is
being isolated, the power pack must be isolated so as to leave the bank of
a) At the local handpump, check the oil level in the reservoir and 11 hydraulic accumulators in circuit. This will then allow for the emergency
if necessary top-up with the correct grade of oil. operation of the valves in the event of a power failure.
b) Isolate the hydraulic system from the valve to be operated

by closing the local pressure and return valves on the valve
actuator.
c) Connect the emergency handpump with the hoses provided to

the quick-release couplings on the pressure and return lines of
the valve to be operated. Select the correct direction of flow
using the selector lever on the handpump.
d) Operate the handpump to achieve the desired position, then

stop pumping and release the hoses from the quick-release
couplings.
Procedure to Use the Manual Override Handwheel

If local emergency handpump connections have not been provided on a valve,
but the valve is fitted with an override handwheel, proceed as follows:
a) Close the isolating valves (OPEN, CLOSE) and OPEN the No.1
bypass valve.
b) Pull out the locking device and move the lever from the remote
to the manual position.
Note: A locking device not fitted on all valves.
c) To return to the remote position, reverse the instructions in a)

and b).
The manual override handwheel may require a slight movement in either

direction for the system to engage, it should be free to rotate in either direction
once the changeover lever is returned to the remote position.
Failure of a Hydraulic Power Pack
Should either the cargo valve or the ballast, bunkering and ship side valves
hydraulic power packs fail completely, it is possible to cross-connect the two
and allow one power pack to supply both systems. To achieve this, the outlet
and return isolating valves on the affected power pack are to be closed and
the cross-connection valves opened. The functioning power pack can then be
operated as normal, although heavy usage of the system may result in slower
response times.

Illustration 4.15.1a Pressure Relief Valve Operation
Closed
Key Pilot Spring Sense Diaphragm

Intermediate Pressure Boost Cavity
Boost Diaphragm
Exhaust Pressure Sense Cavity
System Pressure Spindle Seal

Diaphragm Pilot Exhaust
Blowdown Adjustment Pilot Seat

Orifice (Variable) Fixed Orifice
Dome
Main Valve Diaphragm
Main Valve Seat

Open and Flowing Pilot Open
From Liquid Dome
From Liquid Dome From Liquid Dome

4.15 Cargo Relief Systems Valve Operation
The valve is kept closed by the pressure in the sensing chamber, boost chamber
Introduction and dome chamber being equal to the tank pressure and less than the force
exerted by the spring-load.
Each cargo tank is fitted with two pressure/vacuum relief valves as required
by the IMO Code. The primary insulation and secondary insulation spaces When the tank pressure reaches the set pressure it overcomes the spring-load,
are each protected by two pressure relief valves per cargo tank. The valves are allowing the disc of the pilot valve to open slightly, causing a small flow of gas
manufactured by Fukui Seisakusho and are designed specifically to work on through the pilot line to be discharged via the pilot valve outlet.
marine-based LNG systems.
This discharge causes a pressure drop in the sensing chamber, which in turn
4.15.1 Cargo Tank Relief Valves destroys the pressure balance condition between the sensing chamber and
boost chamber, causing the pilot valve to open fully.
LNG Mode
When the pilot valve opens, it in turn causes a drop in pressure within the main
Manufacturer: Fukui Seisakusho valve dome chamber, and the main diaphragm is pushed upwards, raising the
Type: PORV 10 *12 sealing disc and opening the main valve, venting the tank to the respective vent
Model: PSL-MD23-131-DS1(B) mast riser.
Tag No: CR106//406,108//408
When the tank pressure drops to a predetermined level, the spring-load begins
No. of units: 8 to overcome the system pressure again, causing the pilot valve to go down and
No. per tank: 2 re-seat. The tank pressure acts on the main diaphragm, causing the main valve
Set pressure: 25kPa(g) to close and the pressure in all the chambers is again equalised.
Blowdown pressure: 3kPa FRSU Mode
Blowdown %: 12% Manufacturer: Fukui Seisakusho
Flow rate per valve: 25,570Nm3/h Type: PORV 10 *12
Vacuum setting: -1kPa(g) ±25% Model: PSL-MD23-131-DS1(B)
Tag No: CR106//406,108//408
The cargo tank relief valves are fitted at the top of each tank liquid dome No. of units: 8
and vent to their associated vent mast riser. The relief valves are of the pilot
operated relief valve type (PORV). A cargo tank pressure sensing line relays No. per tank: 2
the pressure directly to the pilot operating valve, therefore, accurate operation Set pressure: 70kPa(g)
at low pressures prevailing inside the tank is assured. Closing pressure: 63kPa(g)
The cargo relief valves are set up initially by the manufacturer for the
Blowdown %: 10%
requirements on the ship. If overhaul of the valves by ship’s staff is carried
out, the valves must be checked and reset to the original settings (see the Flow rate per valve: 54,560Nm3/h
manufacturer’s instructions for details). Vacuum setting: -1kPa(g) ±25%
Note: It is extremely important that the vent mast is checked on a regular To change fom LNGC mode to FSRU mode, the cargo tank relief valves have
basis and drained of any accumulation of water. The purpose of this is to to be increased to 70kPa(g) by fitting an additional pilot valve to the top of each
ensure that the relief valves operate at their correct settings which would valve and the IAS adjusted for FSRU mode operation, by switching the key on
otherwise be altered if any water were to accumulate in the vent mast and the CAAP panel from LNGC to FSRU mode.
flow onto the valve assembly.
Pilot Valve Attachment for FSRU Mode

Illustration 4.15.2a Pilot Operated Safety Relief Valve
Lower Diaphragm Upper Diaphragm

Set Plate Set Plate Lower Case
Diaphragm
Set Plates
Boost
Disc Diaphragm
Spring
Guide Cover Boost Cap
Lock Nut
Disc Diaphragm
Seat Cover Centre Cover
Spindle
Sleeve Body
Nozzle
Seat Diaphragm
Upper Spring
Washer
Sense
Sense Pipe Diaphragm
Valve Body
Upper Case
Diaphragm
Retainer

4.15.2 Insulation Space Relief Valves Each IBS and IS insulation space is protected by two pilot operated relief A gas detection line is led out from below each of the valves to the gas
valves. They are smaller than the valves on the cargo tanks and are designed to monitoring system to give a constant indication of the atmosphere inside the
operate only as pressure relief valves, ie, they do not open under a vacuum. The interbarrier and insulation spaces.
Interbarrier Spaces (IBS)
liquid dome and vapour dome each have one relief valve for the interbarrier and
Manufacturer: Fukui Seisakusho insulation space that surrounds them. The IBS space relief valve outlet is led to a separate vent line, which runs up
Type: PORV 2*3 alongside the associated vent mast. This is in order to prevent any counter-
Model: PSL-MD13-131-S1(B) Illustration 4.15.2b IBS and IS Pressure Control Table pressure or back-flow from the main vent mast should the cargo tank relief
valves lift, or from the nitrogen snuffing system.
Tag No: CR102//402,103//403
Number of units: 8 It is extremely important the vent line is checked on a regular basis and drained
Pressure
Number per tank: 2 Interbarrier Space Insulation Space of any accumulation of water. The purpose of this is to ensure that the relief
(kPaG)
Set pressure: 3.0kPa(g) valves operate at their correct settings, which would otherwise be altered if any
water were to accumulate in the vent mast and flow onto the valve assembly.
Closing pressure: 1.8kPa(g)
3.5 Pressure Relief Valve Open
Blowdown pressure: 1.2kPa The IS insulation space relief valves vent directly out to the deck, via a
Blowdown %: 40% downward-facing tail pipe. It is not necessary for these to be led to a mast
Flow rate per valve: 441Nm3/h 3.0 Pressure Relief Valve Open riser, as the likelihood of there being LNG vapour in this insulation space is
Vacuum block: -80kPa(g) (no leakage for 1 minute) very remote.
2.5 High Pressure Alarm The IBS and IS insulation space relief valves are set up initially by the
Insulation Spaces (IS) manufacturer for the requirements on the ship. If overhaul of the valves by
N2 Exhaust ship’s staff is carried out, the valves must be checked and reset to the original
Manufacturer: Fukui Seisakusho (0.7kPa) Valve Open
settings (see the manufacturer’s instructions for details).
2.15
Type: PORV 2*3
N2 Exhaust
Model: PSL-MD13-131-S1(B) 2.0 (0.5kPa) Valve Close
Liquid Dome Casing Vent
Tag No: CR101//401,104//404
N2 Supply
Number of units: 8 (0.4kPa) Valve Close Access to the tank for the cargo pump, stripping pump, emergency pump
Number per tank: 2 column, float gauge, filling line and associated pipework is through the liquid
N2 Supply
Set pressure: 3.5kPa(g) Valve Open dome. There is also a manhole for entry into the tank to carry out inspection
1.5 High Pressure Alarm
(0.2kPa) and repair.
Closing pressure: 2.1kPa(g)
Low Pressure
Blowdown pressure: 1.4kPa 1.0 N2 Exhaust Valve Open Alarm During normal operation, this is a sealed compartment and it is fitted with
Blowdown %: 40% (0.0kPa) a Winel type pressure vacuum valve to allow for the differences in pressure
0.8 N2 Exhaust Valve Close
Flow rate per valve: 544Nm3/h within this area caused by changes of temperature within the space. During
0.7 N2 Supply Valve Close cargo operations and the changes of atmospheric temperature, any rise and fall
Vacuum block: -80kPa(g) (no leakage for 1 minute)
IBS Pressure of pressure within this space is compensated for by the vent.
The above values in ( ) are the
0.5 N2 Supply Valve Open Differential Pressures between the
Insulation Space Pressurisation Header IBS and IS.
Type: Conventional 1.1/2*F*2 0.4 .

Low Pressure Alarm
Model: REC131-S1(N)
No. of sets: 1
0.2 Low Pressure Alarm
Tag No: NG701
Set pressure: 80kPa(g)

4.15.3 Pipeline Relief Valves Illustration 4.15.3a Typical Pipeline Relief Valve Loading Main
Each section of the cargo pipework that can be isolated has a conventional
spring-loaded type pressure relief valve fitted. The offloading, loading and Type: Conventional 4*P*6
spray main safety valves on each tank, exhaust into the tank via a spectacle Model: REC131-S1(E)
blank and non-return valve. All the other safety valves exhaust into a common No. of units: 2
vent and relief main which is connected to the No.2 and No.3 tanks via Tag No: CR703, CR711
spectacle blanks and non-return valves. The operating pressure for the cargo
line safety valves is 1,000kPa(g) and the valves vary in size and flow relative 1
to the size of the pipeline to which they are attached. Closing pressure: 900kPa(g)
2 Blowdown %: 10%
Cargo Tank Offload Main 3
4
Model: REC131-S1(N)
Type: Conventional 3/4*E*1
No. of units: 4
5 Model: REC131-S1(N)
Tag No: CR114//414
No. of units: 1
Set pressure: 1,000kPa(g) (1.0MPa) 6 Tag No: CR701
Closing pressure: 900kPa(g) 7 Set pressure: 1,000kPa(g) (1.0MPa)
Blowdown %: 10%
8 Blowdown %: 10%
9 Flow rate per valve: 1,398Nm3/h
Cargo Tank Loading Main
Manufacturer: Fukui Seisakusho Manufacturer: Fukui Seisakusho
Type: Conventional 1.1/2*F*2 Type: Conventional 1.1/2*H*3
10
Model: REC131-S1(N) Model: REC131-S1(N)
4 No. of units: 1
No. of units: 4
Tag No: CR113//413 Tag No: CR601
Set pressure: 1,000kPa(g) (1.0MPa) Set pressure: 1,000kPa(g) (1.0MPa)
Closing pressure: 900kPa(g) Closing pressure: 900kPa(g)
Blowdown pressure: 100kPa Blowdown pressure: 100kPa
11
Blowdown %: 10% Blowdown %: 10%
12
Flow rate per valve: 1,874Nm3/h Flow rate per valve: 4,577Nm3/h
Key
1. Cap 7. Spindle Rod
2. Adjusting Bolt 8. Spindle Point
3. Adjusting Bolt Nut 9. Guide
4. Seal and Wire 10. Disc Holder
5. Bonnet 11. Body
6. Spring 12. Nozzle

Off-Loading Main Manufacturer: Fukui Seisakusho Tank Spray Lines
Manufacturer: Fukui Seisakusho Type: Conventional 1.1/2*F*2 Manufacturer: Fukui Seisakusho
Type: Conventional 4*P*6 Model: REC131-S1(N) Type: Conventional 1.1/2*F*3
Model: REC131-S1(E) No. of units: 4 starboard side Model: REC131-S1(N)
No. of units: 2 Tag No: CR001, 005, 009, 013 No. of units: 4
Tag No: CR702, CR710 No. of units: 4 port side Tag No: CR112, 212, 312, 412
Set pressure: 1,000kPa(g) (1.0MPa) Tag No: CLR004, 008, 0012, 016 Set pressure: 1,000kPa(g) (1.0MPa)
Closing pressure: 900kPa(g) Set pressure: 1,000kPa(g) (1.0MPa) Closing pressure: 900kPa(g)
Blowdown pressure: 100kPa Closing pressure: 900kPa(g) Blowdown pressure: 100kPa
Blowdown %: 10% Blowdown pressure: 100kPa Blowdown %: 10%
Flow rate per valve: 36,820Nm3/h Blowdown %: 10% Flow rate per valve: 1,874Nm3/h
Manifold Liquid Crossover Cargo Machinery Space

Manifold Spray Crossover
Manufacturer: Fukui Seisakusho LNG Vaporiser
Type: Conventional 3*L*4 Manufacturer: Fukui Seisakusho
Type: Conventional 3*K*4
Model: REC131-S1(E) Type: Conventional 3/4*E*1
Model: REC131-S1(E)
No. of units: 2 Model: REC131-S1(N)
No. of units: 1
Tag No: CR706, CR707 No. of units: 1
Tag No: CR705
Set pressure: 1,000kPa(g) (1.0MPa) Tag No: CR502
Closing pressure: 900kPa(g) Set pressure: 1,000kPa(g) (1.0MPa)
Blowdown pressure: 100kPa Closing pressure: 900kPa(g)
Blowdown %: 10% Blowdown pressure: 100kPa
Blowdown %: 10%
Flow rate per valve: 16,490Nm3/h Blowdown %: 10%
Manifold
Spray Main Type: Conventional 1.1/2*G*2
Manufacturer: Fukui Seisakusho Model: REC131-S1(N)
Type: Conventional 1.1/2*G*2
Type: Conventional 2*J*3 No. of units: 1
Model: REC131-S1(N)
Model: REC131-S1(E) Tag No: CR506
No. of units: 4 starboard side
No. of units: 3 Set pressure: 1,000kPa(g) (1.0MPa)
Tag No: CR002, 006, 010, 014
Tag No: CR704, CR708 709 Closing pressure: 900kPa(g)
No. of units: 4 port side
Set pressure: 1,000kPa(g) (1.0MPa)) Blowdown pressure: 100kPa
Tag No: CLR003, 007, 011, 015
Closing pressure: 900kPa(g) Blowdown %: 10%
Blowdown pressure: 100kPa Flow rate per valve: 2,956Nm3/h
Blowdown %: 10%
Blowdown %: 10%

Forcing Vaporiser 4.15.4 Regasification Unit Relief Valves Trim Heater
Manufacturer: Fukui Seisakusho Manufacturer: Brody Flow Control Ltd.
Type: Conventional 3/4*E*1 Pressure Relief Valves Valve ref: 3572G-SB-000
Model: REC131-S1(N) Suction Drum Type: 3500
No. of units: 1 No. of units: 4
Manufacturer: Brody Flow Control Ltd.
Tag No: CR503 Tag No: 43PSV-1015/2015/3015/4015
Valve ref: 3511N-SB-000
Set pressure: 1,000kPa(g) (1MPa) Set pressure: 17 1MPa
Type: 3500
Closing pressure: 900kPa(g) Flow rate per valve: 38,528kg/hr
No. of units: 2
Tag No: 43PSV-0005/0010
Blowdown %: 10%
Set pressure: 1.0MPa Deck Propane Storage Tank
Flow rate per valve: 33,071kg/hr Manufacturer: Brody Flow Control Ltd.
Manufacturer’s ref: 31946-CD
LNG Booster Pump Type: 3500
No. of units: 2
Model: REC131-S1(N) Manufacturer: Brody Flow Control Ltd.
Tag No: 43PSV-1120A/120B
No. of units: 3 Valve ref: 3511L-SB-000
Set pressure: 21 1MPa
Tag No: CR505, 504, 507 Type: 3500
Flow rate per valve: 62,321kg/hr
Set pressure: 1,000kPa(g) (1.0MPa) No. of units: 4
Closing pressure: 900kPa(g) Tag No: 43PSV-1055/2055/3055/4055
Blowdown pressure: 100kPa Set pressure: 1.0MPa Thermal Safety Valves
Blowdown %: 10% Flow rate per valve: 19,507kg/hr Suction Drum
Flow rate per valve: 1,874Nm3/h Manufacturer: Brody Flow Control Ltd.
Propane Reservoir Tank Type: Flanged Relief Valve
Manufacturer: Fukui Seisakusho No. of units: 3
Type: Conventional 1.1/2*H*2 Tag No: 43TRV-0030/0022/0020
Model: REC131-S1(N) Set pressure: 1MPa
Type: 3500
No. of units: 1
No. of units: 4
Tag No: CR501
Tag No: 43PSV-1005/2005/3005/4005
Set pressure: 2.1MPa
Blowdown %: 10%
Flow rate per valve: 4,577Nm3/h Propane Loop
Type: 3500
No. of units: 4
Tag No: 43PSV-1010/2010/3010/4010
Set pressure: 2.1MPa

Illustration 4.16a Gas Combustion Unit
TX TX
No.4 LNG To Safe Key
GD
Vent Mast Area IAS Gas Line Electrical Signal
504V Marine Diesel Oil Instrumentation

Compressed Air No.1
DPS Dilution
Damper No.2 Dilution
Nitrogen All Valves are Prefixed ‘F’ Air Fan Air Fan
Extraction Fans M 2 M 1
Dilution Air Dilution Air
GD
502V 503V 505V
P DPS
I Dilution
Air P Atmospheric
Gas Valve Enclosure Air I
TI
Air Plenum Reference Line
Service
IAS
IAS S S Air
From Cargo TX TX TI TX PI PX PX Control Air Service
Compressor
FI Cooling Air Dilution Air
201 224 206 225 211 213
PX PX Air Control Control Control No.3 Dilution
Air Air Air Air Fan
218 Gas
P
Combustion I
S S S Unit Air
226 207 227 Service
205 212 217
DPS
50 Flame
Arrester
PI PS
25 H
LS IGN
214 To Instrument Air No.1 Combustion
Air Header Service L
Burner/Windbox Air Fan
GD
150
308 LS
H
IGN
Air FS
I
Service L P
Air Service
No.2 Combustion
From N2 Air Fan
Buffer Tank PS
FS
PI I
P
Air Service
No.2 Oil Burner Air Fan
GCU Marine Gas PI PI

Oil Tank (5.52m3) No.1 Oil Burner Air Fan
15V 7V IAS
18V PX PI 25 25
No.2
Marine Diesel Oil S S
Pump Set 25
FI
(40kg/h x 1.5MPa) 317 318 319 320 321
PI PI PS PI
304
From Control S
25
Air Service To Igniter Retract Cylinder No.2
301 310 315
To Oily Bilge Tank No.1
To Igniter Retract Cylinder No.1
328
224V Generator Engine

MDO Gravity Tank (300 Litres)
Drain

4.16 Gas Combustion Unit Introduction The diesel oil burner is fed at 40kg/h by two supply pumps which are located
adjacent to the GCU MDO service tank at the A deck level in the funnel casing,
The purpose of the gas combustion unit (GCU) is to safely burn any cargo the service tank has a capacity of 5.52m3. The supply pumps deliver fuel oil
Gas Combustion Unit
boil-off gas (BOG). The AMOxsafe system is designed to burn the BOG with to the burner at the correct pressure for combustion in the burners. Normally,
Manufacturer: Hamworthy a marine gas oil (MGO) pilot flame as required. one pump would be in service with the other switched to standby for automatic
Type: Double shell designed oxidiser starting should the duty pump fail. A pressure switch located on the discharge
The GCU control system design includes for three basic vessel operational manifold provides the start signal for the standby pump via the GCU control
Model: AMOxsafe
modes: system.
No. of sets: 1
Main burner: Dual fuel • Normal Mode: BOG firing (with or without oil burner support)
The main LNG burner imposes a swirling action on the air as it is fed in by the
- BOG is supplied from the low duty (LD) compressors at full
Boil-off gas flow: 0 ~ 4,890kg/h at 750kPa (absolute) combustion air fans. This promotes good mixing of the air/gas/MDO mixture
speed.
0 ~ 734kg/h in free-flow mode and ensures good combustion in the combustion chamber at all operating loads.
• Free-flow Mode: BOG firing (with oil burner in support) - BOG The combustion gases then pass to the flue exhaust gas section where with
Dilution Air Fan is supplied from the vapour main at tank pressure. the aid of air supplied from the dilution fans, the exhaust gases are cooled to
Manufacturer: Hamworthy • Gas Freeing/TankWarming Mode: Gas displaced during inerting a nominal temperature of 450°C (535°C maximum) before being discharged
and purging from cargo tanks is burnt in conjunction with the oil to atmosphere. The dilution air enters the exhaust gas section to meet the hot
Model: Axial, ducted inlet gases via inlet dampers that are controlled by the GCU combustion controller.
burner.
No. of sets: 3 (each 50% capacity)
Flow rate: 245,700m³/h at 1.72kPa(g) The gas combustion unit features a human machine interface (HMI) control There are also two main combustion air fans and two gas extraction fans. The
491,400m³/h 100% GCU load (2 fans running) panel having a stand-alone control system, incorporating a front touch panel two extraction fans are fitted above the gas valve unit room to extract any BOG
screen for the operator interface, alarm monitoring and graphical displays. The leakage. The details and specification for each of the fan units are as detailed
Motor: 440V, 210kW, 1,180 rpm
system has limited integration with the vessel’s IAS and provides third party previously.
Combustion Air Fan remote graphical displays and simple basic control for initiating the automatic
start/stop sequences. Through the IAS ‘Gas Combustion Unit’ screen mimic, The use of the correct excess air level is critical to the operating efficiency
Manufacturer: Hamworthy of the GCU and it is essential that it is fired with at least 50% excess air. By
Model: Forced draught, centrifugal, cone-type inlet silencer, the operator has a general overview of the system and from it has control of
the following: volume, the stoichiometric ratio of air to natural gas is between 9:5 and 10:1
ducted outlet depending on the natural gas analysis. As such, the controls should be set so
No. of sets: 2 (each 100% capacity) • GCU diesel oil pumps - AUTO/MANUAL/DUTY (when the that the air flow to fuel rate on a volume basis is 15:1, allowing for operation at
Flow rate: 118,000m³/h at 3.15kPa(g) pumps are switched to REMOTE). 50% excess air. If working on a mass basis, the stoichiometric ratio is 17.3:1,
• Combustion air fans - AUTO/MANUAL/LEAD (when the fans so the ratio would be approximately 26:1 at 50% excess air, ie, 26kg of air for
Motor: 440V, 190kW, 1,180 rpm
are switched to REMOTE). 1kg of boil-off gas.
GCU Marine Gas Oil Service Pump
• Dilution air fans - AUTO/MANUAL/LEAD (when the fans are When switched to AUTOMATIC, a tank pressure warning for GCU operation
Manufacturer: Hamworthy switched to REMOTE). will be activated at 11kPa(g) (adjustable by the operator), however, when
Type: Horizontal screw • Oil burner air fans - AUTO/MANUAL/DUTY (when the fans switched to MANUAL, the GCU can be operated at tank pressures below
No. of sets: 2 are switched to REMOTE). 11kPa(g) depending on the operator’s preference and operating conditions at
Capacity: 40kg/h x 1.5MPa the time.
Motor: 440V, 0.25kW, 3,380 rpm The operator also has a full view of the system status, the alarm summary and
the mode of operation, namely LDC mode, normal mode and free-flow mode. Immediately after cargo loading and when the loading arms have been
Boil-Off Leak Gas Extraction Fan disconnected, the BOG compressors will need to be in operation. The GCU
Any heat transferred to the liquid cargo during cargo operations will result in should be started in OIL PILOT mode so that it is ready to dispose of any
Manufacturer: HIAIR
the generation of boil-off gas (BOG) from the cargo. To maintain the pressure excess BOG or vent gas as necessary.
Type: TTF-3.0-SI
in the tanks at the correct level, the BOG must be continuously removed and
No. of sets: 2 either used in the main generator engines, the auxiliary boiler or disposed of
Capacity: 75m³/h, 0.147kPa in the GCU.
Motor: 440V, 1.5kW, 1,720 rpm
The GCU is located in the engine room casing on A deck and extends through
the upper decks and is equipped to burn diesel oil in addition to supplies of
BOG. The diesel oil provides an ignition source for the gas being directed into
the GCU.

Illustration 4.16b Gas Combustion Unit - IAS Screen Shot

Gas Combustion Unit Particulars have been in use for a minimum of 60 minutes before stopping. The duty fan is BOG firing rate: Up to 734kg/h
selected by the operator from the HMI screen or through the IAS screen mimic BOG supply pressure: Tank pressure
Burners
if the GCU control panel has been switched to REMOTE.
Burner BOG operating pressure: Up to 9.8kPa
The MDO pilot burners are supplied with fuel oil and compressed air that is
used for fuel atomisation. The MDO from the GCU service tank is supplied BOG temperature 0 - 50°C
Boil-Off Leak Gas Extraction Fans
to the gas combustion unit by two supply pumps that have their discharge Combustion air flow rate: Up to 18,916kg/h
pressure regulated to a constant pressure, with the excess fuel being relieved There are two BOG leak gas extraction fans fitted above the gas valve unit Combustion air pressure: Up to 1.06kPa
back to the pump suction via pressure regulating valves. The operation of the room to remove any gas that may have accumulated in the gas valve enclosure.
Dilution air flow rate: Up to 524,000kg/h
system in this way ensures that there is always pressurised MDO available for The fans discharge to atmosphere on the aft side of the engine casing. A gas
detection unit is fitted for early detection of gas build-up. Dilution air pressure: Up to 1,72kPa
pilot burner operation. The fuel oil supply to the two pilot oil burners is then
controlled by the burner management system. • Gas Freeing/Tank Warming Mode
When in operation, the view through the GCU sight ports should indicate a
Gas Combustion Unit Operation
The GCU control unit panel, as described earlier, has two principal functions:
clean bright flame that is contained in the inner combustion chamber even at the burner management and the combustion/analogue control. The burner
The GCU is designed to operate with two dilution air fans and one
maximum load, provided the excess air ratio is correct and the required number management is the system part that automatically monitors and controls the
combustion air fan at all times with the load between 0-100%. The dilution
of fans for 100% operation are in use. burner and its associated equipment required to safely start and shut down the
air fans are designed to operate at full flow at all times to minimise the power
consumption. In the event of a dilution fan failure, the load is limited to 50%. firing fuels in the correct sequence and operation for the GCU.
Ignition Systems If the combustion fan should fail, the unit will trip.
The combustion/analogue control is the system part that automatically
The methods of ignition are as follows: monitors and controls the fuel and air flow to the GCU, ensuring that the
• High energy (HE) ignition of the oil pilot by the retractable HE GCU Operating Modes correct combustion settings are maintained at all times and to ensure that the
igniters. demand requirements for fuel firing are met.
• Standby Mode
• Direct ignition of the BOG by the oil pilot.
• Gas Mode – Three-Fan Running GCU Load 0 ~ 100%. The GCU control panel can be selected for two separate control modes:
During normal operation, the GCU will run with 2 dilution air • Remote Mode - The GCU is automatically operated by the
Combustion Air Fans fans at all times. However, should a dilution air fan fail during control signals from a remote IAS operator workstation for all
operation, then the GCU load would be limited to 50% capacity. start-up, firing and shutdown sequences.
Inlet Radial Vane Control Damper
If a combustion fan fails, then the GCU would trip. In either
The inlet radial vane control damper is designed to modulate air flow. Each case, the GCU will need to be re-started with the redundant • Local Mode - The GCU is manually operated from the GCU
damper is pneumatically actuated and incorporates an electro-pneumatic fan/s to resume 100% capacity. HMI control panel where an operator has primary responsibility
positioner which provides a 4 to 20mA signal control. for the start-up, firing and shutdown sequences.
BOG firing rate: 0 ~ 4,890kg/h
The maximum permitted vibration level for the fan units is 45µm for BOG supply pressure: 750kPaA nominal The GCU is also linked to the emergency shutdown system (ESDS), so that
displacement and 2.80mm/s for velocity throughout the fan operating speed in an emergency, it can be remotely stopped and isolated. This is explained
Burner BOG operating pressure: Up to 250kPa in more detail later in this section. If the unit loses power during an electrical
range when measured from the bearing housings in any radial plane.
BOG temperature: 0 - 50°C blackout, the switchboard breaker will be automatically closed again during the
Combustion air flow rate: Up to 126,111kg/h sequential restart process.
Dilution Air Fans Combustion air pressure: Up to 3.15kPa
The maximum permitted vibration levels for the fan units is 45µm for Dilution air flow rate: Up to 524,000kg/h
displacement and 2.80mm/s for velocity throughout the fan operating speed Dilution air pressure: Up to 1.72kPa
range when measured from the bearing housings in any radial plane.
• Free Flow Mode - The dilution fans are designed to operate at
full flow at all times to minimise power consumption.
Dilution air is provided by the three fans which feed the air to the combustion
chamber, two fans will be started when the GCU is put into operation and
ramped-up from 0 to 100% load. The dilution fans are designed to operate at
full flow at all times to minimise power consumption.
Should the fuel flow drop below the low setting (initially set at 25%) for a
specified time of 30 seconds, the second fan will stop and the damper will be
ramped closed. As with the combustion fan sequence, the dilution air fan must

GCU Operating Sequences GCU Manual/Tank Protection Mode GCU Start-Up
GCU Automatic/Tank Protection Mode The GCU can be used as required for free-flow, gas freeing and tank warming When the GCU is started, the burner is ignited by a pilot flame, the pilot flame
mode operations. The GCU in this condition is operated in manual control will stay in operation until the GCU is ramped-up to at least 10% load, by
This is the normal operating mode for the GCU where the system is operated
via an IAS workstation in the CCR, or at the local HMI control panel, where which time all the nitrogen in the BOG lines will have been passed and the
and runs automatically (no operator intervention) by logic derived control
the operator has responsibility for the GCU start-up, running operation and GCU is able to operate without the pilot burner support. In order to maintain
signals via the IAS from the cargo handling/tank pressure control system. To
shutdown operations of the unit. flame stability, the pilot burner is automatically started if the GCU load drops
put the system into this mode, the operator selects ‘GCU Auto Mode’ from the
below 10% at any time.
IAS screen. This will signal the GCU control system to receive automatic GCU
The operator selects ��
‘GCU Manual Mode’ ��
from the IAS screen which will
start/stop command signals from the IAS cargo handling/tank pressure control
then require the operator to select the manual GCU start/stop command signals The dilution air inlet to the GCU is split in accordance with the following:
system over the hard-wired cable link to the GCU control panel.
over the IAS hard-wired cable link to the GCU control panel. In this mode, the
• Approximately 50% of the air goes down through the annular
GCU stop command signal from the IAS cargo handling/tank pressure control
In ‘GCU Auto Mode’, the IAS will monitor the cargo vapour main pressure. If gap between the inner and outer cylinders where, at the bottom,
system is ignored by the IAS.
the measured cargo vapour main pressure is greater than the required set point it reverses direction and then flows between the inner cylinder
by eg, 1.0kPa (adjustable), then the IAS control will signal the master BOG and heat shield to cool both items; it then mixes with the
In this mode, to protect the cargo tanks from high pressure, the IAS will monitor
supply shut-off valve to open, and then signal the GCU control system to auto products of combustion.
the cargo vapour main pressure and provide the operator with a warning alarm
‘GCU Start’. The tank pressure controller (IAS cargo control) is held in manual • Approximately 45% of the air goes through four large conical-
when the alarm set point pressure is reached, the set point value is adjustable
mode with zero BOG firing rate demand output to the GCU control system shaped jets into the core of the flue gas to promote mixing.
and must be set at the correct value.
during the initial purge and firing stage of the GCU.
• Approximately 5% of the air goes into the top of the GCU to
If a high pressure warning alarm is generated through the IAS monitoring provide cooling air into the lower region side wall of the stack.
When the GCU control system has completed its GCU start sequence, ie,
system, the operator must decide if the GCU should operate in ‘Auto’
oil burner firing combined with BOG at light-up flow conditions, the GCU
or ‘Manual’ mode. If manual operation of the GCU is selected, then the
control system will then release the selected duty BOG flow control valve and Burner
operator must open the master BOG supply shut-off valve via an IAS control
combustion air fan damper from their light-up settings, allowing the system
workstation. During this operation, the tank pressure controller (IAS cargo The BOG is introduced through a series of nozzles in the burner. The burner is
to modulate according to the tank pressure controller (0-100%) variable BOG
control) is held in manual mode with a zero BOG firing rate demand output of the forced draught type and fires vertically upwards into the oxidiser where
firing rate demand output value. A control signal is sent to the tank pressure
to the GCU control system. The operator will then release the tank pressure the products of combustion mix with the dilution air entering from behind the
controller via the IAS hard-wired cable link, that the system is ready to
controller from being held in manual mode to auto mode and to provide the heat shield. The total flow continues upward through the oxidiser and stack.
modulate, ie, ‘BOG Firing’, and to change from being held in manual mode to
GCU control system with a fixed value of 20% for example (adjustable) of the
automatic mode. This will provide the GCU control system with a (0-100%)
BOG firing rate demand signal. The GCU is then started from the IAS operator
variable BOG firing rate demand output signal when the measured cargo Furnace Pre-Purge
workstation by selecting ‘GCU
��
Start’�.
vapour main pressure is greater than the required set point of eg, 4.0 ~ 17.0kPa
The furnace is pre-purged by the combustion air fans by passing air through
(operator adjustable).
When the GCU control system has completed its ‘GCU ��
Start’ sequence
��
ie, the burner, the flue gas uptake and the associated gas passages to remove
the fuel oil burner firing combined with BOG at light-up flow conditions, the any remnant combustible gases and replace them with air. The pre-purge is
If the IAS tank pressure controller demand output value falls to zero and the
GCU control system releases the selected duty BOG flow control valve and performed automatically for several seconds before the burner is started and
measured cargo vapour main pressure is less than the set point by for example
combustion air fan damper from their light-up settings to modulate according before ignition commences. Once the pre-purge is completed and the burner
1.0kPa (adjustable), then the IAS will signal the GCU control system to auto
to the fixed tank pressure controller (20%) BOG firing rate demand value. has reached normal firing, it will not be performed again until the burner has
‘GCU Stop’, the IAS will also signal the master BOG supply shut-off valve to
stopped and the start sequence re-commences.
close if vessel operations require. The GCU control system will be safely shut
When the measured cargo vapour main pressure falls to an acceptable value,
down in a controlled sequence by closing all GCU main and burner fuel safety
the GCU is then stopped from the IAS operator workstation, or locally from the Once the start sequence has been initiated, the combustion air and dilution air
shut-off valves and stopping the selected duty fuel oil pump and oil burner air
local HMI control panel, by selecting ��
‘GCU Stop’��
. The GCU control system fans start. The fan low pressure trips are inhibited during this for a preset time
fan. The selected duty combustion and dilution air fans will remain running
will safely shut down in a controlled sequence by closing all GCU main and to allow the fans to build-up air pressure.
and in operation after completion of a GCU furnace air purge, the fans must be
burner safety shut-off fuel valves, and stopping the selected duty fuel oil supply
stopped manually by the operator.
pump and oil burner fan. The duty combustion and dilution air fans will remain
Oil Pilot Start
running and in operation after completion of a GCU furnace air purge, the fans
Note: An automatic control function of the GCU control system when
must be stopped manually by the operator. The operator must decide if it is Once the furnace has been pre-purged with air, the combustion air fan damper
combined BOG firing with the oil burner, will be to automatically stop the
necessary to close the master BOG supply shut-off valve via the IAS control if moves to the ‘light up’ position, the atomising air shut-off valve opens and
oil burner when the BOG flow becomes greater than 15%-20% (adjustable),
vessel operations require. the selected high energy igniter is advanced into the burner. The duty diesel
and conversely to automatically start the oil burner if the BOG flow becomes
oil service pump supplies fuel to the burner, and once the flame has been
less than 10%-15% (adjustable).
established, the burner is modulated to the normal pilot firing position.

Oil Pilot Firing Shutdown Note: The combustion forced draught fans and the dilution air fans will not The following lists show the common trips that can cause a safety shutdown.
Upon receiving a stop signal, or should the BOG flow decrease to less than automatically stop, but remain in operation.
10%, the fuel oil shut-off block valves will close and the atomising air shut-off Common Trip ‘A’ Conditions
block valve will remain open. The fuel pumps will stop, after which the air
purge shut-off block valve will open and purge the oil sprayer for 10 seconds. Emergency and Safety Shutdowns The following listed interlocks/conditions will cause an automatic Common
GCU Trip ‘A’ condition, stopping the burner operation in a safe controlled
If no further firing is required, a post-purge of the furnace will be carried out.
The CGU has two shutdown systems, namely the ‘emergency’ and ‘safety’ manner and shut off all fuel and ignition sources to the GCU. The selected
Upon completion of the above, the combustion air and dilution air fans should
systems. If the emergency shutdown system (ESDS) is activated, it will result duty operational oil pump and oil burner air fan motors will be stopped, but the
be stopped.
in the rapid shut-off of all the fuel and ignition sources to the gas combustion combustion air and dilution air fan motors will remain in operation with their
unit. The interlocks that initiate an emergency shutdown are all hard-wired respective inlet dampers held at their light-up and open positions.
Boil-Off Gas Start externally to the programmable logic controller and use separate logic to • Gas valve enclosure - extraction air flow low-low.
Prior to any BOG start, the oil pilot firing has to be established as the BOG isolate the fuel and ignition sources. An emergency shutdown will also stop the
combustion forced draught fans, the dilution air fans and the oil pumps. • Gas detected within gas valve enclosure high-high (30% LEL).
always requires an MDO pilot burner as the ignition source and cannot be
started on its own. When the BOG is started or is firing at a BOG flow rate • Gas valve enclosure - at least one extraction air fan running.
of less than 10%, it must be fired in combination with the MDO pilot burner. Emergency Shutdowns
When the BOG flow rate is greater than 15%, then the MDO pilot is not Common Trip ‘B’ Conditions
required and will automatically shut down. The following gives a list of positions where an emergency shutdown can be
initiated. It should be noted that in the event of an ESDS shutdown, the Burner The following listed interlocks/conditions will cause an automatic common
Once the BOG is started and firing in combination with the MDO pilot, then Management System (BMS) will remain active to provide the operator with GCU Trip ‘B’ condition, stopping the burner operation in a safe controlled
the GCU control system logic will automatically start and stop the pilot in alarm and monitoring facilities. manner and shut off all fuel and ignition sources to the GCU. The selected
accordance with the set 10% and 15% BOG flow rates and requires no operator • GCU local emergency stop pushbutton on the flame monitoring duty operational oil pump and oil burner air fan motors will be stopped, but the
intervention. Once the BOG start signal has been received, an automatic panel. combustion air and dilution air fan motors will remain in operation depending
nitrogen purge of the burner BOG pipework downstream of the closed burner upon the trip interlock condition�.
• GCU local emergency stop pushbuttons in the GCU local deck
shut-off valves is carried out. The IAS/ESDS will open the master BOG shut- • Flue gas exhaust temperature high-high.
area.
off valve. The BOG flow control and gas vent valves are closed whilst the
BOG shut-off block valves open. Should everything be in order, the burner will • Fire Control Station (FCS) emergency stop pushbutton. • Flue gas exhaust temperature transmitter failure.
continue under BOG firing. • Cargo Control Console (CCC) emergency stop pushbutton. • Instrument air pressure low-low.
• Engine Control Console (ECR) emergency stop pushbutton. • Combustion air flow low-low.
Boil-Off Firing Shutdown
• Combustion air flow transmitter failure.
Once the BOG firing stop signal has been received, the IAS system reduces the The ESD will stop all fuel gas and oil flows to the CGU by closing down the
individual burner safety shut-off valves and opening the gas vent valves. The • Combustion fan No.1 failed/fault.
BOG flow rate to a minimum. When the flow is less than 10%, the ‘oil pilot’
will be established. The BOG gas shut-off block valves will close and the gas high energy ignition spark in service will be de-energised and isolated and the • Combustion fan No.1 motor winding temperature high-high.
vent valve will open. The IAS system will now send a signal to close the master igniter retracted. The fan inlet dampers will close, in addition to the fans and
• Combustion fan No.1 damper failed to close.
BOG shut-off valve. An automatic nitrogen purge of the burner BOG pipework the oil pumps stopped.
will then be carried out. A post-purge will also be performed (automatically) • Combustion fan No.2 failed/fault.
upon completion of the burner stop sequence as part of the normal shutdown Note: An ESD inhibits an automatic nitrogen purging of the burner BOG and • Combustion fan No.2 motor winding temperature high-high.
control procedure. The purge air flow rate will not exceed the rate at which the vent gas pipework, and the controlled air purging of the oil pilot fuel sprayer
unit was shut down. • Combustion fan No.2 damper failed to close.
as a result of the fan dampers being closed and until the ignition system has
been reset. The ESD condition will be held latched by the programmable • Dilution fans plenum chamber airflow low-low.
Furnace Post-Purge logic controller system until acknowledged on the HMI screen and the fault • Dilution fan No.1 motor winding temperature high-high.
rectified and again reset from the HMI screen.
A post-purge will be performed automatically upon a burner stop. During • Dilution fan No.1 damper failed to close.
this, the duty combustion air fan inlet damper will be moved to the ‘light-up’
Safety Shutdown • Dilution fan No.1 failed/fault.
setting and the combustion air flow is monitored and proved to be between
15% and 20%. The furnace is then purged of residual combustion gases for If a safety shutdown, also referred to as a ‘common trip’, is activated, it will • Dilution fan No.2 motor winding temperature high-high.
approximately 15 seconds. The post-purge cycle is then completed, with the result in stopping the burner operation in a safe controlled manner, and shut off • Dilution fan No.2 damper failed to close.
combustion air fan inlet damper set to the ‘light-up’ position and the dilution all fuel and ignition sources to the CGU. The interlocks that initiate a safety
fan air inlet damper set fully open. shutdown are hard-wired directly to the programmable logic controller. A • Dilution fan No.2 failed/fault.
safety shutdown does not automatically stop the fans or oil pumps. • Dilution fan No.3 motor winding temperature high-high.

• Dilution fan No.3 damper failed to close. • BOG supply temperature transmitter failure. • GCU RESET.
• Dilution fan No.3 failed/fault. • BOG burner pressure high-high. • LOGIN.
• Fuel rich trip. • BOG burner pressure ��
transmitter failure. • GCU CONTROL.
• Total flame loss. • BOG burner shut-off valve failed to open. • STATUS.
• BOG burner shut-off valve failed to close. • ANALOG CONTROL.
Common Trip ‘C’ Conditions
• BOG burner vent valve failed to close. • SEQUENCE.
The following listed interlocks/conditions will cause an automatic common
• Master nitrogen purge valve failed to close. • ALARM HISTORY.
GCU Trip ‘C’ condition, stopping the burner operation in a fail-safe manner and
shut off all fuel and ignition sources to the GCU. The selected duty operational • Nitrogen purge vent valve failed to close. • ALARM ACTIVE.
oil pump, oil burner air fan, combustion air and dilution air fan motors will • Burner nitrogen purge valve failed to close. • ALARM MUTE.
not be stopped by the GCU control system from a running condition and will
remain in operation. • Master BOG supply shut-off valve failed to close. • ALARM RESET.
• Loss of electrical power supply to GCU control system. • BOG burner pressure transmitter failure.
The main display automatically appears when the system is powered-up and
• GCU control system PLC major fault. represents a graphical overview of the GCU.
Furnace Air Purge Trip Conditions
• PLC trip.
These trip conditions will cause an automatic termination or inhibit the timed Note: The control pushbuttons will be greyed-out if the function is not
air purge sequence, resulting in inhibiting the oil or BOG pilot start sequence; available.
Oil Burner Trip Conditions this does not cause an automatic CGU trip and the combustion air and dilution
The following listed interlocks/conditions will cause an automatic trip, fans will not be stopped. From this screen it is possible to start and stop the GCU and to select a natural
resulting in closure of all the fuel oil supply automatic safety shut-off valves draught mode.
• Combustion air fan No.1 inlet damper failed to close.
under control of the Burner Management System (BMS). This will cause an
automatic GCU trip (Safety Shutdown) under certain conditions, eg, if the • Combustion air fan No.2 inlet damper failed to close. In the event of an alarm occurring, an alarm banner will appear at the top of the
oil burner is firing on its own or required in combination for support with the • Combustion air fan No.1 inlet damper failed at light-up. display, indicating the alarm.
BOG. The selected duty operational combustion air and dilution air fans will
not be stopped and will remain in operation, with their inlet dampers held at • Combustion air fan No.2 inlet damper failed at light-up.
Fans and Pump Control
their light-up and open positions respectively. The selected duty operational oil • Dilution air fan No.1 inlet damper failed to close.
pump and oil burner air fan motors will be conditionally stopped. The control of the combustion air fans, dilution air fans and the fuel oil pumps
• Dilution air fan No.2 inlet damper failed to close. are basically the same. Touching a fan or pump symbol on the screen brings up
• Fuel oil pump failed/fault. a window which provides the operator with screen buttons that include AUTO,
• Dilution air fan No.3 inlet damper failed to close.
• Fuel oil pressure transmitter failure. MAN, LEAD, DUTY START and STOP. The buttons will be greyed-out if the
• Dark check failed. function is not available.
• Fuel oil pressure low low.
• Any fuel valve failed to close.
• Oil burner air fan failed/fault. Operating the AUTO, MAN, LEAD, DUTY START and STOP buttons will
• Any (BOG, BOG pilot) gas vent failed to open.
execute the command and close the pop-up window. If already selected, the
• Oil burner air fan discharge pressure low-low.
AUTO, MAN, LEAD and DUTY buttons will be illuminated when the window
Local HMI Touch Screen Operation is opened.
Boil-Off Gas Trip Conditions
The following listed interlocks/conditions will cause an automatic trip, Fitted to the front panel of the GCU control cabinet is a touch screen controller The fuel and air flow values are shown in line with the pipework or ducting and
resulting in closure of all the BOG supply automatic safety shut-off valves that allows the duty engineer to operate the GCU locally, but for this to function, are represented in % form.
under control of the BMS. This will cause an automatic GCU trip (safety the LOCAL/REMOTE switch below the screen must be toggled to the LOCAL
shutdown) if the BOG is firing on its own or in GCU mode. The selected duty position. The HMI display allows the operator to access sub-menus or issue Status Screen Mimic
operational combustion air and dilution air fans will not be stopped and will commands by pressing one of the display navigation buttons at the bottom of
the screen, these menu options appear on every screen. The status screen mimic provides a representation of the GCU, burner and fuel
remain in operation with their respective inlet dampers held at their light-up
supply with its instrumentation. From this screen it is possible to select which
and open positions.
The menus and commands at the bottom of each screen include the oil ignition unit is to be the duty unit and when selected, the screen button will
• BOG supply temperature low-low. following: illuminate. The position of the control valves is also shown on the mimic in %
• BOG supply temperature high-high. form. If a function is not available on this screen, the icon will be greyed-out.

Analogue Screen Mimic
The analogue screen mimic provides the operator with the controller faceplates
of all of the control loops. From this screen it is possible to:
• Select the mode of operation of the loop.
• Operate the loop manually by touching the CV value and
entering a new value on the pop-up keypad that will appear.
• Change the set point of the oil flow loop by touching the SP
value and entering a new value on the pop-up keypad that will
appear.
• Select REMOTE or MANUAL demand signal and manually
set the demand value by touching the MANUAL numeric input
field and entering a new value on the pop-up keypad that will
appear.
Operating the TREND DISPLAY navigation button at the bottom of each

controller will open the trend display screen for that loop.
Sequence Screen Mimic

The sequence screen mimic provides the operator with a display of the GCU
sequences in different modes of operation.
Alarm and Alarm History Screen Mimics

Pressing the ALARM screen button will provide the operator with a list of
alarms that are currently active, while pressing the ALARM HISTORY button
will display details of all alarms that have been raised with up to 10,000 alarms
being stored. When the memory is full and a new alarm is raised, the oldest
alarm will be deleted.
Login Screen Mimic

Pressing the LOGIN screen button provides the facility to ‘login’ and access
functions not available to unauthorised persons. Pressing the LOGIN button
will display a pop-up window from which the operator can enter the user name
and password. There are two levels of user access and these are as follows:
• Administrator.
• Engineer.
If there is no operator input or interaction with the HMI for more than 5
minutes whilst in the administrator or engineer modes, an automatic logout
will be performed by the PLC and the HMI will return to its normal operating
mode.

Part 5: Deck Systems 5.4a
5.4b
Fresh Water Cooling System ��
Fresh Water Cooling System Mimic ��
5 - 30
5 - 33
5.5.1a Ballast System �� 5 - 34
5.1 Temperature Monitoring System �� 5 - 3 5.5.1b Ballast Water Treatment System Skid Unit �� 5 - 36
5.2 Insulation Space/Interbarrier Space Systems �� 5 - 9 5.5.1c Ballast Mimic �� 5 - 38
5.5.1d Ballast Pump Circulating Sequence Screen �� 5 - 41
5.2.1 Insulation Spaces Nitrogen Pressurisation and Control System �� 5 - 9
5.5.2a Ballast Pump Fill Sequence �� 5 - 42
5.2.2 Mark III Low Differential Pressure Test �� 5 - 13
5.5.2b Ballast Pump Empty Sequence Screen �� 5 - 44
5.3 Cofferdam Heating System �� 5 - 19 5.5.2c Ballast Pump Stop Screen �� 5 - 47
5.3.1 Cofferdam Heating and Control System �� 5 - 19 5.5.3a Ballast Tank and Draught Gauges �� 5 - 48
5.3.2 Hull Ventilation �� 5 - 25 5.5.3b Tank Level Gauging Panel �� 5 - 49
5.6a Loading Computer Screen �� 5 - 52
5.4 Cargo Machinery Fresh Water Cooling System �� 5 - 31 5.7a Passageways and Forward Bilge Systems �� 5 - 56
5.5 Ballast System �� 5 - 35 5.7b Cargo Bilge System Mimic �� 5 - 58
5.8.1a Winch and Windlass Deck Arrangement �� 5 - 60
5.5.1 Ballast Piping System �� 5 - 35
5.8.1b Mooring Arrangements �� 5 - 62
5.5.2 Ballast Water Management �� 5 - 43
5.8.2a Mooring Arrangements with QRHs �� 5 - 66
5.5.3 Remote Level and Draught Indicating System �� 5 - 49
5.8.2b Quick-Release Hooks and Capstan �� 5 - 67
5.6 Loading Computer �� 5 - 53 5.8.2c Operating Quick-Release Hooks and Capstan �� 5 - 68
5.8.2d Load Monitoring and Remote Release Display �� 5 - 70
5.7 Passageway and Forward Bilge/Drain System �� 5 - 57 5.8.3a Port Manifold Crane �� 5 - 72
5.8 Deck Equipment �� 5 - 61 5.8.3b Knuckle Boom Crane �� 5 - 76
5.8.3c Knuckle Crane Operator Panel �� 5 - 78
5.8.1 Mooring Winches and Windlass �� 5 - 61
5.8.3d Knuckle Crane Starter Cabinet �� 5 - 79
5.8.2 Quick-Release Hooks �� 5 - 68
5.8.3e Main Menu Dispaly Panel �� 5 - 80
5.8.3 Manifold Service/Regas Cranes �� 5 - 73
5.8.3f Knuckle Crane Emergency Stop �� 5 - 81
5.8.4 Provision and Cargo Machinery Room Cranes �� 5 - 89
5.8.3g Main Operating Display �� 5 - 82
5.9 Cargo Steam System �� 5 - 95 5.8.3h Knuckle Crane Operator Levers �� 5 - 83
5.8.3i Override Bypass Display �� 5 - 84
5.8.3j Personnel Handling Panel �� 5 - 85
Illustrations
5.8.3k Derating Display Panel �� 5 - 86
5.1a Barrier Space Temperature Screen �� 5 - 2 5.8.4a Aft Provision Handling Cranes �� 5 - 88
5.1b No.1 Tank Cofferdam Temperature Screen �� 5 - 4 5.8.4b Cargo Machinery Room Crane �� 5 - 90
5.1c No.3 Tank Cofferdam Temperature Screen �� 5 - 5 5.9a Cargo Steam System �� 5 - 94
5.1d No.4 Tank Cofferdam Temperature Screen �� 5 - 7
5.2.1a IS/IBS Monitoring for N2 Leak Based on Position of IS/IBS N2 Control Valve �� 5 - 8
5.2.1b IS IBS Control Screen �� 5 - 10
5.2.2a Low Differential Pressure Test Blank Flanges �� 5 - 12
5.2.2b External Leak Verification �� 5 - 14
5.2.2c IBS and IS Piping Arrangement on Liquid Dome �� 5 - 16
5.3.1a Cofferdam Heating Screen �� 5 - 18
5.3.1b Glycol Water Heater System �� 5 - 20
5.3.1c Cofferdam Heating System �� 5 - 23
5.3.2a Hull Ventilation �� 5 - 24
5.3.2b Hull Ventilation Control Screen �� 5 - 26
IMO No: 9653678 / Issue 1 (2017.02.01) 5- Part 5: Deck Systems

Illustration 5.1a Barrier Space Temperature Screen

5.1 Temperature Monitoring System
Introduction
Monitoring equipment is provided in the cargo control room for the insulation
barrier and the inner hull temperatures to give a warning in case of a failure
of the insulation or a leakage of LNG into the primary spaces and/or the
secondary insulation spaces.
Each sensor is of the resistance type and each has a temperature operating
range of between -200°C and +100°C with an accuracy of ��
±��
3°C. The sensors
used to detect the failure of the primary barrier/insulation are installed, in pairs,
type A and B for 100% redundancy, in the insulation space and those to detect
failure of the secondary barrier/insulation are attached to the inner hull steel
bulkheads.
The secondary insulation space sensors are installed transversely and

longitudinally around each of the cargo tanks. During normal conditions, the
‘A’ type sensors are in service whilst the ‘B’ type are on standby. If the ‘A’ type
sensor fails, the ‘B’ will automatically come into service. The sensors are fitted
inside small pockets that are secured to the membrane between the primary and
secondary insulation spaces.
For the inner hull and cofferdam temperature measurement shown in

illustrations 5.1b/c. The temperature transmitters are fitted on each tank, being
located on the bottom of the tank in the duct keel, the trunk deck and in the
cofferdam spaces, with transmitters on each of the forward and aft bulkheads.
One of the transmitters fitted in each cofferdam is used to provide a signal to

the control valve on the cofferdam glycol heating system.
The temperature measurements are indicated for each sensor in service in the
cargo control room via the appropriate IAS screen. The recording of these
temperatures is also available via the IAS.
The sensor alarm point for the IS barrier sensors is set at -120°C, while the
sensors for the inner hull sensors alarm point is set at 0°C.

Illustration 5.1b No.1 Tank Cofferdam Temperature Screen

Illustration 5.1c No.3 Tank Cofferdam Temperature Screen

Illustration 5.1d No.4 Tank Cofferdam Temperature Screen

Illustration 5.2.1a IS/IBS Monitoring for N2 Leak Based on Position of IS/IBS N2 Control Valve

5.2 Insulation Space/InterBarrier Space • Standby generator low pressure cut-in 500kPa. Semi-Automatic Alternation
Systems • Standby generator high pressure cut-out 900kPa. In semi-automatic operation, the duty generator will be selected by the operator
as the master unit which will operate to maintain pressure in the buffer tank.
5.2.1 Insulation Spaces Nitrogen Pressurisation The nitrogen generators are operated locally from a dedicated control panel The master unit will then continue as the operating generator until it is
and Control System with alarms and system conditions being monitored by the IAS. The IAS deselected. The second generator, which will be stopped in standby condition,
monitors the generating plant and indicates any alarms or shutdowns that have will then start in the following circumstances:
been activated.
Nitrogen Gas Generator 1. If the pressure in the buffer tank falls below 500kPa.
Manufacturer: Air Products AS Nitrogen vapour is produced by generators and stored in a 24m3 pressurised 2. If a shutdown signal is initiated on the master unit.
Model: NC1.1-1609P-WKP-125-970 - Integrated Feed Air buffer tank which is then supplied to the pressurisation headers through make- 3. If the master unit suffers a power or PLC failure.
Compressor and Nitrogen Generator up regulating valves. From the headers, branches are led to the interbarrier
(IBS) and insulation spaces (IS) at the liquid dome of each tank as typically
Type: Prism membrane
shown in illustration 5.2.1b. After flowing through the IBS and IS, the nitrogen Primary and Secondary Insulation Spaces
No. of sets: 2 is exhausted through regulating control valves to the IBS vent mast and the IS
Unit capacity: 125m3/h at 97% nitrogen gooseneck vent on each tank from the vapour domes. The cut-in set point for The inlet and outlet control valves for both spaces at each cargo tank are
Oxygen content: <3 vol. the duty generator is 500kPa and 400kPa for the standby generator. operated under split range control by the output of the reverse acting pressure
Nitrogen dew point: -70°C at atmospheric pressure controller for that space. Thus, when the pressure in that space falls below the
desired value, the inlet valve opens and the outlet valve remains shut. When the
Outlet pressure: 850kPa (at generator outlet) Control and Instrumentation pressure in the space rises above the desired value, the outlet valve opens and
Inlet temperature: 0/45°C (minimum/maximum) the inlet valve remains shut.
Discharge pressure: 500/950kPa (minimum/maximum) The two nitrogen generating units may be set to operate:
Outlet temperature: 35/50°C (minimum/maximum) • Manually. The pressurisation header control valve NG710 reacts to the demand on the
system and maintains the header pressure at 50kPa. A flow meter downstream
• Automatically.
of valve NG709 gives an indication on the IAS of the current demand on the
Nitrogen Buffer Tank • Semi-automatically. nitrogen system. Pressure switches on the nitrogen buffer tank control the cut-
No. of sets: 1 in/cut-out of the compressors via the control panel.
Capacity: 24m3 Manual Alternation
High/low and differential pressure alarms are fitted to the pressure control
Design pressure: 1.1Ma The operating modes are set via the controller. In manual mode, the units will systems for each primary and secondary space.
Operating pressure: 1.0MPa (maximum) operate independently with no automatic alternation between them. In this
case, one unit only would be set to operate with the second unit shut down. WARNING
When the depression in the primary insulation spaces relative to the
Introduction Automatic Alternation secondary insulation spaces, reaches 3kPag, the two insulation spaces
Where the units are set to automatic alternation, the following parameters must be immediately interconnected, otherwise, serious damage will
Each generator is a package unit comprising a feed air compressor, nitrogen
control their operation: occur to the membranes.
membrane banks and associated instrumentation and auxiliary equipment. The
two units can be run independently or as duty and automatic standby. High 1. Lowest Running Hours - The unit with the fewer running hours
and low pressure switches activate the starting and stopping of the nitrogen will start first when there is a start command. Pressure Control Logic for IBS/IS
generators as demand from the system dictates. The pressure switches are set
up through the operator terminal ‘work range menu’ to allow the duty generator 2. Shut Down Alarm - If a common trip alarm is activated on the Explanation of Set Pressures
to cut-in with the pressure falling and cut-out again with the pressure rising. running generator, the other unit will take over to supply the
system. • IBS supply valve open setting = 0.5kPa (opens when the IBS
One 125m3/h package being able, under normal operations, to maintain the 3. Power/PLC Failure on one Generator - If a power failure or PLC pressure decreases below 0.5kPa).
pressure in the buffer tank owing to the small demands placed upon the system. failure occurs on one generator, the second unit will start and • IS supply valve open setting = IBS + 0.4kPa (opens when the IS
operate in manual mode. is less than 0.2kPa above the IBS).
The standby unit is set to automatically start at and stop at predetermined
4. Pressure Low - If nitrogen consumption is high and the pressure • IBS exhaust valve open setting = 1kPa (opens when the IBS
(adjustable) pressures. Pressure settings are as follows:
in the buffer tank falls below 400kPa, an alarm will be initiated pressure increases above 1kPa).
• In-service generator low pressure cut-in 550kPa. and both generators will start and run simultaneously until the
• IS exhaust valve open setting = IBS + 0.45kPa (opens when the
• In-service generator high pressure cut-out 950kPa. pressure has recovered.
IS is more than 0.45kPa above IBS).

Illustration 5.2.1b IS IBS Control Screen
IMO No: 9653678 / Issue 1 (2017.02.01) 5 - 10 Part 5: Deck Systems

IBS and IS Alarms Nitrogen Header Alarms The system will automatically adjust the pressures in the IBS and IS spaces,
exhausting if the pressure exceeds the exhaust valve set point and making up if
IBS low pressure: 0.2kPa Description Low High High/High it falls below the supply valve set point.
Header pressure 200kPa 600kPa
IBS high pressure: 1.5kPa
Nitrogen IS/IBS header pressure 20kPa 60kPa 65kPa Flow Meter at Each Tank IBS
IS low pressure: 0.4kPa
IS high pressure: 2.5kPa A flow meter has been provided in the bypass line around the IBS supply
Procedure for Setting Nitrogen System control valve to each tank. The local meters are scaled 4 - 40m3/h and are to be
IBS/IS differential pressure: 0.20kPa (low) used during initial troubleshooting of a high gas concentration or in case one
IBS/IS differential pressure: 0.50kPa (high) With the nitrogen generator in automatic mode and the buffer tank pressurised, of the IBS supply valves fail.
proceed as follows:
Nitrogen Generator Alarms and Shutdowns a) The manual valves each side of the supply and exhaust control
The following alarms will be displayed on the NGU’s control panel LCP- valves, together with the valves to the liquid and gas dome
01: (SD-1 - shutdown of complete system, SD-2 - shutdown of N2 delivery gauge boards, should be fully open.
valve.)
b) The IBS nitrogen supply control valves NC113, NC213,
Tag Description Set Point Display/Response NC3139 and NC414 are normally set to 0.5kPa at the IAS,
and the IS supply control valves NG119, NG219, NG319 and
XA-8.01 Compressor common N/A Compressor
NG419 set for IBS plus 0.4kPa(g), eg, 0.7kPa.
alarm shutdown (SD-1).
Start-up delay 2
c) The IBS exhaust regulating valves NC106, NC206, NC306 and
minutes
NC406 are normally set for 1kPa, and the IS exhaust regulating
PDAH-8.32 Feed air filter differential 60kPa General delay 30 valves NG106, NG206, NG306 and NG406 set for IBS plus
pressure high seconds 0.45kPa(g), eg, 1.45kPa.
LA-8.36 Feed air filter drain failure N/A SD-1
TAH-8.39 Feed air temperature high +50°C SD-1 Note: Ensure that the manual bypass/isolating valves situated on both the
TDAL-8.39 Heater temp. rise low +5°C SD-1 start-up supply and exhaust lines on each tank are closed, eg, NG113, NG114 and
delay 2 minutes NG115 for No.1 tank IBS supply and NC105, NC107 and NC104 for the
TAH-8.40 Heater over-temperature 350°C SD-1 manual reset IBS exhaust.
at heater JB
TAH-8.42 Separator feed temp. high 70°C SD-1 d) From the nitrogen buffer tank, the nitrogen at 0.9MPa passes
through a reduction valve where the pressure is reduced to
PAL-8.45 Separator feed pressure 400kPaG SD-1 start-up
50kPa to supply the IBS/IS pressurisation header and the purge
low delay 1 minute
sealing header.
MAH-8.49 Dew point content high -60°C Start-up delay
0-10 min. e) Open the manual isolating valves NG711 and NG709 on the
AAH-8.50 Oxygen content high 3.5% Start-up delay insulation space pressurisation header and set the control valve
0-10 min. NG710 to 50kPa at the IAS, to allow the supply of nitrogen to
AAHH-8.50 Oxygen content 4.0% SD-2 start-up the headers from the nitrogen buffer tank in the engine room.
high high delay 0-10 min.
UA-5.32 Emergency stop Open SD-1 In the event of cargo gas leakage into an insulation space, each space can be
contact swept with a continuous feed of nitrogen by opening the exhaust bypass valve
XA-5.41 PLC battery failure Self- from the space and allowing a controlled purge. Close monitoring of the gas
diagnosis analyser on this space will be necessary during purging.
XA-5.42 Common error – 5.1 Common SD-1
display error CAUTION
The insulation spaces must at all times be protected against over-
pressure which might otherwise result in membrane failure.

Illustration 5.2.2a Low Differential Pressure Test Blank Flanges
From IBS
Pressure Header
PI PX
From IS BW
IS Safety Valve
NGQQ NGGG
NGPP NGNN NGFF NGDD

To Gas Detection
To Vacuum Pump Panel
NGCC
NGOO N2 Supply Bypass in Compressor Room N2 Exhaust Bypass
IS Safety Valve
Valve for IS NGEE Valve for IS LO NGSS
LO NGRR NGMM
NGBB
NGAA
Key
Liquid Gas
Blank Flanges
IBS
Dome
IS
Dome
IBS Safety Sealing
Valve
NCTT
To N2 Vent Mast
NCII NCGG NCAA
To Gas
Detection
Panel
NCBB
N2 Exhaust Bypass
NC NC Cryogenic Non-Cryogenic NCEE LO NCUU
PI Valve for IBS
RR OO To Vacuum Pump To Gas
in Compressor Room Detection
PX NCFF NCDD
NCCC Panel
NCSS NCPP NCKK N2 Supply Bypass NCGG
Valve for IS IBS Safety Valve
NCLL NGJJ NGKK
NCQQ
NCMM
NCHH
Cryogenic Non-Cryogenic
NGHH NGII
To Spray
Line
To N2 Vent
Mast

5.2.2 Mark III Low Differential Pressure Test It consists of monitoring the variations of the IS and the IBS pressures in the Gas Detection System
two following cases:
For the inspected tank, the absence of methane in the IS and IBS shall be
Mark III is a membrane-type Cargo Containment System (CCS) equipped with • LDPT-A: IS pressure is 1.3kPa higher than the IBS pressure confirmed using the gas detection system. The gas detection system of this
a secondary barrier in accordance with IGC Code. with both spaces closed. tank should then be isolated from the rest of the installation to avoid any
interference during the test.
The IGC Code defines the secondary barrier as ‘the liquid-resisting outer • LDPT-B: IBS pressure is 1.3kPa higher than the IS pressure and
element of the cargo containment system. It is designed to afford temporary with both spaces closed.
containment of any envisaged leakage of liquid cargo through the primary Safety Devices
barrier and to prevent the lowering of the temperature of the ship’s structure to The pressure scheme used in LDPT-A and LDPT-B generates a gas flow from
IS to IBS in the case of LDPT-A and from IBS to IS in the case of LDPT-B. During all test sequences, including the test preparation, all necessary actions
an unsafe level.’ shall be undertaken to protect the primary and the secondary barriers from
unwanted over-pressure due to any possible human errors or malfunctioning of
The secondary barrier of the Mark III CCS is manufactured using a bonded Test Conditions the system. The installation, at safety valves positions, of liquid guard pressure
assembly of triplex. The composite material consists of three layers of glass relief devices set at 2.0kPa is recommended.
Prior to the tests being carried out, check the nitrogen pressurisation system
cloth-aluminium-glass cloth and is liquid-tight, but due to its composition, has
for external leaks and that any suspected defects are repaired. There should be
a tolerable level of porosity, called ‘normal porosity’, allowing only gas to pass
sufficient nitrogen available to carry out these tests. Special care must be paid IAS Output Verification
through it.
during the test to the temperature sensors and to the spaces’ pressures. In case
of abnormal readings, the IAS shall be returned to the normal setting, then To verify the system indications, a calibrated portable digital pressure gauge
According to the IGC Code, the secondary barrier has to be designed to allow or a simple water manometer connected to the spaces’ sampling connections
standard safety procedures are to be applied.
regular inspections using an appropriate secondary barrier tightness test. shall be simultaneously compared with IAS output. If the difference is above ±
The assessment of the secondary barrier tightness should be performed 0.02kPa, the IAS output shall be set accordingly. The tested space shall be set
The soundness of the secondary barrier can be evaluated by measuring the at a different pressure than the atmospheric pressure (+1.6kPa as it is during
under steady state conditions, with the cargo containment system in ambient
gas flowing through it when subject to a differential pressure. High vacuum the initial phase of the LDPT-A can be used).
condition (positive temperature in the tank and insulation space) where the
pressure test (SBTT) is the official/approved method currently used to check
temperature and the pressure of the cargo tank and its insulation spaces remain
the secondary barriers of both new and old vessels, for evaluation of their
as unaffected as possible by external or internal movement during the test. In External Leak Verification
tightness.
this respect, the following test conditions are set.
To detect possible external leaks, an inspection (hearing test and/or soapy water
The SBTT can only be performed when the tanks are free of cargo and gas, The value of ±0.5kPa is selected and used as a maximum allowable pressure test) of the following parts is to be carried out:
due to the incompatibility of the high vacuum pressure with the normal cargo variation inside the tank during the test. Because IBS and IS spaces are closed,
handling operations. • Flanges of nitrogen pressurisation system on deck.
the atmospheric pressure variation does not affect the test if the pressure inside
the tank remains within the allowable range (±0.5kPa). • The IBS and IS nitrogen supply and exhaust safety valves.
Moreover, it activates both normal porosities and eventual abnormalities.
• IS bilge well in duct keel, access hole covers, pipe and cable
Two temperature sensors are selected in the secondary space (IS), one on the penetrations.
For closer secondary barrier monitoring, a more flexible method should be top and another on the bottom. The maximum variation of ±0.5°C is set as a
considered. limit for each of those two selected temperature sensors during each test (1 • Water draining system in cofferdam.
hour pressure monitoring periods). • Nitrogen supply and exhaust piping.
A low-pressure test, focusing on abnormalities, should be possible to be
performed while the vessel is at sea. It should also allow accurate evaluation of • Fixed gas detection system in liquid dome and gas dome.
secondary barrier soundness. Installation of Blank Flanges
It is necessary to isolate these two spaces from outside to ensure accurate This inspection to be performed with a pressure difference between the spaces
results. and the atmospheric pressure: +1.6kPa.
Test Principle
The Low Differential Pressure Test (LDPT) is composed of two steps, called Blank flanges are installed on the following bypass and safety valves: In addition to the above described inspection, the monitoring of LDPT-A
LDPT-A and LDPT-B, which should confirm the existence of any abnormality stabilisation phase is used to detect external leaks. The stabilisation phase of
between the IS and the IBS. • IS nitrogen supply bypass valve. LDPT-A consists of pressurising the two insulation spaces at +1.6kPa and
• IS nitrogen exhaust bypass valve. monitoring the pressure equilibrium in the two spaces. The variation of the
Note: At the range of pressure, LDPT is carried out and for 20°C ambient IS or/and IBS pressures during this observation time can be considered as an
• IS safety valve (1 one each gas and liquid dome).
temperature, a temperature variation of 0.5°C induces an intrinsic pressure indication of external leak or malfunctioning of the nitrogen supply system.
variation of about 0.18kPa. • IBS nitrogen supply bypass valve.
• IBS nitrogen exhaust bypass valve.
• IBS safety valve (1 one each gas and liquid dome).

Illustration 5.2.2b External Leak Verification
Air Supply
Key
Cofferdam Air
Inter Hull Bilge
To Overboard Via
Flexible Pipe on Deck
Air Chamber
PI
Cargo Tank Cargo Tank
Pneumatic Pump
Interbarrier
170mm 100mm
Space
Cofferdam
Insulation Bilge Well
Space
IS Bilge Well (Forward and Aft)

150mm Waterlight and Pressurised
with N2 for IS
Float Level
Float Level Water Water Alarm
Alarm Sensor Sensor
50mm Manual Sounding
Spool Piece to IS (Aft End Of Tank)
To Aft Pipe Water Draining Pipe To Forward Pipe

Duct Bilge Pump Aft Forward Duct Bilge Pump
External Leak Inspection Position on Deck and Cofferdam
Reference Drawing: xxxx

Pre-Test Procedure Low Pressure Differential Test-A (LDPT-A) • IBS pressure and temperature (bottom).
The sequences shall be completed in the following precise order: LDPT-A Sequence • Differential pressure between IS and IBS.
Pressure • Cargo tank pressure and temperatures (top: 95% for example,
a) The operation mode of IS/IBS control valves shall be changed (kPar)
and optionally the bottom).
in the IAS from Auto to Manual.
• Atmospheric pressure and ambient temperature.
1.6
b) Using the IAS, the IS and IBS pressures shall be simultaneously • Cofferdams mean temperatures (at start and end).
set up to +1.6kPa.
• Ballast tanks filling conditions (at start and end, if
PIS
c) The IS and IBS pressures shall be observed for 1 hour and different).
recorded at least every 5 minutes. During this time, all valves
shall be closed. If IS and/or IBS pressures are not stabilised f) At the end of the LDPT-A, the two manual valves of each
PIBS control valve shall be opened.
during this observation time, the test is stopped and further
external leaks investigations are required.
Low Pressure Differential Test-B (LDPT-B)
0.3 LDPT-B Sequence
Pre-test Sequence
Pressure
Pressure (kPa)
(kPa) 0 Time
(h)
-1 0 1 2
1.6 1.6
Pressure Pressure
Monitoring and Recording
Setting Setting
PIS PIS
Stabilisation
Reference Drawing: GTT Low Differential Pressure Test procedure, Rev:D

PIBS PIBS
The sequences presented shall be completed in the following precise order:
0.3 a) From the IAS, the operation mode of the IS/IBS control valves
to be changed from Auto to Manual. 0.3
0 Time
(h) b) Using the IAS, set up the following pressures: 0 Time
0 1 2 3 (h)
Pressure Pressure
• IBS pressure = +0.3kPa. -1 0 1 2
Initial Control Phase
Setting Setting
• IS pressure = +1.6kPa.
Pressure Pressure
Monitoring and Recording
Setting Setting
Reference Drawing: GTT Low Differential Pressure Test procedure, Rev:D c) The IS and IBS pressures shall be regulated for about ½ hour.
Stabilisation
d) Using the IAS, the following valves shall be closed: Reference Drawing: GTT Low Differential Pressure Test procedure, Rev:D
The decay rate in the space has to be less than 0.2kPa per hour, if it is higher, • Four control valves (IS supply valve, IS exhaust valve, IBS
the test has to be redone after all the piping etc, has been checked for leakage supply valve, IBS exhaust valve). The following sequences shall be completed in the following precise order:
and any faults rectified.
• The bypass valve and the two manual valves of each control
valve, twelve valves in total, closed. a) From the IAS, the operation mode of the IS/IBS control valves
to be changed from Auto to Manual.
e) The following parameters to be observed for 1 hour and recorded
every 5 minutes:
• IS pressure and temperatures (top and bottom).

Illustration 5.2.2c IBS and IS Piping Arrangement on Liquid Dome
From Interbarrier Space

Pressurisation Header
F
From Insulation Space
To N2 Vent Mast
Pressurisation Header
To Gas Detector
Safety Valve
Connection
for IBS
IBS
IS
m
erda
C off
N2 Distribution of Nitrogen at IBS Bottom and

Stripping of the Leaked Cargo in IBS (Bottom
Aft Part)
Portable Liquid Level Measuring (Bubbling Type)

and Portable Gas Sampling for IBS (Low Point)
Nitrogen Distribution at IBS Top and Portable

Gas Sampling High Point
Nitrogen Distribution in IS Safety Valve Connection for IBS

(Bottom Through Cofferdam Aft)
Aft IS with Portable Liquid Level Gauge
Bilge IS Safety Valve Pilot Portable Gas
Bubbling Type and Manual Sounding (Aft)
Well Sampling for IS (High Point)
and Portable Gas Sampling for IS (Low Point Aft)

b) Using the IAS, the following pressure shall be set up: Where the test results fall outside the above limits and leakage between the IS Normal Function Restoration
and IBS is suspected, then further investigations, such as a complete hearing
• IBS pressure = +1.6kPa. After the tests, the normal operation of the nitrogen pressurisation system
test with acoustic emission (AE) inspection or a TAMI, are recommended.
should be restored.
• IS pressure = +0.3kPa.
• All installed blind flanges to be removed and the tightness or the
Report
c) The IS and IBS pressures shall be regulated for approximately reinstalled pipework is to be verified.
30 minutes. The test report should include the following items:
• IS and IBS gas detection systems are to be turned on and
checked to confirm they are operating normally.
d) Using the IAS, the following valves shall be closed: 1) Vessel name and hull number.
• Four control valves (IS supply valve, IS exhaust valve, IBS
2) Date and time of tests.
supply valve, IBS exhaust valve).
• The bypass valve and the two manual valves of each control 3) External leak inspection results.
valve, twelve valves in total, closed.
4) Recordings during the tests:
e) The following parameters to be observed for 1 hour and recorded
For both the LDPT-A and LDPT-B, a recording during 12 hours
every 5 minutes:
preceding the test and during the test:
• IS pressure and temperatures (top and bottom).
• IS pressure and temperatures.
• IBS pressure and temperature (bottom).
• IBS pressure and temperatures.
• Differential pressure between IS and IBS.
• Differential pressure between IS and IBS.
• Cargo tank pressure and temperatures (top: 95% for example,
• Cargo tank pressure and temperatures.
and optionally the bottom).
• Trunk deck temperature.
• Cofferdams mean temperatures (at start and end).
• Cofferdam temperatures.
• Ballast tanks filling conditions (at start and end, if
different). • Ballast tanks filling conditions.
f) The bypass valve and the two manual valves of each control 5) LDPT-A test results: The differential pressure decay rate value
valve, twelve valves in total, to be set to their normal operational and the final differential pressure.
position.
6) LDPT-B test results: The differential pressure decay rate value
g) The operation mode of the IS/IBS control valves to be changed and the final differential pressure.
in the IAS from Manual to Auto.
7) LDPT conclusion and recommendations.
Conclusion
8) The parties represented during the tests.
The results of LDPT-A and LDPT-B performed in ambient conditions are used
to evaluate the tightness of the secondary barriers and to eventually recommend 9) Company that performed the tests.
further actions according to the following guideline:
No further investigation would be recommended if:

• LDPT-A and LDPT-B results are under - lower limit to be set.
• LDPT-A and LDPT-B are between the upper and the lower limit
(to be set) and the variation between the actual LDPT and the
LDPT0 : is under - % limit to be set.

Illustration 5.3.1a Cofferdam Heating Screen

5.3 Cofferdam Heating System Glycol Water Pneumatic Pump • A glycol mixing tank of 200 litres.
Manufacturer: Wilden • One pneumatic operated expansion tank topping-up pump.
5.3.1 Cofferdam Heating and Control System Type: Air-operated
The glycol steam heaters are provided with steam at 0.8MPa from the saturated
No. of sets: 1
Glycol Water Heaters steam system as detailed in the Machinery Operating Manual. The condensate
Air pressure: 7kg/cm2 drains from these return to the engine room via the cargo drains cooler and the
Manufacturer: DongHwa Entec Capacity: 2m3/h at 100kPa atmospheric drains condenser.
Model: BEU Introduction Alarms
No. of sets: 2
Capacity: 4.03m3 The temperature inside each of the cofferdam spaces is affected by the Tag No. Description HH H L LL
temperature of the surrounding ballast tanks, the local air temperature and No.1 glycol heater outlet temperature 100 90
Fluid Allocation Shell Side Tube Side the cooling effect from the adjacent cargo tanks. Because of this, a cofferdam No.1 glycol heater return temperature 10 5
heating system is used to ensure that the cofferdam ambient temperatures are
Fluid Name Steam Glycol Water No.2 glycol heater outlet temperature 100 90
always maintained at a temperature above 5°C when the vessel is in a loaded
Fluid quantity, kg/hr 617.80 24,000.00 condition. Each cofferdam is heated by two independent systems, but only one No.2 glycol heater return temperature 10 5
Vapour in/out 617.80 - 24,000.0 24,000.0 is in service at a time, with the other being switched to standby.
Liquid - 617.80 - - The requirements for the individual cofferdams are as follows:
Steam - - - - The heating system is a semi-sealed system where the glycol/water mixture
is contained within a closed loop. Any expansion in the glycol and water mix • No.1 cofferdam total heat flux 59,611W: No.1 heating coil
Water - - - - length of 380m, No.2 heating coil length of 373m.
during operations is allowed for by the provision of a 1,000 litre expansion
Temp. in/out °C 158.10 158.10 75.00 90.00 tank. • No.2 cofferdam total heat flux 58,340W: No.1 heating coil
Viscosity cP 0.0143 0.1724 0.9959 0.7795 length of 371m, No.2 heating coil length of 369m.
Specific gravity 0.9097 1.0260 1.0144 The liquid level in the system is maintained by glycol being added from the
4,500 litre glycol reservoir tank, which is mixed with fresh water in the 200 • No.3 cofferdam total heat flux 70,744W: No.1 heating coil
Inlet pressure 0.50Mpa 0.30Mpa length of 450m, No.2 heating coil length of 450m.
litre mixing tank to the required ratio of 45% glycol to 55% water. When the
Velocity 0.75m/s 1.42m/s
system requires topping-up, the mixture is fed from the mixing tank to the • No.4 cofferdam total heat flux 70,744W: No.1 heating coil
Number of passes 1 2 expansion tank by a locally operated pneumatic pump. length of 450m, No.2 heating coil length of 450m.
• No.5 cofferdam total heat flux 42,127W: No.1 heating coil
Glycol Water Circulating Pump The heating conditions for the system are determined by the following extreme
length of 268m, No.2 heating coil length of 268m.
operating conditions:
Manufacturer: Shinko
Type: RVP100MH • Outside air temperature: -18°C.
CAUTION
No. of sets: 2 • Sea water temperature: 0°C.
Any failure of the cofferdam heating system when cargo is on board
Capacity: 24m3/h at 300kPa • Wind speed: 5 knots. must be treated as serious and repairs made immediately. In the case of
Speed: 1,780 rpm suspected leaks, regular soundings of the cofferdams will indicate into
Motor rating: 11kW During the vessel’s ballast voyages, the cooling effect from the cargo tanks is which space the glycol water is leaking.
greatly reduced and so the heating coils are not normally in use.
Power: 440V, 60Hz
Each cofferdam is fitted with three temperature sensors on each forward and
Motor speed: 1,770 rpm The glycol/water heating system is located in the cargo electric motor room aft bulkhead, which will also give an early indication of a heating tube failure.
and consists of the following items of equipment: Cofferdams No.1 and No.5 have two additional temperature sensors.
• Two glycol water centrifugal circulating pumps which are rated
at 24m3/h. Any accumulation of water in the cofferdam areas can be pumped out using the
pneumatically operated water drain pumps, which are located in forward and
• Two steam heaters with high and low steam demand regulating aft areas of the pipe duct.
valves.
• A glycol expansion tank of 1,000 litres. The steel used in the construction of the cofferdam is mild steel grade A, which
has a minimum design operating temperature of -5°C, and the pipework used
• A glycol storage tank of 4,500 litres capacity. in the two heating coil systems is 304L grade stainless steel.

Illustration 5.3.1b Glycol Water Heater System
In Safe Area
Key
65 Glycol Air
CH114
50 65 Saturated Steam Electrical Signal
Expansion LS LAL 50 Condensate Instrumentation

Glycol Storage Tank (1m³) IAS From Steam Supply
Tank (4.5m³) CS58 15 Domestic Fresh Water
PX PIAL CS
CS IAS 57
25
59 PI
TAHH TIAHL TIC ZSH
CS CS
IAS IAS IAS IAS
55 56
CH113 65
CH107
No.2 Glycol Water
TX TIAL TI 40 TI TS TX TX MS
IAS
Circulating Pump Air
(24m³/h x 300kPa) Separator
From Cofferdam To Cofferdam
Glycol Heating 65 65 Glycol Heating
No.2 Glycol Water Heater
Systems Systems
CH105 CH101 CH097 25 CH093 CH089 CH086
ZSH
40 25 65 CH CH CH
IAS
099 095 091 TI
25
CH103 50 MS CH087
CH110
65
25 25 65
PX PIAL
CH108 PS PAL LOCAL CS51 CS50
LOCAL 25
PS PAL CS CS49
From Fresh LOCAL PX PIAL 54
Water Filling LOCAL 25
CH102
TIAL TAHH TIAHL TIC ZSH
Glycol Water Gauge Board CS CS
15 15 IAS IAS IAS IAS IAS
A Transfer Pump (Heater Vendor 53 52
65
FW (2m³/h x 100kPa) Supply)
14 CH106
TX CH CH TI 40 TI TS TX TX MS
65
098 90
From Cofferdam To Cofferdam
CH109 CA54 Glycol Heating
Glycol Heating 65
No.1 Glycol Water Heater
65
Systems Systems
CH104 CH100 CH096 25 CH092 CH088 CH085
No.1 Glycol Water ZSH
Air
CH Separator
From Circulating Pump 094 TI
IAS
Water/Glycol (24m³/h x 300kPa)
Compressed Air 25
Mixing Tank 25
(0.2m³) MS
25
25 25 To Condensate System
CS48 CS47
25
CH112
Passageway
65 CS46
CH111
Strike Plate

Temperature Control of the Heating System Position Description Valve f) Open the condensate drains from the steam heater. Slowly open
Temperature transmitters on the outlet side of each of the steam heaters and the steam inlet valves to the high and low demand control valves
Open Expansion lines to heaters valve CH102
similar transmitters downstream of the cofferdam three-way flow control for the No.1 heater.
CH103
valves, measure the actual temperature of the glycol water in the system and Closed Expansion line drain valve CH106
relays the signal to the IAS, allowing the duty officer to monitor the system g) Ensure the air eliminator isolating valves are open.
temperatures. b) Assuming that the No.1 steam heater and the No.1 (primary) Position Description Valve
heating coils are to be used, prepare the heater valves in Open No.1 supply line air eliminator valve CH036
The automatic temperature control to each circuit adjusts the temperature as accordance with the following table:
required. Open No.1 return line air eliminator valve CH017
Position Description Valve Open No.2 supply line air eliminator valve CH035
System Operation Open Steam heater steam supply valve CS58 Open No.2 return line air eliminator valve CH018
The glycol/water mixture is circulated through the system of heaters by means Open No.1 steam heater steam inlet valve CS54
of a circulating pump, one in use, with the other on standby. Automatic No.1 steam heater temperature control valves CS52, CS53 h) Start circulating pump No.1, either locally or on the IAS display
Open No.1 steam heater condensate outlet valves CS48, CS47 screen.
The cofferdam spaces each have two sets of heating coils. The flow of glycol/ Closed No.1 steam heater condensate bypass valve CS46
water mixture to each set of coils is through a three-way valve and a throttling i) Bleed the system and remove any air from the heating coils.
Open No.1 steam heater steam drain valve
valve. The second standby set can be put into service immediately as a totally
separate system in the event of failure in the primary system. j) Monitor the cofferdam temperatures and adjust as necessary.
c) Slowly warm-through the heater until steam appears at the
The automatic flow control to each cofferdam and liquid dome is achieved drain, close the drain valve. The standby heating coils can be prepared for operation in the same way so that
by means of a three-way valve on each header and the operating signals for they are ready for immediate use should the need arise.
regulation are via the IAS mimic. Throttling valves on each header return d) Open the normal glycol water supply and return valves to each
line are set after conducting trials and should not be adjusted unless in a set of cofferdam heating coils. The No.1 cofferdam is listed Alarms
problematic situation. below as a typical example:
Tag Description Low Low Low
No.1 Cofferdam (Typical Example) No.1 cofferdam average bulkhead temp. 4°C 2°C
Operating Procedure for Heating Coils
No.2 cofferdam average bulkhead temp. 4°C 2°C
Position Description Valve
In normal operating conditions, No.1 glycol circulating pump will operate on No.3 cofferdam average bulkhead temp. 4°C 2°C
heating No.1 coil, while the No.2 circulating pump will be switched to standby Open Cofferdam inlet valve to main coil CH016
operating on No.2 coil. The standby pump will then start automatically if the Automatic Cofferdam control valve to main coil GH010
duty pump has a low discharge pressure, if there is a pump failure or there is a Open Cofferdam outlet valves from main coil CH003, CH005,
No.1 liquid dome average air temperature 4°C 2°C
loss of running signal. CH013
No.2 liquid dome average air temperature 4°C 2°C
Open Cofferdam main coil bypass valve CH009
a) Prepare the valves on both circulating pumps in accordance with No.3 liquid dome average air temperature 4°C 2°C
Open Cofferdam inlet valve to secondary coil CH015
the following table: No.4 liquid dome average air temperature 4°C 2°C
Automatic Cofferdam control valve to secondary coil GH012
Open Cofferdam outlet valves from secondary coil CH004, CH006, .
CH014
Open No.1 circulating pump isolation valve CH104
Open Cofferdam secondary coil bypass valve CH11
Open No.1 circulating pump suction valve CH100
Open No.1 circulating pump discharge valve CH092 Set the other cofferdam heating coil valves in the same manner as listed above,
Closed No.2 circulating pump isolation valve CH105 then in the cargo control room, proceed as follows:
Open No.2 circulating pump suction valve CH101
Open No.2 circulating pump discharge valve CH093 e) Via the IAS, select the glycol/water system display screen, then
select the No.1 steam heater as the ‘master’ operating on the
Open No.2 circulating pump expansion valve CH103 No.1 coils.
Open Expansion tank drop valve CH107

Illustration 5.3.1c Cofferdam Heating System
Motor Room Key
Glycol
A B C D
Electrical Signal
Same as No.1, 2, 3, 4 & 5
ZI ZI
IAS IAS CH CH CH CH
036 035 018 017
TIC
IAS 40 No.1 Return (Main) 65 40
40 No.2 Return (Standby) 65 40
40 No.2 Supply (Standby) 65 40
40 No.1 Supply (Main) 65 40
CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH
084 083 082 081 068 067 066 065 052 051 050 049 034 033 032 031 016 015 014 013
ZT 40 ZT 40 ZT 40 ZT 40 ZT 40
CH080 CH079 CH064 CH063 CH048 CH047 CH030 CH029 CH012 CH011
ZT 40 ZT 40 ZT 40 ZT 40 ZT 40
40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40
CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH
074 073 072 071 058 057 056 055 042 041 040 039 024 023 022 021 006 005 004 003
65 65 65 65 65
65 65 65 65 65
No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
65 65 65 65 65
65 65 65 65 65
CH070 CH054 CH038 CH020 CH002

CH069 CH053 CH037 CH019 CH001

Illustration 5.3.2a Hull Ventilation
Passageway Passageway
Natural Supply Vent Natural Supply Vent
Flexible Hose Connection for Dry-Air Gas Main
Passageway Passageway Flexible Hose
Supply to Passageway (Dry-Air Supply)
(Aft - Port and Starboard)
Mechanical Exhaust Fan Connection
Dry-Air Supply
for Dry-Air
From IG
Supply to
System
Passageway
in Engine Room
(Forward -
H Port and
To Ballast Tank Starboard)
Ventilation
IG06
Spool
Pipe Duct Piece
To Cargo For Portable Fan on Manhole Pipe Duct
Natural Supply Vapour Line Mechanical
IG09 for Trunk Space Manhole Cover for Trunk
Vent Exhaust Fan
(Aft Side - Port and Starboard) to be Opened When Gas
Freeing (Forward Side - Port and Starboard)
For Dry-Air
Supply to Air Lock
Pipe Duct H Portable Gas Freeing Fan
(Aft and To be Installed on Injured Person's
Port only) Manhole for Cofferdam (Starboard Only)
Accommodation H Cargo Manhole Cover for Cofferdam to be
Cargo Machinery Room Opened when Gas Freeing (Port and Starboard)
Motor
Room Passageway
Passageway Mechanical Exhaust Fan
Passageway Passageway
Natural Supply Vent Natural Supply Vent
Manhole Cover for Trunk
Portable Gas Freeing Fan to be Opened when Gas Portable Gas Freeing Fan Duct Keel
on Dry-Air Pipe Freeing (Forward - on Manhole for Trunk Emergency Vent Natural Supply (Aft)
Flexible Hose Connection for for Cofferdam (Port) Port and Starboard) (Aft - Port and Starboard) Passageway Line Dry-Air Supply
Dry-Air Supply to Cofferdam Natural Supply Duct Keel
Gas Main Natural Supply (Forward)
(Port Only) Portable Gas Freeing Fan (Forward and
on Manhole for Cofferdam Aft - Port and Passageway
Manhole Cover for Cofferdam to be Starboard) Mechanical Exhaust Fan
Opened when Gas Freeing
(Mid - Port and Starboard)
(Port and Starboard)
Trunk
Passageway Passageway Passageway Passageway
Void Void
Void Void
Access Trunk
Transverse Cofferdam Transverse Cofferdam
Pipe Duct Pipe Duct

5.3.2 Hull Ventilation Introduction g) An entry permit is to be issued and a copy posted at the entrance
of the space to be entered, the number and time of issue is also
The cofferdams and pipe duct must be inspected on a regular basis to check entered into the Ship’s Log Book. Follow the company QA
Underdeck Passageway Exhaust Fans
for cold spots, the condition of the paintwork and a general inspection of the procedures and requirements.
Manufacturer: Hi Air Korea Co. Ltd. piping, fittings and valves. In general, one cofferdam area should be inspected
Type: AKA-800/410 every month. Before entering the cofferdam/pipe duct spaces, the compartments The entry personnel must take with them a personal oxygen meter, radio, and
Quantity: 2 must first be ventilated and made safe. if possible, alternative emergency lighting, such as cyalume lights, these are
tubes containing two chemicals, and when the tube is bent, the chemicals mix
Air volume: 570m³/min
Prior to entry into any enclosed space, the company QA procedures must be and produce a light.
Fan speed: 1,750 rpm discussed and strictly adhered to, and the following need to be carried out
Power consumption: 10.5kW before any personnel are allowed to enter: During the time personnel are in an enclosed space, communications with the
safety standby person and the personnel carrying out the inspection should be
a) The space is to be ventilated using mechanical means and maintained at regular periods. In the event of this communication being lost,
Electric motor emergency tank rescue procedures should be set in motion.
venting is to be continued throughout the period that personnel
Manufacturer: HICO are in the space.
Type: 160L-B3 Pipe Duct Space
Pole 4 b) The spaces are to be checked for oxygen and hydrocarbons
using portable meters. The meters are to be checked and The ship is fitted with a natural supply vent which must be opened before
Power: 8.8kW starting the exhaust fan which is situated aft above No.5 cofferdam. Located
calibrated before use.
Revolutions: 1,750 rpm forward above No.1 cofferdam is a mechanical exhaust fan for the pipe duct
Rating current: 27.4A c) Means of communications are to be tested, including all VHF or space. In addition to the mechanical exhaust fan and natural supply vent, the
UHF hand-held radios. pipe duct space can also be ventilated using the inert gas/dry-air plant. A
Starting current: 178.4A
spool piece is inserted, then valve IG09 can be opened to supply dry-air to the
d) Means of illumination are to be checked, including the gas-tight pipe duct. The mushroom vent inlet is closed and dry-air from the IG plant is
Pipe Duct Keel Exhaust Fan torches which are worn attached to a safety helmet or hand sent down into the pipe duct space and exhausted via the exhaust fan and the
carried. entrance manhole.
Type: AKA -800/410
e) A safety equipment trolley is to be prepared, containing the Underdeck Passageways
Quantity: 1
following minimum items:
Air volume: 450m³/min The port and starboard passageway areas are each equipped with a mechanical
• 2 complete self-contained breathing apparatus sets. exhaust fan located midships, and two natural supply vents, one forward and
Fan speed: 1,755 rpm one aft, on the trunk deck to the passageways. Each passageway also has
Power consumption: 7.6kW • 4 spare air cylinders for the self-contained breathing
an entrance door at the aft and forward end that can be opened to provide
apparatus sets.
additional natural ventilation. There is also an entrance door onto the trunk
• Resuscitator with extra oxygen cylinder. deck approximately half length of the passageway.
Electric motor
• Stretcher (Paraguard or similar).
Manufacturer: HICO
• Air powered lighting with suitable hose. Cofferdam
Type: 160M-B3
• 1 gantline and block. Each of the cofferdam spaces is provided with two manhole covers, one port
Pole 4
and one starboard. A portable fan can be connected to one and the space
Power: 11kW • 2 wire-cored hemp lifelines. ventilated through the other. Each cofferdam space is also fitted, on the port
Revolutions: 1,755 rpm • 1 rescue harness. side, with a pipe leading down from the trunk deck level to near the bottom of
Rating current: 21.0A the space. A flexible hose can be connected to the blank flange at deck level
• 1 VHF or UHF extension aerial. and to the similar flange on the gas main. The starboard manhole cover is
• Portable oxygen and hydrocarbon meters. opened to allow the space to be ventilated.
f) Personnel are to be briefed and a competent person with a radio WARNING

stationed at the entrance to the enclosed space. If it has been found that nitrogen consumption has increased beyond
normal acceptable levels, then added precautions should be observed
before entering the cofferdam spaces.

Illustration 5.3.2b Hull Ventilation Control Screen

Liquid Dome Void Space Manufacturer: HICO Air Lock Supply
Each liquid dome void space is fitted with a manhole cover which can be Type: 132S-V6 Manufacturer: Hi Air Korea Co. Ltd.
removed and a portable gas freeing fan fitted. Pole: 4 Type: AKA-400/150
Power: 5.5kW Quantity: 1
Water Ballast Tank Space Revolutions: 1,740 rpm Air volume: 10m³/min
Each water ballast tank is fitted with an injured person hatch at the main deck Rating current: 11.0A Fan speed: 1,685 rpm
level which can be removed and a portable gas freeing fan fitted. The ballast Starting current: 66.1A Power consumption: 0.2kW
tanks can also be ventilated through the ballast main using the inert gas plant
in dry-air mode and installing the spool piece at ballast valve IG08.
Electric Motor Room Supply Manufacturer: HICO
Dry-air is then sent from the IG plant via IG06, through valve TV01 into the Type: AC30, 80B4, B-3
ballast main and then to the required ballast tank via its suction valve. The Pole: 4
Type: AWA-800/410
ballast tank lid is opened to allow the air to be exhausted to atmosphere. Power: 0.4kW
Quantity: 2 (1 working, 1 redundancy)
Revolutions: 1,685 rpm
Fans for Hull Outfitting Fan speed: 1,755 rpm
Rating current: 1.2A
Steering Gear Room Supply Starting current: 5.9A
Power consumption: 6.5kW
Type: AKA-800/350 Manufacturer: HICO CO2 Room Exhaust
Quantity: 1 Type: 160M-B3 Manufacturer: Hi Air Korea Co. Ltd.
Air volume: 450m³/min Pole: 4 Type: AWA-630/280
Fan speed: 1,740 rpm Power: 11kW Quantity: 1
Power consumption: 7.2kW Revolutions: 1,755 rpm Air volume: 65m³/min
Rating current: 21.0A Fan speed: 1,720 rpm
Manufacturer: HICO Starting current: 136.5A Power consumption: 1.0kW
Type: 132S-V6
Pole: 4 Cargo Compressor Room Exhaust Manufacturer: HICO
Power: 5.5kW Type: 90L-V6
Revolutions: 1,740 rpm Pole: 4
Type: AWA-1000/410
Rating current: 11.0A Power: 1.5kW
Quantity: 2 (1 working, 1 redundancy)
Starting current: 66.1A Revolutions: 1,720 rpm
Fan speed: 1,755 rpm
Bosun Store Supply Starting current: 19.8A
Power consumption: 16.1kW
Type: AKA-630/350 Manufacturer: HICO Emergency Diesel Generator Room Exhaust
Quantity: 2 Type: 180L-V1 Manufacturer: Hi Air Korea Co. Ltd.
Air volume: 300m³/min Pole: 4 Type: AWA-500/230
Fan speed: 1,740 rpm Power: 30kW Quantity: 1
Power consumption: 3.7kW Revolutions: 1,755 rpm Air volume: 40m³/min
Rating current: 54.0A Fan speed: 1,720 rpm
Starting current: 378.0A Power consumption: 0.4kW

Manufacturer: HICO Forward Pump Room Exhaust Manufacturer: HICO
Type: 90L-V6 Manufacturer: Hi Air Korea Co. Ltd. Type: 71-B3
Pole: 4 Type: AKA-800/350 Pole: 4
Power: 1.5kW Quantity: 1 Power: 0.4kW
Revolutions: 1,720 rpm Air volume: 140m³/min Revolutions: 1,690 rpm
Rating current: 3.3A Fan speed: 1,740 rpm Rating current: 1.1A
Starting current: 19.8A Power consumption: 3.3kW Starting current: 6.5A
Paint Store Exhaust Manufacturer: HICO Chemical Store Exhaust

Type: 132S-V6
Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd.
Pole: 4
Type: AWA-500/230 Type: AWA-350/150
Power: 5.5kW
Quantity: 1 Quantity: 1
Air volume: 30m³/min Air volume: 15m³/min
Fan speed: 1,720 rpm Fan speed: 1,685 rpm
Power consumption: 0.5kW Power consumption: 0.2kW
Manufacturer: HICO Cargo Engineers Workshop Exhaust Manufacturer: HICO

Type: 90L-B3 Manufacturer: Hi Air Korea Co. Ltd. Type: 71-B3
Pole: 4 Type: AWA-350/150 Pole: 4
Waste Management Room Exhaust Manufacturer: HICO Battery Room Exhaust

Type: 71-B3
Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd.
Pole: 4
Type: AWA-500/280 Type: HCA-400/150
Power: 0.4kW
Quantity: 1 Quantity: 1
Air volume: 30m³/min Air volume: 20m³/min
Fan speed: 1,720 rpm Fan speed: 1,690 rpm
Power consumption: 0.4kW Power consumption: 0.3kW
Manufacturer: HICO Deck Workshop Exhaust Manufacturer: HICO

Type: 90L-V6 Manufacturer: Hi Air Korea Co. Ltd. Type: 80-V1
Pole: 4 Type: AWA-350/150 Pole: 4

Illustration 5.4a Fresh Water Cooling System
FC
35
25 Key Cargo Motor Room Cargo Compressor Room

Elevation FW32 50
25 25 40
Fresh Water PT
FC34 FC No.2 HD
FW31 FW30
25 25 Bilge 33
50 Compressor Motor
FW29 40 FW28 40 FC32 To Gas Detection
25 25 No.2 HD Compressor
FC31 40 Panel
FW27 FW26 Trunk LO Cooler FC
25 25 40 FC30 09
FW25 FW24 50
FW17 FC29
25 25 No.1 HD
65 65 FC
FW23 40 FW22 To Fresh Water Main 50 Compressor Motor
28
25 25 B 40 FC27 100
Fresh Water
Tank (P&S) FW21 FW20 A FC26 40 No.1 HD Compressor FC07
80
Typical Section LO Cooler
Steering 15
40 FC25 No.2 After-
50 Cooler
Gear From Fresh Water 50 50 FC24
FC23 No.3 LD
Room Hydrophore Unit 40 100 80 50 Compressor Motor FC
FW33 in Engine Room 15 15
06
15 40 FC22
2nd Deck No.3 LD Compressor 100
FC21 40
15 25 To/From Engine Room LO Cooler
40 FC20
FW34 Auxiliary Cooling Fresh
Water Booster Pump FC19 100
FC18 No.2 LD
3rd Deck (275m3 x 300kPa) Transverse Cofferdam FC04
Aft Peak Tank Cofferdam 50 Compressor Motor
40 FC17 No.1 After-
Engine Room FC16 40 No.2 LD Compressor Cooler
LO Cooler
4th Deck 40 FC15
FC
FC14
No.1 LD 03
FC13
Cooling 100 100 50 Compressor Motor 100
WB Tk (P) Pipe Duct WB Tk (S)
Water 40 FC12
Tank Top
Tank No.1 LD Compressor
Pipe Duct FC11 40
LO Cooler
200 150 FC10 100
B Drain Cooler
FC02
200 150 100 for H/D Heater
A
Deaeration Tank FC01
50 FW
FW FW16 Side 10
19 To/From 15 Passageway
FW Tk 50 FW09 25
Engine Room
(P&S)
25
FW11 25
15 15 15 15 15
25
No.4 No.3 No.2 No.1 FW35
Trunk Trunk 15
Trunk Trunk
FW17 FW12 FW06 FW04 FW03
Steering 15
FW33 Engine Accommodation FW01
Gear 15 Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam
25 Casing Area
Room
Bosun Store
FW34 To Glycol 50 FW
Mix Tank
Motor FW14 Compressor 02
Room 15 Room
To/From
25
25 Engine Room FW13
B
FW 15 15
A
18 FW FW07
50
08
FW15 Reference Drawing: 2T-7400-003

5.4 Cargo Machinery Fresh Water Cooling The system is designed to regulate the temperature at the discharge side of the Position Description Valve
System coolers to 36°C. Should there be a failure in the electrical or air supply to this
Open Drain cooler for the cargo heater inlet valve FC01
valve, it will move to the fully open position.
Open Drain cooler for the cargo heater outlet valve FC02
Auxiliary Cooling Fresh Water Booster Pumps for Cargo System The correct amount of chemical corrosion inhibitor is added to the system Open No.1 after-cooler inlet valve FC03
Manufacturer: Shinko Industries Ltd. automatically from the chemical dosage tank. The ��
analysis of the system Open No.1 after-cooler outlet valve FC04
Type: Vertical centrifugal should be done on a regular basis to keep the corrosion inhibitor at the correct Open No.2 after-cooler inlet valve FC06
level, so protecting the water circuits.
Model: SVA200M Open No.2 after-cooler outlet valve FC07
No. of sets: 2 A make-up tank located on the upper deck in the engine casing allows for Open No.1 LD compressor LO cooler inlet valve FC10
Capacity: 275m3/h at 300kPa thermal expansion of the fresh water in the system and provides a static Open No.1 LD compressor LO cooler outlet valve FC11
Motor: 37kW x 1,785 rpm pressure head on the suction side of the pumps. Open No.1 LD compressor motor inlet valve FC12
Open No.1 LD compressor motor outlet valve FC13
The make-up/expansion tank is replenished from the machinery distilled water
Open No.1 LD compressor motor air vent valve FC14
Introduction transfer system as detailed in the Machinery Operating Manual.
Open No.2 LD compressor LO cooler inlet valve FC15
Open No.2 LD compressor LO cooler outlet valve FC16
The cargo machinery fresh water cooling system is supplied from the engine Procedure for Operating the Auxiliary Cooling Fresh Water
room auxiliary central cooling fresh water system as mentioned in the Open No.2 LD compressor motor inlet valve FC17
Machinery Operating Manual.
Booster Pumps for the Cargo System Open No.2 LD compressor motor outlet valve FC18
a) Check that all of the instrumentation valves are open and that
The pressure is boosted by two auxiliary fresh water booster pumps, situated in Open No.3 LD compressor LO cooler inlet valve FC20
the instruments are reading correctly.
the engine room, which circulate the cooling fresh water through the following
Open No.3 LD compressor LO cooler outlet valve FC21
items of equipment:
b) Ensure that the expansion fresh water tank is at the required Open No.3 LD compressor motor inlet valve FC22
• High duty compressor motors. level and top-up if necessary. The water should be periodically Open No.3 LD compressor motor outlet valve FC23
• High duty compressor LO coolers. tested and chemical treatment added as necessary.
• Low duty compressor motors. c) Set up the valves as in the following table, assuming No.1 and Open No.1 HD compressor LO cooler inlet valve FC25
• Low duty compressor LO coolers. No.2 pumps are to be used. Unless specified all other valves Open No.1 HD compressor LO cooler outlet valve FC26
must be closed. Open No.1 HD compressor motor inlet valve FC27
• Drain cooler for the cargo heater.
Open No.1 HD compressor motor outlet valve FC28
• After-coolers. Position Description Valve Open No.1 HD compressor motor air vent valve FC29
Open No.1 cooling FW booster pump inlet valve W249V Open No.2 HD compressor LO cooler inlet valve FC30
The two auxiliary fresh water booster pumps are normally selected with one
of the pumps as the duty pump and the other stopped or on standby ready to Open No.1 cooling FW booster pump outlet valve W251V Open No.2 HD compressor LO cooler outlet valve FC31
operate should the duty pump fail. Open No.2 cooling FW booster pump inlet valve W250V Open No.2 HD compressor motor inlet valve FC32
Open No.2 cooling FW booster pump outlet valve W252V Open No.2 HD compressor motor outlet valve FC33
The auxiliary fresh water booster pumps may be selected for LOCAL or Open No.2 HD compressor motor air vent valve FC34
REMOTE operation by means of the selector switch located near the pumps. d) Select the two pumps for REMOTE operation and start one
When LOCAL has been selected, the pumps can be started and stopped pump manually at the IAS workstation mimic display for the
by means of the switches and pushbuttons at the local control panel. When system. Check that the pump is circulating water to all users as Note: The duty pump may be started locally, but the unless the other pump
REMOTE has been selected, the pumps are controlled from the operator required. is set to remote, it will not act as the standby pump.
workstation mimic display in the engine control room. The pumps may be
started and stopped manually from the operator workstation, or a pump may e) Select the second pump for STANDBY operation to act as the g) Check the system for leaks as temperatures rise.
be selected to AUTO mode, which means that it acts as the standby pump and standby pump.
will start automatically should the duty pump fail.
f) Set the valves on the cargo equipment coolers:
In the engine room, a temperature controlled valve regulates the quantity of
circulating fresh water being drawn through the auxiliary central cooling fresh
water system coolers by the engine room duty pump.

Illustration 5.4b Fresh Water Cooling System Mimic

Illustration 5.5.1a Ballast System
Detail ‘A’ Pass. Pass.

Detail ‘B’ - Water Ballast Treatment System (BWTS)
Way Way
Steel Pipe
Epoxy-Coated
350 350
EPU
350 350 Cargo Tank
EPU
500 500 GRP
Sea Chest
250 250
EPU (High)
BA-19 Ballast Main

From Water To Water
Ballast Pump Ballast Tank
Galvanised Blank Flange 400 400
IO-4V WBT (P) WBT (S)
To Inert Gas Pipe Duct
U-1V
Typical Section
BA-39
See Detail ‘B’ PT PT
No.4 Water Ballast LIAHL No.3 Water Ballast LIAHL No.2 Water Ballast LIAHL No.1 Water Ballast LIAHL
BWTS 500 I.A.S. I.A.S. I.A.S. I.A.S.
Tank (P) Tank (P) Tank (P) Tank (P)
BA-57 BA-33 BA-32 BA-34 BA-25
No.3 Ballast LX LX LX LX
TI TI TI TI
Water Pump From Inert
BA-56 Detail ‘A’ Gas Line
I.A.S. I.A.S. I.A.S. I.A.S. LIAHL
BA-24 I.A.S.
BA-38 500 LCAL
TX TX TX TX
I.A.S.
BA-31 See Detail ‘B’ 400 450 400 400 400 400 LX
PT PT
BA-36 BA-17
BWTS 500 LS BA- TV LCAL LS
BA-08 BA-06 BA-04 BA-01
BA-23 10 001 I.A.S.
BA-29 BA-28 BA- BA-30 500 Fwd
Aft 35 No.2 Ballast Water
Peak Water Pump BA- Ballast
BA-55 BA-16 Fwd
Tank 12 Tank (C) Fwd
BA-37 500 BA-22 BA-02 Peak
Cofferdam Pipe Duct Pump
TI Room Tank
BA-27 PT PT
BA- I.A.S. (Void)
LX LIAHL 500 11
I.A.S. 500
TX
BA-26 BA-21
LCAL LS
No.1 Ballast LS
B-68V BA-09 BA-07 BA-05 BA-03 I.A.S. BA-54
Water Pump
BA-20
Engine Room Emergency Bilge Suction BA- BA- 400 TX 400 TX 400 TX 400 TX 200
LCAL
15 13 I.A.S.
PT PT
TI TI TI TI
200
BA-14 I.A.S. LIAHL I.A.S. LIAHL I.A.S. LIAHL I.A.S. LIAHL
I.A.S. I.A.S. I.A.S. I.A.S.
BA-43 BA-41
No.1 SW Ballast
PT Pump PT
No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast
No.2 LX LX LX LX
500 Tank (S) Tank (S) Tank (S) Tank (S)
Eductor 200
BA-42 BA-40
BA-52 BA-50 200 No.1 SW Ballast Pump
Key
BA-51No.1 BA-49 200
Ballast Water
Eductor
BA-53 U-2V Inert Gas
400 200 Bilges/Drains
700 BA-48 BA-47 BA-44 300 Instrumentation
Water Spray
Pump BA-45 BA-18 Electrical Signal
300
Sea Chest
BA-46
(Low)

5.5 Ballast System The vessel complies with MARPOL Protocol 73/78 as a segregated ballast Final educting is done using the water spray pump as the driving water for the
tanker. The primary spaces beneath and around the outboard side of the cargo eductors. The fire, bilge and general service pumps can also supply the driving
5.5.1 Ballast Piping System tanks are utilised as ballast tanks to optimise draught, trim and heel during the water if required. The stripping line discharges into the main ballast overboard
various load conditions of the vessel. crossover line with the outlet being on the starboard side.
Ballast Pump The primary ballast spaces are divided into four sets of wing tank water ballast The pumps take their suction from the sea crossover, with the high sea suction
Manufacturer: Shinko Industries Ltd., Japan tanks along the cargo deck, together with the port and starboard forward water being on the port side of the ship and the low sea suction being on the starboard
Type: Vertical, centrifugal with self-priming ballast tanks and the aft peak can also be used to carry ballast when required. side of the centre line on the flat bottom. The low sea suction is normally used
This gives a total ballast capacity of 53,498m3, approximately 63,529 tonnes when loading ballast. When discharging ballast, the pumps take their suction
Model: SVA500XMS/XM
when filled with sea water to 95%. from the ballast crossover main and the open ballast tanks.
No. of sets: 3
Capacity: 2,600m3/h at 350kPa Three, 2,600m3/h, vertical centrifugal pumps are fitted, which are capable of Any of the ballast pumps can be used for supplying sea water to the inert gas
Prime mover: Electric motor 355kW discharging or loading the total ballast capacity in approximately 21 hours generator system.
Speed: 1,190 rpm using one pump, or 10 hours using the two pumps. The pumps are driven by
electric motors and are located on the engine room floor forward. No.1 ballast pump has an emergency direct bilge suction from the engine room
bilge, via valve B68V, which is operated locally from an extended spindle.
Small Ballast Pump Ballast quantity changes are determined by the cargo offloading and loading
and would normally be carried out over a longer period in accordance to the All ballast is handled by the on-board ballast water treatment system which
Manufacturer: Shinko Industries Ltd. stability criteria and cargo operations for the vessel. meets Standard D-3 of the IMO’s Ballast Water Management Convention. The
Type: Vertical centrifugal single-stage
system consists primarily of two steps, filtering and disinfecting.
Model: SVA250A The 500mm fore and aft ballast main runs through the duct keel with tank
valves mounted on tank bulkheads. The design for the two eductors is that they
No. of sets: 2 The sailing ballast condition of the vessel must take into account the seasonal
each have their own 200mm stripping main which intersect the main ballast
Capacity: 400m3/h at 350kPa weather conditions it will encounter and therefore there cannot be a general
main, No.1 eductor connects to the port main and No.2 eductor connects to the
rule on the condition of the ballast tanks.
Prime mover: Electric motor 355kW starboard ballast main. This allows each eductor to draw on its own designated
Speed: 1,190 rpm ballast main, there is also a crossover facility that enables both eductors on
to a single ballast main or a single eductor to draw on both ballast mains Ballast Draughts in Accordance with the Trim and Stability Booklet
simultaneously.
Water Ballast Stripping Eductor Condition Draught Draught Draught AP Trim
FP (m) Midships (m) (m) (m)
Manufacturer: Tanktec Marine Products, Korea The ballast line is a 500mm ring main with a forward crossover connection
and valve, each of the primary ballast tanks, the forward ballast tank and aft Normal ballast 9.00 9.29 9.58 -0.58
No. of sets: 2 (50% bunkers)
peak tank, have a 400mm branch pipe with a hydraulically operated valve and
Capacity: 300m3/h terminating in a bellmouth suction. The forward ballast tank and aft peak tank
Driving power: 520m3 x 0.68MPa have an additional 200mm branch pipe with a hydraulically operated valve and
terminating in a bellmouth suction. Ballast Tanks Capacities
Ballast Water Treatment System Tank Volume m3 at 100%
All valves are hydraulically operated butterfly valves, the tank main suctions
Manufacturer: Techcross and pump discharge valves are of the intermediate position controlled type. Forward centre water ballast tank 4,048.3
Type: Electrolysis Disinfection No.1 water ballast tank port 5,857.8
All of the hydraulic valves within the system are controlled from the IAS.
Model: ECS-2600B No.1 water ballast tank starboard 5,857.8
The ballast pumps fill and empty the primary ballast tanks, the forward ballast No.2 water ballast tank port 5,973.9
Note: Three portable hydraulic handpumps are provided for emergency use, tanks and aft peak tank via the port and starboard side 500mm ballast mains. No.2 water ballast tank starboard 5,973.9
two in the pipe duct space and one in the starboard side passageway. The crossover valve BA02 between the port and starboard main ballast lines is No.3 water ballast tank port 6,164.1
forward of the duct keel. No.3 water ballast tank starboard 6,164.1
No.4 water ballast tank port 5,822.6
Within the engine room, this main is continued to service the aft peak water
ballast tank. No.4 water ballast tank starboard 5,822.6
Aft peak water ballast tank 1,813.1
Total capacity of the segregated ballast tanks 53,498.2

Illustration 5.5.1b Ballast Water Treatment System Skid Unit
Ballast Water Treatment

System Skid Unit
From Hot IAS

Water Service EPU LS
500
From Fresh EPU
From Ballast System
BA-53 50
Water Service
EPU
BA-33 BA-32 Sampling IAS PX PI

25 25 IAS
LS
F 200 From Stbd Water
400 No.2
BA-56 S BA-52 Ballast Tank
106V
125V IAS
Interlocking
No.1 Auto. LS
25 300 200 From Sea Water
126V Neutralisation A
Spray Pump
Unit 129V 124V BA-50
Pneumatic Ballast Stripping
Supply Pump Eductors
15 PI
15 25 IAS (300m3/h x 25mth)
123V IAS PX PI
No.2 Auto. PX
IAS
Neutralisation LS
200 From Port Water
Unit No.1
BA-51 Ballast Tank
Tro 105V
IAS
Sensor Interlocking
Unit LS
200 From Sea Water
Spray Pump
BA-49
F
BA-55
BA-29 BA-28 Key
EPU Ballast Water/Sea Water

65
EPU Fresh Water
121V To/From Auxiliary
EPU 65 CFW Service Compressed Air
122V
Bilge
To Bilge
Well

System Control Automatic Ballast Control A terminate action stops any sequence that is running and starts a stop sequence
to close all tank and line valves and stop the duty pump(s).
The ballast system is remotely controlled and monitored from the cargo control Automatic mode is selected by the operator from the Ballast mimic. Port and
room using the IAS in conjunction with the ballast screens. starboard ballast operations run independently. Even port and starboard use a Action Result
different pump, it is not allowed to start a deballast operation on one side and a Terminate Terminates all operations, stop pumps and close
The system includes the following: ballast operation on the other side in auto mode. For safety, with respect to list, valves
empty operations are blocked if a ballast operation is already initiated. End port Close port tank valves and starts sea to sea on
• Pump and valve control.
port pump
• Tank level monitoring. In automatic mode, the operator selects the tank to be ballasted and activates End starboard Close starboard tank valves and starts sea to sea
• Automatic filling/emptying function. the FILL or EMPTY button on the respective tank. The corresponding line on starboard pump
valves will automatically be opened and the pump started. The pump start is
The ballast pumps are started and stopped using the IAS ballast screen, controlled by the respective ballast pump start sequence. The operator can set If either of the ring main line not flood transmitters are activated, all automatic
provided that the switches on the main switchboard group starter panel are set the desired water level (m), volume (m3), volume percent (percentage filling) operations are terminated.
to remote. When the system is in automatic mode, the pumps have an automatic or weight if the tank is not to be completely filled or emptied. When the
stop sequence control for low and high tank status. When in local control, the desired tank content is reached, the pump will enter sea to sea mode. This is Pump duty selection is carried out by the operator from the Ballast mimic.
pumps can be started and stopped from the group starter panel, and can be to avoid frequent start/stop of the pump if several automatic ballast operations It should be noted that when pump No.2 is selected, eg, as port duty pump,
stopped from this panel regardless of the position of the local/remote switch. are performed. If the operator is finished with ballast operations, he can push then the starboard No.2 duty select button on the mimic is blocked. It remains
The group starter panels always take priority and can take control from the TERMINATE on the Ballast mimic to stop the pumps and automatically close blocked until pump No.1 is selected as starboard duty pump. The same applies
cargo control room at any time. the valves. for starboard duty selection with pumps No.2 and No.3.
The IAS has to send a Power Available signal to the switchboard prior to the Prior to starting an automatic ballast operation, the operator sets alarm limits Pump duty selection is inhibited when an automatic ballast operation is in
Start signal. When starting in local mode, a Power Request signal is sent from for the estimated trim and heel deviation from even keel. An audible alarm progress.
the switchboard to the PMS IAS. is generated if the limits are exceeded during the operation. The alarm is
suppressed in manual mode.
Control and Alarm Settings
Note: There is no interlock between the pump and the suction valve if the
Before an automatic ballast sequence can be started, the following start
pump is started in local mode and the valve is closed. In this case, the IAS Alarm setting can be set as either as a percentage of the total volume or a
permissive must be set:
will give an alarm. sounding.
Permissive Input Type Tag Remarks
All hydraulically operated valves in the system are also operated using the on- Setting Description
Ballast auto Operator Ballast auto Auto button on mimic
screen menu/keyboard in conjunction with the IAS ballast screen. Two basic
Duty pumps System Ballast permissive Can also be set by the 95% Forward centre ballast tank level high
types of valve are fitted, those which can be positioned at the fully closed or
fully open position, and those which can be positioned at any point between remote mode operator 2m Forward centre ballast tank level low
fully open and fully closed. The position of all valves is shown on the mimic. Hydraulic DI VB+H-101 Low alarm 95% No.1 port ballast tank level high
Provision is made for a portable handpump to be used to operate each valve in pressure normal 2m No.1 port ballast tank level low
the event of hydraulic accumulator failure. The pump discharge valves and the 95% No.1 starboard ballast tank level high
main tank suction valves are multi-positional. All other valves are either open The tank throttle valves are controlled by the tank module for opening and
2m No.1 starboard ballast tank level low
or closed. In addition to being operable from the cargo control room, the valves closing. The tank valve position is checked by the pump start sequence to
can also be operated from the hydraulic power station, using the pushbuttons ensure that one or several tank valves are opened before the pump starts against 95% No.2 port ballast tank level high
on the individual solenoids. the main ballast line. 2m No.2 port ballast tank level low
95% No.2 starboard ballast tank level high
The on-screen ballast menu also shows when the pumps are switched to remote The pump discharge valve is limited to 20% open until the active tank valve 2m No.2 starboard ballast tank level low
or manual operation, pump’s amps, pump’s suction and discharge pressure, the or the sum of the active tank valves is greater than 90% open. The set point is
95% No.3 port ballast tank level high
position of the valves and the contents of the tanks, which can be displayed as then increased to 30%.
a combination of the following choices: 2m No.3 port ballast tank level low
The operator can then vary the discharge valve position via mimic using the 95% No.3 starboard ballast tank level high
• Ullage in metres.
‘SP’ button. 2m No.3 starboard ballast tank level low
• Volume in m3. 95% No.4 port ballast tank level high
• Volume in %. The operator can terminate an automatic ballast operation at any time by
2m No.4 port ballast tank level low
operating one of the terminate buttons on the Ballast or Ballast Aft mimics.
• Weight in tonnes. 95% No.4 starboard ballast tank level high

Illustration 5.5.1c Ballast Mimic

Setting Description Start Interlock of Small Ballast Pumps
2m No.4 starboard ballast tank level low Interlock of the ballast pumps is made according to the following conditions:
95% Aft peak ballast tank level high • Suction line closed.
2m Aft peak ballast tank level low
Small Ballast Pump Safety System
Small Ballast Pumps Control Overcurrent protection is handled locally.
Small Ballast Pumps
The two electrically-driven ballast pumps are mounted in the engine room and
take their suction from the sea water main line.
When operating ballast, typically in FSRU mode, ballast water is pumped

via the sea crossover from the starboard or port sea chest to the ballast main
lines.
Control signals for each of the small ballast pumps is interfaced to the IAS and
displayed on the Ballast mimic:
• Start.
• Stop.
• Running.
• Failure.
• Local/Remote.
• Suction pressure.
• Discharge pressure.
The ballast pump can be stopped locally, regardless of the position of the
Local/Remote switch. The Local/Remote switch must be in the local position
before the pump can be started locally.
Note: ��
There is no interlock between pump start and suction valve if pump is
started in local and the suction valve is closed.
Small Ballast Control

When using the small ballast pumps; one will be for ballast, the other one is
on standby.
A standby start-up to be done by the operator.
Valve alignment and pump start/stop commands to be performed by the

operator.
The IAS has no restrictions regarding the use of the small ballast pumps,
besides the mentioned start interlock.

Illustration 5.5.1d Ballast Pump Circulating Sequence Screen

Illustration 5.5.2a Ballast Pump Fill Sequence

5.5.2 Ballast Water Management chemist to take samples of ballast water and carry out tests before allowing any Ballast Exchange During the Voyage
discharge of ballast within territorial waters.
Whenever ballast operations are carried out, it is good practice to ensure that The ballast exchange may take the form of a sequential change or by overflowing
the minimum number of tanks are left slack. Failure to completely fill ballast Note: Failure to comply with the above requirements and provide an accurate of the tanks. The sequential method is the preferred method and is the type
tanks results in the reduction of stability of the vessel due to free surface effect record can result in severe penalties for both the vessel and the shipping given for this vessel’s Ballast Water Exchange Plan. The overflowing of the
and increased corrosion in the slack tanks. When tanks are emptied, they company. ballast tanks is not recommended and could cause damage to the vessel.
should be well drained to remove sediment, prevent free surface effect and
assist with the reduction of corrosion. During ballast exchange while at sea, the following draughts should be The normal ballast on departure from port, is all tanks full, including the aft
complied with. peak, except forward water ballast tank.
Due to the introduction of alien marine species from foreign ballast water being
discharged into their port areas and upsetting the local ecological balance, The minimum forward draught is to avoid slamming of the bow, a ballast The following is for the initial departure ballast from a discharge port with all
several countries now require that vessels arrive with ballast loaded in deep exchange where the forward draught will be less than stated is only to be bunker tanks at 50% capacity, as per the Ballast Management Plan.
sea open conditions. carried out in suitable weather.
Ballast/Deballast Sequence Description
Regulation B-4 of the Convention requires that vessels conduct ballast water The minimum aft draught is to ensure adequate propeller immersion.
exchange as follows: In the sequential method of ballast exchange, the ballast tanks are discharged
• Minimum forward draught: 6.00m and filled in an eleven-step sequence with due regard to the stability, trim and
• At least 200 nautical miles from the nearest land and in water at
• Minimum aft draught: 8.85m heel of the vessel. Protection is given to the tanks with interlocks for both high
least 200 metres in depth, or if this is not possible.
level and low level in the ballast tanks.
• At least 50 nautical miles from the nearest land and in water at
least 200 metres in depth. Sediment Management Note: Where the tanks have been part discharged or filled, this is to allow
• In areas designated by the port state. for the correcting of any heel or to maintain trim and stress within suitable
Water taken on board can contain alluvial matter that, once the water is
limits.
becalmed in the ballast tank, will settle onto the bottom of the tank and other
Ballast water exchange should only be commenced in any tank if there is internal structures.
sufficient time to complete the exchange to comply with the standard in The whole exchange process is executed in two parallel sequences, one for
Regulation D-1, and the ship can comply with the distance from land and port and one for starboard. At the end of each empty or fill step, a cross-check
Aquatic organisms can also settle out of the ballast water and can continue
minimum water depth criteria in Regulation B-4 ��
because of the possibility that is performed to ensure that the parallel sequences remain in phase. In the
to exist within the sediment for long periods after the original water has been
partial exchange may encourage re-growth of organisms. transition stage between empty and fill operations and vice versa, the system
discharged.
will circulate water from the selected sea chest to overboard to avoid frequent
In the time allowed, only completed tank exchanges should be carried out to pump start/stop operations.
The volume of sediment should be monitored on a regular basis and removed
meet the standard of Regulation D-1. If the vessel is unable to fully meet the whenever reasonable and practical.
requirements, then the exchange should not be started in remaining tanks. The ballast/deballast sequence controls and/or monitors the following:
Disposal of the sediment at sea should be carried out outside of 200 miles • Ballast valves.
During the ballast voyage, the vessel will have to discharge the ballast tanks from land and in depths of over 200 metres. Water movement within the tank
and re-ballast with clean deep sea water, this has to be carried out taking into • Ballast tank level.
can assist in bringing the sediment into suspension within the ballast water for
consideration the effects on the stress and stability of the vessel during any disposal by pumping overboard. • Ballast pumps.
ballast change.
• Trim and list limits, if exceeded, pumps will change sea to sea.
During periods of refit, the sediment should, if possible, be removed and
Ballast changes are carried out in deep sea areas over a period of time, usually disposed of to sediment reception facilities. • Loading stability computer.
discharging one or two sets of tanks at a time, subject to the stresses and
stability calculations, then refilling with deep sea clean water. This sequence The following is for the initial departure ballast from a discharge port with all
of changes is continued until all ballast water from the discharge port has been bunker tanks at 50% capacity, as per the Ballast Management Plan.
discharged and replaced.
All changes and ballast operations are to be entered in the Ballast Record
Book, giving the position when the operation commenced, when completed
and quantities involved. Similar entries are made in the Deck Log Book. When
the vessel arrives at the loading port, the port authorities may inspect these
documents to confirm that the entries agree. Some countries also require a

Illustration 5.5.2b Ballast Pump Empty Sequence Screen

Normal Ballast Condition, Bunkers 50%
KEY
f% Original Condition (full OR PARTIAL) Draught Forward (FP) 9.32
f% Contents changed (full OR PARTIAL) Midships 9.42
D dISCHARGE Aft (AP) 9.53
e EMPTY Trim -0.22
Displacement 92780
Ballast on board 54239
Cargo/water and fuel 2141
Deadweight 56380
Shear force (max.) 87.9%
Bending moments (max.) 78.3%
GoM 8.98m
Pump
Step Description APT (C) No.4 (P) No.4 (S) No.3 (P) No.4 (S) No.2 (P) No.2 (S) No.1 (P) No.1 (S) Fwd (P) DA (m) DF (m) PI (%) BL (m) BM (%) SF (%)
Time (h)
NORMAL BALLAST
1 100 100 100 100 100 100 100 100 100 85.6 9.53 9.32 108 252 73.8 89.7 -
CONDITION
FWD BT NO.2 (P), No.4 (S)

2 100 100 D 100 100 D 100 100 100 D 9.07 6.87 102 310 83.7 89.5 6.5
DISCHARGE
NO.2 (P), No.4 (S)

3 100 100 F 100 100 F 100 100 100 E 10.31 7.83 116 301 62.8 82.9 5
REFILL
NO.2 (S), No.4 (P)

4 100 D 100 100 100 100 D 100 100 E 9.07 6.87 102 310 83.7 89.5 5
DISCHARGE
NO.2 (S), No.4 (P)

5 100 F 100 100 100 100 F 100 100 E 10.31 7.83 116 301 62.8 82.9 5
REFILL
6 APT DISCHARGE D 100 100 100 100 100 100 100 100 E 9.51 8.34 107 276 39.8 50.3 0.8
7 APT, FWD BT REFILL F 100 100 100 100 100 100 100 100 92.4 9.48 9.45 107 248 79.9 88.2 2.4
NO.1 (P), No.3 (S)

8 100 100 100 100 D 100 100 D 100 92.4 9.67 6.91 109 318 96 80.4 5.1
DISCHARGE
NO.1 (P), No.3 (S)

9 100 100 100 100 F 100 100 F 100 92.4 9.48 9.45 107 248 79.9 88.2 5.1
REFILL
NO.1 (S), No.3 (P)

10 100 100 100 D 100 100 100 100 D 92.4 9.66 6.92 108 318 96 80.4 5.1
DISCHARGE
NO.1 (S), No.3 (P)

11 100 100 100 F 100 100 100 100 F 92.4 9.48 9.45 107 248 79.9 88.2 5.1
REFILL

Illustration 5.5.2c Ballast Pump Stop Screen

Illustration 5.5.3a Ballast Tank and Draught Gauges
1 1
1
3
2 2 2
Tank Top
For Aft Draught For Forward and Mid Draught
Key
1 - Air Purge Head
2 - Flange
3 - Vent Pipe
4 - Isolating Valve
Tank Bottom
Reference Drawing: 6T-7512-001-100

5.5.3 Remote Level and Draught Indicating Illustration 5.5.3b Tank Level Gauging Panel
System
Manufacturer: Panasia Co. Ltd.

Type: Electric pressure type level transmitter
Model: P940
No. of sets: 12 + 4 draught gauge
TANK LEVEL GAUGING PANEL
Operating Principle
The operating principle is based upon the measurement of the hydrostatic

pressure at the bottom of the tank by the injection of air through a bubbling No.4 No.3 No.2 No.1 FWD. MID.
W.B.T.(P) W.B.T.(P) W.B.T.(P) W.B.T.(P) M.D.O.TK(P) DRAFT(P)
probe. The output pneumatic signal of the modulator is fed into a P/I converter
where the pneumatic signal is converted to an electrical signal which is
connected to the display and digital indicator. BLOW BLOW BLOW BLOW BLOW BLOW
PUSH PUSH PUSH PUSH PUSH PUSH
Clean dry instrument air from the control air system is supplied to the cabinets
where it is regulated down to the operating pressure. The regulated pressure is
internally channelled to parallel pneumatic constant flow speed controllers.
SUPPLY AIR
A.P.TK FWD AFT. FWD.

The flow is set for normal operation using the flow adjustment screw, this W.B.TK(C) DRAFT DRAFT
current flow being indicated by the flow meter located on the front panel of the 5
constant flow speed controllers. Ensure that the supply pressure is on before
opening any line valve. The constant air flow is routed to the measuring lines. BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
The diesel oil tanks are fitted with a non-return valve in the transmitter line.
The draught system lines are each fitted with a ship side isolating valve.
The tank level height creates a hydrostatic counter-pressure on the air flowing No.4 No.3 No.2 No.1 FWD. MID.
out of the sounding pipe or the pneumatic 1:1 converter. This pressure acts on W.B.T.(S) W.B.T.(S) W.B.T.(S) W.B.T.(S) M.D.O.TK(S) DRAFT(S)
the electric pressure sensors located in the cabinet and is converted to a digital
signal (frequency). An atmospheric sensor is located inside the system cabinet
which is used as a reference point in the hydrostatic pressure calculations. In BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
BLOW
PUSH
pressurised tanks, differential measurement with two measuring points is used,

with one of the points being the reference sensor.
From the digital signal, the central processing unit calculates the pressure and
the level height, taking into account the sensor’s pressure and temperature
coefficients, as well as the measurement point specific settings. These output
signals from the cabinet are sent to the monitoring system, the loading computer
and to the alarm and monitoring system, where the values are used to calculate
the liquid volume and weight or the ship’s trim and list.
The levels for the ballast tanks are monitored with P940 pressure transmitter
units. The values are transmitted to the cargo monitoring system and loading
computer.
Reference Drawing: 6T7512-001-100

The ballast tank transmitter units, apart from the aft peak tank, are located
at the aft end of each tank just above the tank bottom. The transmitter units
are connected by cable to a deck-mounted junction box, then to the cargo
monitoring system via an intrinsically safe (IS) barrier board. The draught
gauge units are also fitted with P940 pressure transmitters; these units have a
ship side isolating valve to allow for isolation during maintenance.
The forward draught unit is located in the fore peak tank and the aft unit is
located in the engine room.
P940 pressure transmitters are fitted as listed in the following table:
No. Tank Type Purge Head Mounting

1 Forward draught gauge Level Top 5k20A
2 Midships draught gauge (P) Level Top 5k20A
4 Midships draught gauge (S) Level Top 5k20A
5 Forward ballast tank (C) Level Top 5k20A
6 No.1 port water ballast tank Level Top 5k20A
7 No.1 starboard water ballast tank Level Top 5k20A
14 Aft peak ballast tank Level Top 5k20A
15 Fwd MDO storage tank (P) Level Top 5k25A
16 Fwd MDO storage tank (S) Level Top 5k25A

Illustration 5.6a Loading Computer Screen

5.6 Loading Computer
Model: Shipload for LNG carrier
Introduction
The Shipload for the LNG carrier system is based on a 3D geometry data
model and operated by a windows-based computer program for the calculation
of the various aspects of cargo calculation and damage stability.
The basic software includes the following:

• Calculation of hydrostatics parameters and centre of gravity
based on vessel geometry.
• Input of tank fillings.
• Input of deck loads and other general loads.
• Stability verification against VCG limit curves.
• Calculation of GZ curve and evaluation against stability criteria
for intact vessel.
• Longitudinal bending moments and shear force calculations
with verification against limit curves.
• Draught survey functionality for comparing calculated and
measured draughts.
• Saving and retrieving of loading conditions.
• Reporting and printing.
The floating position in terms of draught, trim and list is based on hydrostatic
calculations using the vessel’s geometry, which includes hull, tank and
superstructure data.
For the weight summary, the total centre of gravity of the vessel is calculated.
Using the vessel’s centre of gravity, the hydrostatic equilibrium calculations

are performed.
Hydrostatic parameters are:

• Draught (mean, forward, aft).
• Trim.
Three different free surface correction methods can be used and are selected The input of loads such as deck cargo, stores and provisions are listed in a
• List. individually: table which enables the operator to identify items with text description, weight,
• GM. centre of gravity and longitudinal extensions.
• Fixed correction of VCG for the actual level.
• Free surface correction of liquid in tanks. • Actual move of GOC in the tank for the liquid level.
• Maximum independent of filling.

VCG limiting curves are stored in the system which allows the operator to
verify the vessel’s stability margins based on the centre of gravity of the
vessel.
Using the information from the Trim and Stability Booklet for the different
operational conditions, the operator can obtain the curves for both intact and
damage stability conditions.
The intact stability for the actual floating condition can be stored and the GZ
curve calculated to check the intact stability criteria is fulfilled. The longitudinal
bending moments and shear forces are also calculated and displayed on the
screen.
The loading conditions can be saved for reference at a future date and printed
out with the following information:
• Floating position and hydrostatics.
• Deadweight summary.
• Longitudinal strength particulars and margins.
• Stability particulars and margins.
• Draught survey results.
M00 - Remote Sensor Reading
M17 - Cargo Monitoring Module
• Temperature ºC.
The segregated tanks can be grouped together for different cargo types and the
observed volume and loading/discharge rates displayed on the screen. • Ullage (m).
The remote reading sensor connects the loading computer to the automation The information provided in real-time for each tank: For each group the information displayed in real-time:
system for on-line readings, which constantly update the data as the condition
of the vessel changes with the cargo operations. • Maximum volume (m3). • Maximum volume (m3).
• Liquid type. • Weight.
The operator can select manual or automatic readings for individual tanks or
load items. • Weight. • GOV (m3).
• GOV (m3). • GSV at 15ºC (m3).
The cargo monitoring module allows the operator to monitor the loading
• GSV at 15ºC (m3). • Rate of change (m3/h).
or discharge operations for up to 10 categories of tanks when the system is
connected on-line. • Rate of change (m3/h). • Graphical presentation of volume and rate of change.
• Density (Mt/m3).

The damage stability calculations with emergency response menu can be used
for the vessel’s current loading condition, including actual tank fillings, to
calculate the vessel’s stability in a damaged condition.
Damage stability calculations based on damage cases, as defined by the

authorities, are stored on the computer. These can be used to determine the
floating position, GZ curve, also the longitudinal strength for the grounded or
damaged vessel using the actual loaded condition at that time.
The system also allows the operator to select different damage conditions of
compartments in order to calculate the possible floating position and GZ curve
for that condition.
M20 - Water Ballast Planning Module (if fitted)
Using the inputted desired floating position, the program will suggest the
optimum water ballast filling sequence in order to achieve the result. The
system will find the sequence that required the least amount of water ballast
operations as well as verifying that all operations are within the strength and
stability limits.
M10 - Damage Stability Calculations with Emergency Response Menu

Illustration 5.7a Passageways and Forward Bilge Systems
Key
Bilge Electrical Signal
Hydraulic Oil Instrumentation
Air
Elevation
Detail of Cargo
50 Bilge Pump 15 Typical Section
Elevation Machinery Room 50
(5m3/h x 20mth) From Fire
50 BG13 Main
Motor Compressor 40 80
Room Room BG11 BG04 BF11
Bilge 40 50 Bosun Store
65 40 65 65 BG10
Tank
2nd Deck BG03 BF05
50 50 BG12 BG01
Steering Gear 50 50 BG02
Room BF14 C.L.
Aft 3rd Deck BG23 From Fire 80 50
B.W.
Peak BG17 BG Transverse Cofferdam Main
40 25 BG19 BG18 22
Tank
Fwd Marine Fwd
50
Engine Room Diesel Oil BG08 BG09 Peak
BG32 BG33 Storage Tank Tank
4th Deck BG16 (P&S) (Void)
80 50
65 50
BG25 25
50 BG07 BG BG
Cooling Tank Top BG 33 32
BG BG
Water 20 65
24 21
WB Tank (P) Pipe Duct WB Tank (S) Fwd
Tank WB Tank (C) BG06 BG05
To Engine Room Oily Bilge Tank Side
LAH LAH LAH
IAS
Passageway IAS IAS
Fresh Water Fire and Deck Wash Main Fire and Deck Wash Main
Below Upper Deck Plan
Tank (P&S)
LS LS LS
Fwd
65 65 Water
Ballast BG10
50 Side Passageway 50 BG13
BF68 BF16 Tank (C) 50 80 50
BG31 BG29 40 40
BG27 BG15 Fwd BF14
80 80 Peak Tank 65
Fwd Marine 65
(Void) From Fire Main
Diesel Oil BG11
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Storage Tank To Overboard
C.L.
(P&S) Main 50
BG04 BF11
From Fire 50
Pipe Duct Main BG03
50 65
LAH BG02
Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam
IAS
BG07 BG BG 50
LAH
LS 33 32 BG01
IAS LAH
IAS
BG BG05 LS LS
06 Bosun Store C.L.
LS
Motor Comp. LS LAH 50
Cargo Gear
Room Room LS IAS
80 80 Locker
40 40 LAH LAH
IAS IAS
LS
50 BF67 Side Passageway BF15 50 LAH
BG30 BG28 BG26 IAS
Rope 65 BG14
To Engine Room LS LS LS LAH
65 BG12
Space
Oily Bilge Tank 25 IAS
Fire and Fire and Deck Wash Main

LAH Deck LAH
IAS IAS
Wash Main Reference Drawing: 2T-7400-003, Rev: 200

5.7 Passageway and Forward Bilge/Drain Introduction Procedure to Pump Out the Forward Bilges
System
The forward bilge systems operate to pump bilge water out of the spaces which To empty the bilge wells and spaces, proceed as follows, after first ensuring
are external to the engine room. These spaces include: that the bilge well contains no oil by visual inspection:
Bilge, Fire and General Service Pumps
• The chain lockers.
Manufacturer: Shinko Industries Ltd. a) Set the designated bilge, fire and GS pump to supply sea water
• The bosun’s store areas. to the required eductor from the fire and wash deck line. One
Type: Vertical centrifugal motor-driven self-priming
• The forward MDO pump room. pump is normally left set up for this purpose.
Model: RVP200MS
No. of sets: 2 • The forward void space. b) When an adequate vacuum has been established, the relevant
Capacity: 240/160m³/h at 3/11.5MPa • The side passageways. bilge suction valve can be opened.
Motor rating: 440V, 110kW at 1,785 rpm • The cargo machinery spaces.
c) When the selected bilge is empty, close the suction valve, close
the eductor valves and stop the bilge, fire and GS pump.
Any water leakage into the various spaces, except the cargo machinery spaces,
Cargo Machinery Room Bilge Pump
is removed using bilge eductors. The eductors have their driving water supplied
No. of sets: 1 d) If any flanges have had their blank flanges removed, then these
from the fire and wash deck main as shown in illustration 12.1.1a. Unlike the
are to be refitted.
Type: Diaphragm, air-driven self-priming engine room bilge system, there is no oil content monitor fitted to the overboard
Capacity: 5.0m3/h at 0.2MPa discharges of these systems, so care must be taken when emptying any of the
bilge wells that no oil contamination exists. The monitoring of the bilge wells Chain Locker Bilge Wells Using No.1 Eductor
is achieved by the use of float switches linked to the IAS.
The chain locker bilges are discharged overboard using the eductor and the
Eductors
valves in the table below. Valve BG-08 on the discharge line from the forward
There are seven 5m³/h bilge eductors covering the forward bilge sections. The
Location: Bilge eductor for side passageways MDO pump room should be kept closed.
list below shows the various eductor locations and their bilge suctions:
Type: Water driven
• No.1 eductor located in the bosun’s store - chain lockers. Position Description Valve
No. of sets: 4
Capacity: 5.0m3/h • No.2 eductor located in the bosun’s store - bosun’s store bilge Open No.1 eductor driving water inlet valve BF-11
wells. Open No.1 eductor discharge valve BG-04
Location: Bilge eductor for bosun’s store • No.3 eductor located in the forward MDO pump room - void Open Port chain locker bilge well suction valve BG-02
Type: Water driven space and forward MDO pump room. Open Starboard chain locker bilge well suction BG-01
No. of sets: 1 • No.4 eductor located in the starboard side passage - starboard valve
Capacity: 5.0m3/h forward bilge well. Open Overboard discharge valve BG-09
• No.5 eductor located in the port side passage - port forward Closed No.3 eductor discharge valve BG-08
Location: Bilge eductor for chain locker bilge well.
Type: Water driven • No.6 eductor located in the starboard side passage - starboard Bosun’s Store Bilge Wells Using No.2 Eductor
No. of sets: 1 aft bilge well. The bosun’s store bilges are discharged overboard using the eductor and valves
Capacity: 5.0m3/h • No.7 eductor located in the port side passageway - port aft bilge in the table below:
well.
Location: Bilge eductor for forward pump room Position Description Valve
The cargo machinery room bilge system comprises the motor room bilge and Open No.2 eductor driving water inlet valve BF-14
Type: Water driven
the compressor room bilge. These systems are served by an air-driven pump Open Overboard discharge valve BG-10
No. of sets: 1 and separate bilge tank.
Open Port bosun’s store bilge well suction valve BG-13
Capacity: 20.0m3/h
Open Starboard bosun’s store bilge well suction BG-12
valve

Illustration 5.7b Cargo Bilge System Mimic

Void Space and Forward MDO Pump Room Bilges Using No.3 Eductor Position Description Valve Description Valve
The void space and forward MDO pump room bilges are discharged overboard Open No.6 eductor driving water inlet valve BF-68 Bilge tank discharge valve to upper deck BG-19
using the eductor and valves in the table below. When discharging bilges Bilge tank discharge valve to engine room oily bilge tank BG-17
overboard, valve BG-04 on the discharge line from the bosun’s store bilges
Starboard Aft Passageway Bilge Well Using No.7 Eductor
eductor should be kept closed.
The port forward passageway bilge well is discharged using the eductor and Motor Room Bilge System
valve in the table below. The discharge line is normally fitted with a blank Description Valve
Position Description Valve flange which will require removal before any bilge water is discharged. The
suction line is protected by a swing-check non-return valve: Bilge well drain valve BG-25
Open No.3 eductor driving water inlet valve BF-05 Bilge well gooseneck drain valve BG-24
Open No.3 eductor discharge valve BG-08
Open Overboard discharge valve BG-09
Open No.7 eductor driving water inlet valve BF-67 Procedure to Pump the Compressor Room Bilges to the
Open Void space forward bilge suction valve BG-05
Engine Room Oily Bilge Tank
Open Forward MDO pump room bilge well BG-06
suction valve Cargo Machinery Room Bilges
It is assumed that the spool piece between the compressor room and the engine
Closed No.2 eductor discharge valve BG-04 room oily bilge tank has been removed and the line blanks are in place:
The cargo machinery room has two bilge systems, the motor room bilge system
and the compressor room bilge system. The compressor room has five bilge
Note: When discharging bilge water from the forward MDO pump room, wells, two on each side, forward and aft, and one in the recess for the gas vent a) Remove the blanks and fit the spool piece in the discharge line
great care must be taken to ensure that no oil is present in the water. drain tank. The motor room has a single bilge well, located on the aft side of the between the compressor room bilge system and the engine room
motor room. These bilge wells are all equipped with high level float switches oily bilge tank.
Port Forward Passageway Bilge Well Using No.4 Eductor which are linked to the IAS.
b) Set the system according to the following table:
The port forward passageway bilge well is discharged using the eductor and
The compressor room bilge wells are pumped out using a single compressed
valve in the table below. The discharge line is normally fitted with a blank Position Description Valve
air-driven pump which is located in the compressor room. In an emergency, the
flange which will require removal before any bilge water is discharged. The
bilge wells can also be drained directly to the upper deck by opening valves As required Gas vent drain tank recess bilge well suction BG-19
suction line is protected by a swing-check non-return valve:
BG-20, BG-21 and BG-25 for the compressor and motor rooms respectively. valve
As required Starboard forward bilge well suction valve BG-22
Position Description Valve The compressor room bilge pump discharges to a small bilge tank which is As required Starboard aft bilge well suction valve BG-23
Open No.4 eductor driving water inlet valve BF-16 located in the compressor room. The tank is equipped with a sight glass and is
emptied by draining to the oily bilge tank in the engine room or directly to the Set Bilge tank discharge 3-way changeover valve BG-18
upper deck by operating the 3-way valve BG-18. The discharge line from the Open Bilge tank discharge valve to engine room oily BG-17
Starboard Forward Passageway Bilge Well Using No.5 Eductor
3-way valve to the engine room oily bilge tank is equipped with a spool piece bilge tank
The starboard forward passageway bilge well is discharged using the eductor which is located in the compressor room. When not in use, the spool piece Closed Bilge tank discharge valve to upper deck BG-19
and valve in the table below. The discharge line is normally fitted with a blank should be removed and the discharge line blanked off.
flange which will require removal before any bilge water is discharged. The c) Start the bilge pump by opening compressed air supply valve
suction line is protected by a swing-check non-return valve: The motor room bilge well is drained directly to the upper deck. CA-53. The bilge pump will now operate to discharge the bilge
well to the compressor room bilge tank, which will drain the
Position Description Valve Compressor Room Bilge System contents to the engine room oily bilge tank.
Open No.5 eductor driving water inlet valve BF-15
Description Valve d) When the selected bilge well is empty, close the suction valve
Starboard aft bilge well suction valve BG-23 and open the next bilge well suction valve as required to pump
Port Aft Passageway Bilge Well Using No.6 Eductor
Starboard forward bilge well suction valve BG-22 bilges.
The port forward passageway bilge well is discharged using the eductor and
Gas vent drain tank recess bilge well suction valve BG-19
valve in the table below. The discharge line is normally fitted with a blank e) When the bilge wells are empty, stop the pump and close the
flange which will require removal before any bilge water is discharged. The Starboard aft bilge well and gas vent drain tank recess bilge BG-21 system valves. Remove the spool piece between the compressor
suction line is protected by a swing-check non-return valve: well drain valve room bilge system and the engine room oily bilge tank; fit the
Starboard forward bilge well drain valve BG-20 blanks to the pipe connections.
Bilge tank discharge 3-way changeover valve BG-18

Illustration 5.8.1a Winch and Windlass Deck Arrangement
M2 W2
RC12 RC8
M7 M6
M8 RC10 M5 RC6 RC4
M7 M5
M3 W1
W2 RC2
M2
M1
LC
LC9 Under Deck Under Deck
7
M1
M7 M4 W1
LC
M
M8
3
LC4
M5 W2 M2
W2
M6 M1
LC10 M7 M2
M8
2
M8 M3
LC
M6 LC1
W1
M3 W1
LC8 Control Cabinets below deck. M3
LC5 M1
6
LC
M6
4
M
M4
RC1
M2 W2 M1
M8 M6 M7 M4 RC5 RC3
RC11 RC9 RC7
M3 W1
RC Remote Control Station Operator Position Cabular Unit M1-8 Mooring Winch 320 EW
Above Line Above Line Under Line
Under Line Brake Position
LC Local Control Station Creep Speed Button W1-2 Windlass P-25CU + 350 EW
Reference Drawing: 6J-7122-001, Rev: 4

5.8 Deck Equipment Windlass Control Cabinet
5.8.1 Mooring Winches and Windlass Each windlass is a combination of a cable lifter unit and an anchor/mooring The winch control cabinets comprise of the following:
winch that consists of the following items.
• Frequency converter unit including all electrical switchgear for
Combined Anchor Windlass/Mooring Winch - Cable Lifter controlling the winch motors.
Cable Lifter Unit
Manufacturer: Aker Pusnes AS • Brake resistor mounted on top of the cabinet.
No. of sets: 2 (W1 - W2) The cable lifter unit has a manually-operated band brake. The cable lifter gear
• Disconnecting switch.
is of an open-type with a protection cover. The brake drum surface of the cable
Type: (W1) - O-CU 46.15 + 350EW 15.M47 • 24V DC converter.
lifter has a stainless steel cladding.
(W2) - O-CU 15.46 + 350EW 47M.15
• Space heater.
Motor rating: 116kW, 190A The chain length/speed measuring has an encoder. There is also a proximity
switch, interlock and a cable filter coupling. There is a pushbutton box for • Short-circuit protection.
double, cable lifter engaging/disengaging operation. A junction box is available • Cable entry at the bottom of the cabinet.
Cable Lifter Unit for yard cable connection.
• Door functions:
Anchor chain: 111mm Grade 3
Anchor/Mooring Winch • Keypad, operator input (current indication, running hours
Nominal pull: 58.6 tons
etc).
Nominal speed: 0 - 9.0/min The anchor/mooring winch is a non-auto-tension type with two declutchable
split drums and one warping end. The band brake is of a manually-operated • Indication light, power-on main supply (white lamp).
Maximum pull: 87.9 tons
Brake holding capacity: Design (45%) - 390 tons type. • Indication light, power-on heating supply (orange lamp).
• Pushbutton, lamp test.
The anchor/mooring winch is of an enclosed type. The brake drum of the winch
Anchor/Mooring Winch has a stainless steel rim. The electric motor has a electromagnetic spring-
The cabinets are provided with eye lifting bolts and anti-vibration support.
Nominal pull: 30 tons applied brake. A pushbutton box is fitted for triple, local drum engaging and
disengaging operation.
Nominal speed: 0 - 15m/min
External Brake Resistor
Slack rope speed: 0 - 45m/min
Brake holding capacity: Design - 102.4 tons. Operation - to be adjusted to Mooring Winch
The windlass control cabinets are connected to separate brake resistors in
60% of rope MBL order to be able to lower the anchor to the sea bed by using the electric motor
Each mooring winch consists of the following items.
for braking. The brake resistors are supplied with a warning sign for high
Mooring Winch temperature and high voltage.
Winches M1, M6 and M8 are non-auto-tension winches with three declutchable
Manufacturer: Aker Pusnes AS split drums and one warping end.
Each brake resistor consists of a galvanised steel housing, brake resistor and a
No. of sets: 8 (M1 - M8) terminal for yard cables.
Winches M2 - M5 and M7 are non-auto-tension winches with two declutchable
Type: (M1, M6, M8) - 320EW 53M.47 split drums and one warping end.
(M2, M3, M5) - 320EW 10.M54 Control Pedestal
(M4) - 320EW 54M.10 The band brake is of a manually-operated type. The mooring winch gear is of
(M7) - 320EW 54.M10 an enclosed type. The winch brake drum has a stainless steel rim. The electric The pedestal control panel comprises of the following:
motor has an electromagnetic spring-applied drum. A pushbutton box is fitted
Nominal pull: 30 tons • Control lever, HEAVE/LOWER.
for triple, local drum engaging and disengaging operation.
Nominal speed: 0 - 15m/min • Illuminating pushbutton, ENABLE.
Slack rope speed: 0 - 45m/min
Brake Test Kit • Pushbuton, DISABLE.
Brake holding capacity: Design - 102.4 tons. Operation - to be adjusted to
60% of rope MBL • Pushbutton, EMERGENCY STOP.
The brake test kit consists of the following items.
Stowing capacity: 275m x 44mm wire rope with 11m nylon tail • Indicator, LOAD (0 - 50%).
Motor rating: 82kW, 135A A hydraulic jack with a flexible hose and a handpump with a manometer are • Indicator, CHAIN LENGTH (0 - 400m).
fitted. There are connection brackets including bolts for mounting on the drum
flange. A storage box marked for winch brake testing is available.

Illustration 5.8.1b Mooring Arrangements
Mooring Deck Stern Upper Deck

Upper Deck Bow
Upper Deck Starboard Midships
Reference Drawing: IG-7000-201-300

• Indication light, ANCHOR (anchor mode enabled, windlass The winch control positions are as follows: Leads: Appropriate leads must be determined for mooring lines. Do not
only). blindly work the winch if the winch operator is unable to have an overview
• Control pedestal, single lever, located locally at the machinery
unless another person guides him.
• Indication light, FAILURE (red lamp). side (W1, W2, M1 - M8).
• Control pedestal, single lever, located at the ship sides, upper Tension: Do not stand in line of tension of mooring wires, ropes, heaving lines,
deck forward (M1). messenger ropes and tug’s lines.
• Control pedestal, double lever, located at the ship sides, upper
deck forward (W1, W2, M2, M3). Note: Here, vigilance of all is very important. As an individual, a person
may not be able to keep track in all directions, and a buddy system should
• Control pedestal, single lever, located at the ship sides, upper be practised.
deck (M4, M5).
• Control pedestal, double lever, located at the ship sides, mooring Understand: Mooring arrangement to employ and the disposition of tugs and
deck aft (M6, M7). her lines. This must be elaborated by the officer in charge for the benefit of the
• Control pedestal, single lever, located at the ship sides, mooring mooring team.
deck (M8).
Pay: Attention to the mooring officer’s instructions. Do not undertake any
In addition to the above, all winches may be controlled locally for clutching actions without clear instructions or orders from the mooring officer.
operation from a pushbutton box located close to each winch coupling.
Procedure to Operate the Winch Drums
Procedure to Operate the Hydraulic Power Units
Several local winch controls comprise two levers, the larger lever performs the
a) Check that the hydrophore oil level in the tank is up to 75% full; function of HEAVE and LOWER, the smaller lever is used to adjust the speed
if less, pump-up using the handpump. After pumping, shut the range HIGH or LOW.
hydrophore oil tank suction valve for the handpump.
a) Check the gearbox oil levels in the winches that are to be
Windlass Control Panel b) Maintain 100kPa on the hydrophore gauge if the charge air is operated, and if necessary, top them up with the correct grade
less. of oil before the winches are operated.
c) Go to the group starter panel and start the pumps for the mooring b) Check the oil level of the power pack sump tank. If low, transfer
winches as required. Observe the hydrophore; the air pressure oil using the associated pneumatically-driven pump from the
and oil level will drop; charge as necessary. However, if the oil reserve oil tank.
level or air pressure drops further, over time this could indicate
a leak in the system. In this case, shut the system down and call c) Check that the hydraulic pump suction and discharge valves are
the chief officer and Chief Engineer. secured in the open position and that there are no signs of oil
leakage around the power packs.
Note: If the units are operating in cold conditions (ambient temperature
below +3°C), the winches should be rotated slowly on the low speed setting d) The electrical isolators for each pump are normally left in so
until the hydraulic motor and control valves are warm, thereafter use the that there will be an electrical supply for the motor heaters; the
system as normal.
white indicator lamp will be illuminated on the starter panel.
The officer in charge of the mooring station should give a short briefing to the e) After starting, check for any leakage and ensure the sound of the
mooring team just prior to commencement of every mooring operation. pump is normal.
Bight: Do not stand inside bights or eyes of the mooring ropes/wires. f) Ensure the brake on each winch and windlass is secure and
that all drive clutches are disengaged with their locking pins in
Evaluate: The condition of mooring equipment prior to mooring operations.
place.
As a guideline, the equipment to check and evaluate are winches, stoppers,
mooring lines, messenger ropes, heaving lines, mandal shackles etc. This
g) Turn over the drive of each winch that is to be used to ensure
action must be undertaken by the mooring team and eventually re-confirmed
Winch Control Panel that it is able to operate in both directions.
by the officer.

h) Remove the locking pin on the clutch to be engaged, it may be Procedure to Lower the Anchor Procedure to Weigh the Anchor
necessary to rotate the drive in order to line-up the claw clutch.
When the clutch is engaged onto the drive, replace the locking a) Check the gearbox oil levels on both windlass units. If necessary, a) Turn on the windlass motors.
pin. top them up with the correct grade of oil before the winches are
operated. b) Engage the cable lifter clutch.
i) Release the brake on the winch drum.
b) The electrical isolators for each pump are normally left in c) Unlock the chain stopper compression bar, lift clear and fit the
j) Operate the winch drum control lever locally in the heave or the operating position, in order that there will be an electrical locking pin when in its correct position.
lower direction. supply for the motor heaters.
d) Release the windlass brake.
k) When finished with operations, re-engage the brake and c) Start one of the pumps.
disengage the clutch, ensure the locking pin is replaced when e) Raise the anchor by operating the control lever in the HEAVE
the clutch is moved out. d) After starting, check for any leakage. direction.
l) When finished with operations, press the pushbutton to stop the e) Ensure that the windlass and winch brakes are securely on, f) When the anchor is fully housed, release the heave control
pump. the chain stopper is down and that all of the claw clutches are lever and engage the windlass brake. Remove the chain stopper
disengaged and locked-out. compression bar locking pin and lower the chain stopper over
the chain into its correct housed position. Refit the locking pin.
Anchoring Arrangement f) Turn over the drive in the heave-in/out direction to ensure that
it functions in both directions and line-up the clutch drive in g) Disengage the drive clutch by pulling the clutch operation lever
Anchor: 15,000kg
readiness for engagement. into the vertical position.
Type: High holding power
Chain diameter/grade: 111mm diameter, Grade 3 g) Engage the cable lifter clutch. h) Refit the anchor lashing wires.
Reduction gears: Open type with protection cover
Performance of h) Remove the spurling and hawse pipe covers and the securing
cable lifter: Nominal pull 58.6 tons, devices.
Maximum pull 87.9 tons
Brake holding capacity: Design (45%): 390 tons i) Remove the anchor securing lashings.
j) Unlock the chain stopper compression bar, lift clear and fit the
Description Number Weight, kg locking pin when in its correct position.
Anchor chain cable Ø111 x 27,500mm 26 194,990
Anchor chain cable Ø111 x 22,160mm 2 12,100 k) Ensure that the area below the anchor is clear, then release
the brake fully; walk-out the anchor to the waterline using the
Swivel piece Ø111 x 5,340mm 3 3,680
control lever in the lower direction.
Anchor shackle complete 3 1,480
Kenter shackle complete 30 6.240 l) On command from the bridge, walk-out the anchor to give the
required depth in the water; or disengage the drive and lower
Windlass/Combined Mooring Winch using the brake.
The windlass consists of one clutch controlled cast steel cable lifter with band m) When the anchor is fully walked or lowered out to the required
brake. There is a bellmouth with chain stopper included for each cable lifter. length, remove the chain stopper compression bar locking
pin and lower the chain stopper over the chain into its correct
A non-auto-tensioning winch is combined with the anchor windlass and is housed position. Refit the locking pin.
equipped with two split wire drums and one warping end.
n) Engage the brake and disengage the drive clutch.
After starting the power pack, the windlass is ready for operation, with the
rotational direction and the speed control of the windlass carried out using
the heave and lower lever. Windlass speed is determined by the amount of
deflection applied to the control lever.

Illustration 5.8.2a Mooring Arrangements with QRHs
Mooring Deck Stern Upper Deck

Upper Deck Bow
Upper Deck Starboard Midships
Reference Drawing: IG-7000-201-300

Illustration 5.8.2b Quick-Release Hooks and Capstan
Vertical Pivot Pin
Vertical Pivot Pin
Single Hook Double Hook
Capstan Head Capstan Head
Load Cell Pin Load Cell Pin

5.8.2 Quick-Release Hooks Maximum Size of Mooring Line Capstan and Controls
Each hook is designed to accommodate up to two mooring ropes, each of Each of the hook support structures has an integrally mounted electric capstan
Quick-Release Hooks (QRH) 100mm diameter or less. to enable the operator to bring on board and position the mooring rope onto the
QRH. A fixed rope guide assists the operator to bring the mooring rope into the
Manufacturer: Trelleborg
correct location over the hook.
Type: Single hook Spark Prevention/Energy Absorption
Model: FB150R-01 single hook The hook assembly is fitted with three impact blocks, which absorb the energy A foot switch enables the operator to control the capstan while safely handling
No. of sets: 2 during hook release when under a high load. Metal to metal impact during the moorings.
release is prevented by these blocks.
Vertical above horizontal: +10°
Vertical below horizontal: 0°
Insulation
Horizontal: -45/+45°
To ensure that no electrical current can pass between the vessel and the supply
vessel, the hooks are insulated from the support structure using material made
Type: Double hook
from formica.
Model: FB150R-02
No. of sets: 8
Vertical above horizontal: +10°
Vertical below horizontal: 0°
Horizontal: -45/+45° Illustration 5.8.2c Operating Quick-Release Hooks and Capstan
SWL: 135 tonne
Proof load: 135 tonne
Capstan Head
Capstan
Manufacturer: Trelleborg Rope Guide
Type: Vertical mounted, in-line direct coupled geared Messenger

squirrel cage motor assembly Line
No. of sets: 10
Working line pull: 3 tonnes at nominal line speed haul, 30m per
minute
Staring line pull: 6 tonnes (2 x starting line pull)
Operation: Reversible with brake
Hook
Electric Motor
Manufacturer: WEG Electric Motors
Voltage: 440V, 3-phase, 60Hz
Power: 17kW at 60Hz, 4-pole
Brake holding torque
(reversible only): Equivalent to 150% of motor torque
Brake operation
(reversible only): Automatically, spring applied brake with power
OFF
Foot Switch Hook Base

Load Monitoring and Remote Release Operational Overview Remote Release Console
Manufacturer: Trelleborg To eliminate the chance of accidental release, the hook control station in the The remote release console mimic panel provides the operator with a visual
CCR is supplied with a Release Enable key switch which is used to enable the representation of the position of the QRHs.
No. of sets: 1
release of a QRH unit from either the CCR console or from the pushbuttons at
the hook base. The pushbuttons only become armed when the Release Enable Each QRH is represented on the mimic panel with an individual release
key switch is operated and the local release pushbutton must be depressed for pushbutton and status indication lamps for hook locked, released or failed to
Ship-to-Ship Mooring a minimum of two seconds. release.
The system configuration is made of multiple quick-release hooks and capstans
With this key switch in the OFF position, only manual release is available.
with load monitoring and both local and remote release.
The arrangement includes 10 single or double quick-release hooks with integral

capstan, local and remote release with load monitoring options.
This system is based around a central hardware controller which measures

the load on each of the mooring hooks and displays the tensions on the PC
display in the CCR. There is a release control system attached to this to allow
remote release, although typically, the release is performed manually from
each hook.
QRH Release Control QRH Hook QRH Control Pedestal

Illustration 5.8.2d Load Monitoring and Remote Release Display
HOOK RELEASE CONTROL STATION

Load Monitoring System
File Alarm Settings Event Log Alarm List Reports Window Help
RELEASE ENABLE
OFF ON ACTIVE
700T 700T
!
CONSOLE OPERATION WILL CAUSE
600T 600T RELEASE OF MOORING HOOKS
500T 500T
!
ONLY TRAINED PERSONNEL TO OPERATE
400T 400T EQUIPMENT.
ENSURE ALL PERSONNEL ARE CLEAR OF
300T 300T
MOORING LINES PRIOR TO RELEASE. LOCAL RELEASE
TO ENABLE LOCAL RELEASE PUSH BUTTONS AT THE HOOK
200T 200T
BASES TURN THE RELEASE ENABLE KEY SWITCH TO ‘ON’
100T 100T T
VIRTUAL CONSOLE - INDIVIDUAL RELEASE
0T 0T
TO ENABLE INDIVIDUAL RELEASE FROM THE VIRTUAL CONSOLE
Aft 1 2 3 4 5 6 7 8 Fore TRELLEBORG TURN THE RELEASE ENABLE KEY SWITCH TO ‘ON’
Start 13:49 Trelleborg Marine Systems

Additional pushbuttons are provided for: Audible and visual indication of alarms:
• Self-test at each remote release controller. • Computer audible alarm.
• Reset - Deletes all pending release commands from the release • Load bar flashing.
queue.
• Change of mooring line colour to indicate alarm condition.
• Silence - Silences the audible alarms.
• Alarm acknowledgement and reset.
• Total load on hook support can be displayed if the load exceeds
Hook Load Value
the preset level.
The line tension on each hook is displayed numerically below the release
buttons.
Mooring Lines and Mooring Patterns
• If there is no tension, the read-out changes to ‘---’.
• Mooring lines may be added to the main display screen by using
• Failure indicator.
the mouse - click and drag.
• If there is a failure of the hydraulic pack, the corresponding
• Mooring lines from the hook to the vessel may be configured.
failure indicator turns blue.
• Mooring line change of colour to indicate alarm condition.
Communications Error • Mooring line configuration may be saved for future use.
If there is a failure between the release controller and the server programme, • Mooring line pattern can be printed out.
the corresponding Comms Failure indicator turns red.
Self-Test Fail
If the release controller fails the self-test routine, the Self-Test Failure indicator
turns white.
Only manual release is available for this hook base if this condition persists.
Load Monitoring
The load on each hook is displayed on the CCR, load monitoring and remote
release touch screen panel PC. This provides a visual display of the loads
on each hook with a numerical read-out of each mooring line tension and is
updated every second.
The load on each hook is presented in the form of a bar diagram which is
colour-coded to indicate, normal, near alarm or alarm conditions.
Alarms
• The alarm levels can be set individually or globally.

• High and low alarms trigger levels.
• Alarm trigger levels shown on each load bar graph.
• Password security to access alarm set-up on screen.

Illustration 5.8.3a Port Manifold Crane
Crane House with Greaseline Port

Operating Platform
R24000
TTS SWL 10T 5-24 M
R5000
2914 Jib With Winch, Handrail, Hook Assembly Fwd

SWL 10T R18000
30°
R10000
15°
SWL 10T 3000
8762
15°
Pedestal with
3630 Ring Platform Hook With
3M Pennant
4065
2000
Min Outreach = 5000

Jib Rest Distance = 20416
Max Outreach = 24000
Starboard
Greaseline
4747
Handrail
Port

5.8.3 Manifold Service/Regas Cranes Port Manifold Crane Slewing Column/Crane House
Manufacturer: TTS Marine Shanghai Co. Ltd. The slewing column/crane house is a fully enclosed structure, containing the
Manifold Service Cranes Type: Electro-hydraulic cylinder luffing jib outside mounted operator platform and the hydraulic oil tank inside, accessible
through a hatch. The top of the slewing column is provided with brackets for
Model: HHC: GP 530-10-24
The manifold service cranes consist of slewing machinery, cylinders and connection to the jib. The connection is made by plain bearings. The slewing
No. of sets: 1 column is connected to the pedestal through the slewing bearing.
hoisting machinery. The slewing machinery is of a ball or roller-type slew
bearing seated on a machined surface. The slew ring nuts and bolts are made SWL: 10 tons
from a special alloy steel and tightened to an exact tension. The slew bearing Outreach: 24m (maximum), 4.8m (minimum) Jib
is provided with an internal gear ring to fit the slew gear. The slewing gearbox Hook travel: 63m
has a brake and motor built together as a complete unit. The jib is made as a welded box structure with necessary internal stiffeners. A
Hook speed: 10 - 20m/min (fully loaded, light load) cylinder bracket is welded to the underside of the jib.
Slewing speed: 0.7 rpm
The cylinders are designed for marine use with special bronze bearings or
composite bearings (lubrication free) at both ends. The cylinder piston rod is Heel/trim: 5/2 degrees
Safety Features
chromium plated. The cylinder bolts are made of stainless steel. Pedestal height/diameter: 6.0m, 2,067mm
Luffing up/down time: 120 seconds The crane is provided with the following safety features:
The hoisting machinery consists of a grooved drum, a load holding valve, Heel/trim limits: 5/2 degrees
a hook stop and winch gear built into the drum with a fail-safe brake and 1. Load Limiting System
hydraulic motor. Weight of crane: 26 tonnes approximately
The main hydraulic circuit is protected from over-pressure by
relief valves.
Hydraulic System and Power Pack Crane Control 2. Hook Stop
The hydraulic system is designed as an open circuit system. The hydraulic The crane is controlled from a control platform on the side of the crane house. The hook movement will be automatically stopped in both
power pack consists of an electric motor mounted vertically in the centre of The control stand normally consists of three levers (hoist - slewing - luffing). the upper and lower positions by hydraulically-operated limit
the pedestal, driving the hydraulic pumps located in the crane house through switches.
a cardan shaft. The hydraulic oil circuit includes full flow return filters with All motions have stepless speed control from 0 to maximum. Two motions
may be operated at the same time with full lifting capacity, but with a reduced 3. Fail-Safe Brakes
changeable filter inserts.
speed. The start/stop of the pump motor is done from a pushbutton box on the Both winch motor and slewing motors are provided with
The hydraulic oil tank is integrated into the rotating crane column and is crane pedestal. oversized fail-safe disc brakes. The brakes are spring operated
accessible from a hatch. The tank is fitted with a drain cock, a filter and a and pressure released. The brakes will engage automatically
combined glass level indicator and temperature gauge, and an oil filling system Electric System if the control lever is in the neutral position, and the brakes
through a return filter. are spring activated so that they can close automatically upon
The pump motor is of a marine type and is provided with an anti-condensation failure of the hydraulic system.
The hydraulic pipes and hoses are all externally mounted pipes and are of a heater and protected by thermal relays.
4. Luffing Stop
stainless steel type. Hydraulic fittings are of a yellow chromated mild steel, as
are the hose couplings. The hydraulic hoses are of a rubber type, having a good The motor starter includes the following features: The maximum and minimum working radii are limited by the
resistance against sea environment. • Disconnect switch. stroke end of the luffing cylinder.
• Start and stop buttons. 5. Load-Holding Valves
The cranes are always supplied without hydraulic oil and the correct type and
amount is informed prior to installation. • Running lamp (green). The winch motor, hydraulic cylinder and slewing motor are
all provided with load-holding valves which will freeze the
• Power source lamp (white). movement in case of hose rupture or other failure causing
• Motor space heater control with a control lamp (orange). pressure drop.
• Running hour counter. 6. Control Levers
• Ammeter. The control levers are of the spring-centred type.
7. Emergency Stop
The remote start/stop box, which is mounted close to the crane pedestal, has a
Start button and a combined Stop/Emergency Stop button. An emergency stop valve is located close the operating stand.
8. Safety Railing
An electric heating element is provided for the oil tank.
A safety railing is located around the operator platform.

Operation of the Manifold Service Crane 3. Slewing Control Emergency Procedure
Moving this control lever in the SLEWING RIGHT direction
a) Verify that the ship is within the heel and trim limits (5° and 2° will slew the crane to the right, whilst moving the control lever Reference Hydraulic diagram Drawing: 50150-7000.
respectively). in the SLEWING LEFT direction will slew the crane to the
left. Lowering the Winch
b) Visually check that the wires run correctly in the sheaves.
a) Connect the emergency pump, pressure side to POS 408, suction
c) Check the system oil level and temperature. CAUTION port to POS 409.
Operate the lever smoothly and slowly to avoid the load developing
d) Press the START pushbutton. a swing. Additionally, smooth operation will increase the life of the b) Close the switch of the emergency pump as shown in the
equipment. drawing.
e) Lower the hook and unlash the securing strop. Luff the jib out
of its support cradle. Note: Any two of the three operating modes may be carried out simultaneously, c) Hold the winch operation lever (on main control valve POS
but will result in reduced speed. 102) and keep in the position for lowering, or alternatively, use
f) Operate the crane using the control levers as required. a small rope to keep it in position.
The unit is designed to operate in an ambient air temperature. Procedure to Shut Down d) Operate the handpump continuously, the load will start
lowering.
a) Slew the crane to the stowage position.
Crane Operation Control
Note: Weight below 1 ton will not function due to hydraulic friction etc.
b) Lower the jib into its support cradle.
Before commencing crane operations, the operator should move the man-
riding/hose handling mode selector lever to the correct position to suit the Reset the above valves/switches to their original positions after operation.
c) Lower hook block and re-attach the securing strop.
required operating mode. The operating example below describes crane
operation in hose handling mode. d) Carefully raise the hoist to put the strop under a slight tension. Lowering the Jib
a) Pull the control lever into the jib lowering position, or
1. Hoisting Control e) When the crane is secure, press the STOP pushbutton on the alternatively, use a rope to maintain the position.
remote start/stop control panel to stop the motor.
Moving this control lever in the HOSE HANDLING UP
direction will raise the load, whilst moving the control lever in b) Open the manual emergency lowering screw or shock valve
f) Leave the main and control panel isolation switches in the ON adjusting screw on valve POS 204/B02 by turning it out until
the HOSE HANDLING DOWN direction will lower the load.
position to ensure the space heater remains in operation. the cylinder starts moving.
A separate control lever is used for hoisting and lowering in man-riding
mode. Possible Hazards CAUTION
Open carefully and stand by with the tool ready to close the valve if the
During the operation of the crane, the levers must be operated slowly and lowering speed has a tendency to increase. (Speed increase is most likely
CAUTION
smoothly in order not to induce a swinging motion in the hanging load. if the jib is lowered from a relatively high position.)
Operate the lever smoothly and slowly to avoid snatching the lift and Extreme care must also be taken when operating the crane in the winch-up
possibly overloading the winch. Additionally, smooth operation will or jib-up motion, where the jib angle is nearing its maximum value and the
increase the life of the equipment. hook is close to the hook stop, as the load may hit the underside of the jib. The Note: Retighten emergency lowering screw to closed position, or adjusting
operator must always be able to see the landing area for the load, or be in direct screw to its original position.
2. Luffing Control contact with somebody who can see the landing area.
Moving this control lever in the LUFFING UP direction will Slewing
Cranes should only be operated by personnel who have received formal on-
raise the jib, whilst moving the control lever in the LUFFING board training, have achieved the necessary level of competency, and have been a) Secure the jib head with ropes on to a fixed structure on deck to
DOWN direction will lower the jib. issued with the appropriate certificate for the equipment they are required to prevent uncertain rotation.
operate.
CAUTION b) Disconnect the slew motors and valves from the slew gears.
Operate the lever smoothly and slowly to avoid introducing shock loads
to the crane. Additionally, smooth operation will increase the life of the c) Connect the slew gears, brake port C, with the handpump.
equipment.

d) Rise the pressure around 3.0MPa from the handpump to release
the brake on the slewing gears.
e) Pull the jib into position, using the rope from the jib head to
make the crane rotate.
In some cases, if the jib is very big, a chain block is necessary to move the
jib.
Note: After operation, assemble the slew motors and valves onto the slew
gears.
Disturbance of Operation
If the hydraulic system oil becomes overheated, the loss of power will be
reduced dramatically and some crane movements may stop.
If the safe working load (SWL) is exceeded or the emergency stop/limit

switches are activated, the crane movement will stop.

Illustration 5.8.3b Knuckle Boom Crane
4265
-2779
2740
Point of Articulation 20581
2900
7532
-2300
-3000
3585
600
3000
-14500
4220
12322
11000
-12000
8970
8970
4750
3000
3539
H2549/50 15700
Ø2250
Min. Outreach -5000
Max. Outreach 34000mm
Port
00
R -216
R15700
Jib Rest 2549/50
3792
Aft Fwd
2549/50 5°
-R2500
Starboard
Drawing Reference: 13033 KBC

Starboard Manifold Crane Lift Type Lifting Data Design Data Crane Control
Manufacturer: TTS Marine Shanghai Co. Ltd. SWL Working Wire Environment The crane is operated by the crane driver seated in the cabin with the following
Design Factors
No. of sets: 1 (in Air) Radius Fall Data controls:
Type: Knuckle boom Heel + Wave
T m No. Dynamic Duty • Main control valve.
Trim Height
Model: GPCKO 900-10-34 10 34 (max) • Spring-centred control handles:
SWL: 10 tons Harbour 1.15 1.0
10 5 (min)
• Right handle:
Outreach: 34m (maximum), 4.8m (minimum) 10 34 (max)
Internal 1.3 1.0 - Hoisting up/down motion Y axis.
Hook travel: 72m 10 5 (min)
Hook speed: 0 - 30m/min, 0 - 60m/min (fully loaded, light load) 5.3 34 - Luffing up/down motion knuckle jib - X axis.
Slewing speed: 0-1 rpm 6 33 • Left handle:
Slewing sector 360 degrees 7 31
Sea Lift - Luffing up/down motion main boom - Y axis.
Heel/trim: 5/2 degrees 8 29 1.5 1.0
1.5 - Slewing right/left motion - X axis.
Luffing up/down time: 70 seconds 9 28
Heel/trim limits: 5/2 degrees 10 27 All motions have stepless speed control from 0 to maximum. Two motions
Weight of crane: 45 tonnes approximately 10 5 (min) may be operated at the same time with full lifting capacity, but with a reduced
4 34 (max) speed.
5 32 • Control panel with crane safety information:
Electric Motor
6 30 - Touch screen with rated capacity indicator.
Current: 44V/60Hz/3ph
Sea Lift 7 27
Power: ~145kW 2.0 1.0 - Mode selection.
1.5 7.5 25
Electric starter type: Star/Delta (installed in crane slewing column) - Touch screen with rated capacity indicator.
9 23
10 21 - Load indication with allowable load/radius information.
Knuckle Boom Assembly 10 5 (min) - Visible and audible alarm signals.
Point of articulation: ~24m 5.3 34 (max) 2 5+2
6 33 Safety Features
Pedestal 7 31
Ship to The crane is provided with the following safety features:
Diameter, outside: 2,250mm 8 30 0.5
Ship
Height: 1,100mm 9 28 1. Load Monitoring System, Rated Capacity Indicator
10 26 • Hook load, ie, actual load versus permitted load.
The crane is provided with an operator’s cabin which is accessed by a vertical 10 5 (min)
• Load cell.
ladder suspended from the crane house. 3.4 34 (max)
2. Load Limiting System
4 33
The cabin is constructed for a maximum average noise level inside the cabin of • All main hydraulic circuits are protected from over-pressure
5 32
≥80db and provided with the following equipment: by relief valves set to values corresponding to the capacity
6 31
• Heater/blower. Ship to of the crane.
7 30 2
Ship 3. Overload Alarms
• Air conditioning unit. 8 28
• Internal lighting. 9 27 4. Emergency Stop
• 2kg ABC - dry powder fire extinguisher. 9.2 22 5. Load-Holding Valves
• Base radio station (UHF), microphone, antenna, foot switch, 7 5 (min) • The winch motor, hydraulic cylinder and slewing motor are
cabin speakers according to requirements in EN-13852-1. Basket 3P 1 all provided with load-holding valves which will freeze the
Suez movement in case of hose rupture or other failure causing a
• Smoke/fire gas detectors as per EN-13852-1. 4 pressure drop.
Boat

Illustration 5.8.3c Knuckle Crane Operator Panel
Key
1 3 5 7 9 11 13
1. System On/Off Lamp Indicator
SYSTEM PERSONNEL MOTOR COMMON WINCH MOPS EMERGENCY
ON HANDLING START / ALARM TENSION READY STOP 2. Control System On/Off Key Switch
RUNNING ENABLE
3. Personnel Handling Lamp Indicator
4. Personnel Handling On/Off Key Switch
5. HPU Motor Start/Running Pushbutton
6. HPU Motor Stop Pushbutton
7. Common Alarm Lamp Indicator
2 4 6 8 10 12 8. Floodlight On/Off Pushbutton

MOPS
CONTROL PERSONNEL MOTOR FLOODLIGHT WINCH CONTROL ACTIVATION 9. Winch Tension Enable Switch
SYSTEM HANDLING STOP LIGHT LEVER
OFF ON OFF ON OFF ON OFF ON OFF ON 10. Winch Light On/Off Switch
11. Manual Overload Protection System Ready Lamp Indicator
14 12. Control Lever On/Off Switch
13. Emergency Stop Pushbutton
14. Manual Overload Protection System Activation Pushbutton
Warning
! Activating MOPS with hanging load will cause a quick load drop.
MOPS will work even in dead ship conditions, without any power supply from ship.
Warning
! Crane operator shall always set CONTROL LEVER switch to OFF prior to raising
from operator chair or while taking a break during sitting in the chair.
Switch is located on the operator panel -IB300.

6. Fail-Safe Brakes Illustration 5.8.3d Knuckle Crane Starter Cabinet Crane Operation
• The winch, luffing and slewing motors are all provided
with over-sized fail-safe disc brakes. The brakes are spring The main starter cabinets are located in the crane house.
operated and pressure released. The brakes will engage
automatically if the control lever is in the neutral position, Before starting the crane, the main switch at the starter cabinets must be ON.
and the brakes are spring activated so that they can close
automatically upon failure of the hydraulic system. Pushing the start button will start the crane, ensure the RUN light is
illuminated.
• Emergency release of slew brake.
7. Luffing Machinery Run Heater Source A In normal operation, the main electric motors are started and stopped from the
operator’s panel inside the operator’s cabin.
• The luffing cylinders are designed to reduce the speed
before reaching the end position. Pressing the stop button on the main starter panel will also stop the crane’s
• Emergency lowering of boom. motors.
8. Hoisting Machinery
The operating levers inside the operator’s cabin are used to control the various
Winch functions of the crane. These levers are spring-loaded and return to the neutral
• Manual Overload Protection System (MOPS). position when released.
Start Stop Em. Stop
• Automatic Overload Protection System (AOPS). All crane operations must be carried out slowly in order to avoid swinging
• Constant tension system. motion in the load or oscillation of the crane’s structure.
• 5 turns of wire rope on the winch drum when all the wire Care should be used when operating the jib and winch together to avoid the
rope is paid-out. load hitting the underside of the jib when nearing the maximum vertical level
• The hook movement will be automatically stopped in both and close to the hook stop position.
the upper and lower positions by hydraulically-operated
limit switches. The emergency stop system includes the following:
9. Personnel Handling ON
• Emergency Stop button located on the operators panel.
• For safe handling of personnel by basket, the crane is fitted • Emergency Stop button located outside the crane pedestal at
with the following safety features: deck level.
OFF
• Lockable switch in the operator’s cabin, with key for the • Emergency Stop button located at the starter cabinet.
selection between normal and personnel lift modes.
The Emergency Stop can be deactivated by turning the mushroom-type button
• Double brake on the winch.
counter-clockwise to reset the system.
• Auxiliary electric hydraulic power pack to provide
emergency operation of the crane in case of power failure Additionally, the Emergency Stop must be reset on the operator’s display panel
during personnel lift. by pushing the Emergency Stop Reset.
• Personnel basket for 3 persons.
• Insulation of AOPS/MOPS system during personnel
mode operation.

Illustration 5.8.3e Main Menu Dispaly Panel

Illustration 5.8.3f Knuckle Crane Emergency Stop Operator Control Panel 2) TTS Service Menu (password protected).
3) Panel backlight control.
The control panel consists of a selection of switches, buttons and handles to
operate depending on the operation being carried out. Included in this panel are 4) Lamp Test pushbutton.
signal lights for the various selection and alarms. 5) Emergency Stop and Reset.
• Alarm List (current and history).
Operator Control Levers
The left control lever controls the jib lowering/hoisting and slewing left or By selecting the Main Operating display, the operator is presented with the
Emergency right. following information:
Stop
The left joystick panel indicates the direction the lever must be moved to carry 1) Load bar graph.
out these manoeuvres.
2) Crane status information line.
There are also two pushbuttons, the blue is for the warning horn and the red to
Selected winch - main winch.
change the speed of the crane from normal to slow.
Operating mode:
The right control lever controls the winch lowering/hoisting and knuckle jib
• Harbour lift mode.
in/out.
• Personnel lift mode.
The left joystick panel indicates the direction the lever must be moved to carry • Internal lift mode.
out these manoeuvres.
• Sea lift mode.
There are also two pushbuttons, the blue is for tension activation and the red • Ship to ship lift mode.
is a spare.
Dynamic factors.
Parking 3) Main data:
The crane should always be parked in the jib rest when not in use. The • Actual load: Winch actual hook load (tons).
jib cylinder should be in the fully retracted position when parked to avoid • SWL: Safe working load, winch allowed load (tons).
corrosion to the piston rod.
• Working radius: Working radius (m) from crane to hook
position.
Operator Control Display Touch Screen • Wire length: Wire paid-out (m) from hook to stop position.
EMERGENCY The operator control display is mounted on a swing arm in front of the operator • Trip length: Wire paid-out (m) from trip reset point.
STOP RESET chair in the control cabin. The control system must be activated to turn on the
touch screen display for the operator to change between the different pages and 4) Trip Reset pushbutton:
operation configurations, as well as viewing the crane state and status. • Reset button for trip length.
From the main menu display, the operator can select the following: 5) Status lamps:
1) Operating Display: • AOPS ready - green.
• Preset Menu (password protected). • AOPS activated - red.
• Motor Control. • MOPS activated - red.
• Parking Override. • Low speed - green.
• Bypass.
6) Secondary data:
• Graphic SWL Curve - rated capacity.
• Oil temperature in tank.
• Crane mode and Derating.

Illustration 5.8.3g Main Operating Display

• Main jib angle, from zero at lowest, increasing when luffing
Illustration 5.8.3h Knuckle Crane Operator Levers
up.
• Knuckle jib angle, from zero in inner position, increasing
when luffing out.
• Slew angle, from zero in parked position, increasing when Left Joystick
slewing clockwise.
• Height: Height of boom tip (m).
WARNING LOW
• Hoist speed: Hook/load speed (m/min.). HORN SPEED
• Wind speed. BLUE RED
• Heel/roll: Crane heel/roll angle.
• Trim/pitch: Crane trim/pitch angle. MAIN JIB Control Levers
DOWN
7) Pushbutton, SWL Load Curve:
• SWL curve for given condition will be displayed when LEFT
pressed. SLEW
RIGHT
8) Crane operation arrows: UP

• Arrows indication for allowed operation:
- Slew right of left.
- Main winch up or down.
- Main jib up or down.
Right Joystick
- Knuckle jib in or out.
• Green arrow: Operation allowed in this direction.
WARNING LOW
• Red arrow: Operation stopped in this direction. HORN SPEED
BLUE RED
Override (pop-up on main operating menu):
• Indicates full system override from cabin or from remote
control. WINCH
DOWN
KNUCKLE IN
JIB
SAFETY
OUT
WARNING !!!
UP
FULL OVERRIDE

Illustration 5.8.3i Override Bypass Display

Reset Encoder Error (pop-up on main operating menu): Crane Mode - Derating Ship to Ship Lift Mode and Internal Lift Mode
• Pushbutton for reset of encoder error. Personnel Handling Mode If no other crane mode is selected, the crane operating mode will automatically
switch between Ship to Ship Lift mode and Internal Lift mode depending on
Personnel handling mode is selected from the crane operator panel, key
the crane tip position.
operated switch.
RESET
• When crane tip is inside the ship’s rail - Internal Lift mode.
Once personnel mode is selected, the crane operating mode will stay in this • When crane tip is outside the ship’s rail - Ship to Ship Lift
mode until the personnel switch is turned OFF, regardless of other mode
ENCODER
mode.
selections.
Note: Ship to Ship mode and Internal Lift mode are the default crane
ERROR When in the personnel mode, the crane lifting capacity and winch speed are
reduced.
operating modes.
Actual Crane Mode

Shows the actual crane operating mode.
Bus Status Indication
• Green - Bus and all nodes operational. Illustration 5.8.3j Personnel Handling Panel Enable Harbour Lift Mode Pushbutton
• Red - Bus or node error. To change to harbour mode, the operator activates this button which then turns
yellow. To deactivate, press the button a second time.
In addition to these main displays, the operator can select from the following: PERSONNEL
HANDLING Enable Sea Lift Mode Pushbutton
To change to Sea Lift mode (not ship to ship), the operator must manually
CAN DeN activate this button which then turns yellow. To deactivate, press the button a
second time.
When Sea Lift mode is activated, the crane operating mode will automatically
change between Ship to Ship and Internal Lift mode depending on the position
of the crane tip.
Preset Menu
This menu is password protected and from here the operator can select the Hs (significant wave height) and Cdyn (dynamic factor ) can be activated for
displays for hook limits, slew sensor, main jib angle, knuckle jib angle and the PERSONNEL the crane operating mode as required.
slew stop sector if required. HANDLING
OFF ON Emergency Operations
Motor Control
The operator can start and stop the main motor, manually start and stop the oil The crane has been designed for emergency operations in the event of power
cooler or heating pump or select them to run in automatic mode. failure (reference manufacturer’s drawing 163869, Users Manual).
In the event of power failure, the crane may be connected to the vessel’s
Parking - Override - Bypass
emergency power supply (3 x 440V AC) by a drop-down cable and plug/socket
This screen allows the operator to override several functions including parking, located inside the crane house and pedestal.
system, motor trip, oil level and oil temperature.
Once the cable has been connected, the switch box supply switch should be
Each override is active for 60 seconds when initiated and has a countdown turned to the ‘EMERGENCY’ position. It will then be possible to start and stop
meter to display the time left. the emergency power pack electric motor from the emergency starter panel.
Note: The normal operation for this electric motor is for the oil heaters and
the supply switch would normally be in the ‘Oil Heater’ position.

5.8.3k Derating Display Panel

Operation The CT is manually enabled by pressing the yellow pushbutton on the operator
panel. Once enabled, the winch tension enable lamp flashes, it can also be
a) Close to the emergency pump is the three-way valve 902, this
enabled from the right joystick panel by pushing the blue button.
valve must be set to the emergency position.
CT can only be activated when there is no load on the hook, when tension is
b) Emergency pump can be started and the crane movements
put onto the hook, the yellow lamp stops flashing and remains steady.
operated at slow speed.
CAUTION To provide a tension pull in force, the control lever must be in the full hoisting
position.
No limit switches are functioning when operating in emergency mode
and all manoeuvring must be carried out with the greatest care.
The CT is deactivated by pushing either of the previously described pushbuttons,
the lamp is extinguished.
c) On completion of emergency operations, stop the pump and
return the valve back to the normal operating position.
Fire and Gas Alarms
Note: Emergency operation instructions are located inside the crane house.
The operator’s cabin is protected by independent fire and gas alarm systems,
which in the event of either a fire or gas detection will activate audible and
MOPS, AOPS and Winch Constant Tension visual alarms.
MOPS - Manual Overload Protection System Refer to the Manufacturer’s Handbook for full details of all operations.
MOPS can be manually activated in the Ship to Ship Lift mode and in Sea Lift
mode by activating the pushbutton, protected by a cover to prevent accidental
usage, which turns yellow when in use, until cancelled by pushing a second
time.
Activation will cause a quick winch load release with an external alarm to warn
personnel. MOPS is available even in ‘dead ship’ condition.
AOPS - Automatic Overload Protection System

AOPS is an automatic activated overload protection system when in Ship to
Ship and Sea Lift modes.
The AOPS protects the crane and operator in the event of a sudden overload
situation, eg, the hook becoming tangled with another vessel.
When activated, the system automatically reduces the winch power to a level
where it will pay-out before any damage occurs. It is activated if the crane load
exceeds 10% and remains activated until the load cell value attains <100% of
rated capacity for 30 seconds.
When activated, an alarm text is shown on the operator’s display and an

external alarm sounds.
Winch Constant Tension (CT)

The purpose of this function is to assist the operator during lifts from a supply
vessel or the sea. The CT is preset to give a constant pull force of approximately
20% of the rated capacity regardless of the vessel’s movements.

Illustration 5.8.4a Aft Provision Handling Cranes
350
Provision Handling Crane (Port Side)
Grease Line
Port Crane Arrangement
Port
SWL 2 T 4.0 - 20 M TTS
Position of Jib Rest 1469
Jib Rest
15344
Jib With Winch, Handrail, Aft Fwd
2639 Hook Assembly 35°
33°
1400
59° 58°
Starboard
4000 (Min. Outreach)
15334 (Jib Rest Position)
20000 (Max. Outreach)
O955
Provision Handling Crane (Starboard Side)
Wire
Grease Line
250
Sarboard Crane Arrangement
1051
Ship Centre
3378 TTS SWL x 7 T 4 - 16.8 M

47° 58°
2327 10°
Position of Jib Rest

35° 35°
Jib With Winch, Handrail, Aft Fwd

Jib Rest
Hook Assembly 15700
1400
Ship Side
O1634
Reference Drawing: 50151-GA01 Rev 1

5.8.4 Provision And Cargo Machinery Room Cargo Machinery Room Crane The hydraulic oil tank is integrated into the rotating crane column and is
Cranes accessible from a hatch. The tank is fitted with a drain cock, a filter and a
An electro-hydraulic provision crane is mounted on the top of the cargo combined glass level indicator and temperature gauge, and an oil filling system
machinery room, starboard side, for loading and unloading materials to the through a return filter.
Provision Cranes deck and cargo machinery room.
The hydraulic pipes and hoses are all external mounted pipes and are of a
Two electro-hydraulic provision cranes are mounted on the engine room casing stainless steel type. Hydraulic fittings are of a yellow chromated mild steel, as
D deck, each side of the funnel, for loading and unloading materials to the Cargo Machinery Room Crane
are the hose couplings. The hydraulic hoses are of a rubber type, having a good
engine room and the aft store rooms. Manufacturer: TTS Marine Shanghai Co. Ltd. resistance against sea environment.
No. of sets: 1
Provisions Crane (Starboard Aft) Type: Electro-hydraulic cylinder luffing jib The cranes are always supplied without hydraulic oil and the correct type and
amount is informed prior to installation.
Manufacturer: TTS Marine Shanghai Co. Ltd. Model: GP 150-5-17
No. of sets: 1 SWL: 6 tons
Type: Electro-hydraulic cylinder luffing jib Outreach: 17m (maximum), 3.4m (minimum)
Crane Control
Model: HHC: GP 260-7-16.8 Hook travel: 53m The crane is controlled from a control platform on the side of the crane house.
SWL: 7 tons Hook speed: 10m/min (fully loaded, light load) The control stand normally consists of three levers (hoist - slewing - luffing).
Outreach: 16.8 (maximum), 4m (minimum) Slewing speed: 0.6 rpm
Hook travel: 60m Heel/trim: 5/2 degrees All motions have stepless speed control from 0 to maximum. Two motions
may be operated at the same time with full lifting capacity, but with a reduced
Hook speed: 10m/min (fully loaded, light load) Luffing up/down time: 90 seconds
speed. The start/stop of the pump motor is done from a pushbutton box on the
Slewing speed: 0.6 rpm Heel/trim limits: 5/2 degrees crane pedestal.
Heel/trim: 5/2 degrees Weight of crane: 9.7 tonnes approximately
Luffing up/down time: 100 seconds Electric System
Heel/trim limits: 5/2 degrees Description The pump motor is of a marine type and is provided with an anti-condensation
Weight of crane: 10.9 tonnes approximately heater and protected by thermal relays.
The cranes consist of slewing machinery, cylinders and hoisting machinery.
The slewing machinery is of a ball or roller-type slew bearing seated on a The motor starter includes the following features:
Provisions Crane (Port Aft)
machined surface. The slew ring nuts and bolts are made from a special alloy
• Disconnect switch.
Manufacturer: TTS Marine Shanghai Co. Ltd. steel and tightened to an exact tension. The slew bearing is provided with an
No. of sets: 1 internal gear ring to fit the slew gear. The slewing gearbox has a brake and • Start and stop buttons.
Type: Electro-hydraulic cylinder luffing jib motor built together as a complete unit. • Running lamp (green).
Model: HHC: GP 80-2-20 The cylinders are designed for marine use with special bronze bearings or • Power source lamp (white).
SWL: 2 tons composite bearings (lubrication free) at both ends. The cylinder piston rod is • Motor space heater control with a control lamp (orange).
Outreach: 20m (maximum), 4m (minimum) chromium plated. The cylinder bolts are made of stainless steel.
• Running hour counter.
Hook travel: 60m
The hoisting machinery consists of a grooved drum, a load holding valve, • Ammeter.
Hook speed: 10m/min (fully loaded, light load)
a hook stop and winch gear built into the drum with a fail-safe brake and
Slewing speed: 0.8 rpm hydraulic motor. The remote start/stop box, which is mounted close to the crane pedestal, has a
Heel/trim: 5/2 degrees Start button and a combined Stop/Emergency Stop button.
Luffing up/down time: 65 seconds Hydraulic System and Power Pack
Heel/trim limits: 5/2 degrees An electric heating element is provided for the oil tank.
The hydraulic system is designed as an open circuit system. The hydraulic
Weight of crane: 5.5 tonnes approximately power pack consists of an electric motor mounted vertically in the centre of
the pedestal, driving the hydraulic pumps located in the crane house through Slewing Column/Crane House
a cardan shaft. The hydraulic oil circuit includes full flow return filters with The slewing column/crane house is a fully enclosed structure, containing the
changeable filter inserts. outside mounted operator platform and the hydraulic oil tank inside, accessible
through a hatch. The top of the slewing column is provided with brackets for

Illustration 5.8.4b Cargo Machinery Room Crane
Cargo Machinery Room Crane

Wire
Grease Line
450
Crane Arrangement
1148
Ship Centre
3018 TTS SWL x 6 T 3.4 - 17 M
1870
Position of Jib Rest
Jib With Winch, Handrail, Aft R17000 Fwd

Hook Assembly 29°
Jib Rest
2500 15575
Ship Side
O1270
Reference Drawing: 50151-GA01 Rev 1

connection to the jib. The connection is made by plain bearings. The slewing Crane Operation Control e) When the crane is secure, press the STOP pushbutton on the
column is connected to the pedestal through the slewing bearing. start/stop control panel to stop the motor.
1. Hoisting Control
Jib f) Leave the main and control panel isolation switches in the ON
Moving this control lever in the HOIST UP direction will raise position to ensure the space heater remains in operation.
The jib is made as a welded box structure with the necessary internal stiffeners. the load, whilst moving the control lever in the HOIST DOWN
A cylinder bracket is welded to the underside of the jib. direction will lower the load.
Emergency Procedure
CAUTION
Safety Features With reference to manufacturer’s Hydraulic Diagram Drawing: 50147-7000.
Operate the lever smoothly and slowly to avoid snatching the lift and
The crane is provided with the following safety features: possibly overloading the winch. Additionally, smooth operation will
increase the life of the equipment. Lowering of Winch
• Emergency stop close to the operator.
a) Check connect the emergency pump pressure side to POS 408,
• All movements protected against overload by a hydraulic relief 2. Luffing Control suction port to POS 409.
valve.
Moving this control lever in the LUFFING UP direction will
• All control levers are ‘spring centred and go back to the neutral raise the jib, whilst moving the control lever in the LUFFING b) Close the switch of emergency pump as shown in drawing.
position automatically. DOWN direction will lower the jib.
c) Hold winch operation lever (on main control valve POS 102)
• Mechanical automatic stop of jib in the upper and lower
and keep in position for lowering, or alternatively, use a small
position. CAUTION
rope to keep it in position.
• Winch and slew are equipped with a ‘fail-safe’ brake. In case of Operate the lever smoothly and slowly to avoid introducing shock loads
hose or pipe failure the brake will automatically stop the load. to the crane. Additionally, smooth operation will increase the life of the d) Operate the handpump continuously, and the load will start
equipment. lowering.
• Hydraulic cylinder is equipped with a load holding valve. This
valve is blocking the cylinder in case of hose failure.
3. Slewing Control Note: With weights below 1 ton, the winch will not function due to hydraulic
• Hook stop limit device in the upper and lower position.
friction etc. Reset the above valves/switches to their original positions after
Moving this control lever in the SLEWING RIGHT direction
• Emergency winch lowering system. operation.
will slew the crane to the right, whilst moving the control lever
in the SLEWING LEFT direction will slew the crane to the
Operation of the Cranes left. Lowering of Jib
a) Pull the control lever to the jib lowering position, or alternatively,
a) Verify that the ship is within the heel and trim limits (5° and 2° CAUTION
using a rope to maintain the position.
respectively). Operate the lever smoothly and slowly to avoid the load developing
a swing. Additionally, smooth operation will increase the life of the b) Carefully open the manual emergency lowering screw or shock
b) Visually check that the wires run correctly in the sheaves. equipment. valve adjusting screw on valve POS 204/B02 by turning it out
until the cylinder starts moving.
c) Check the system oil level and temperature. Note: Any two of the three operating modes may be carried out simultaneously,
but will result in reduced speed. c) Stand by, ready to close the valve in if the lowering speed starts
d) Press the START pushbutton. to increase. (Speed increase is more likely if the jib is lowered
from a relatively high position.)
e) Lower the hook and unlash the securing strop. Luff the jib out Procedure to Shut Down
of its support cradle.
a) Slew the crane to the stowage position. Note: With weights below 1 ton, the winch will not function due to hydraulic
friction etc. Reset the above valves/switches to their original positions after
f) Operate the crane using the control levers as required.
b) Lower the jib into its support cradle. operation.
The unit is designed to operate in an ambient air temperature.
c) Lower hook block and re-attach the securing strop.
d) Carefully raise the hook to put the strop under a slight tension.

Slewing
a) Secure the jib head with ropes to a fixed structure on deck to
prevent uncertain rotation.
b) Disassemble the slew motors and valves from the slew gears.
c) Connect the slew gears brake port C with handpump only.
d) Rise pressure to about 3.0MPa with the handpump to release

brake on slewing gears.
e) Pull the jib into the correct position using the securing ropes
from the jib head. Where the jib is very big, a chain block may
necessary to move the jib.
Note: After operation, reassemble the slew motors and valves onto the slew
gears.
Guidelines for Lifting of Personnel

These cranes do not have the function of personnel lifting.
Disturbance of Operation
If the hydraulic system oil gets overheated, the loss of power will be reduced
dramatically and some crane movements may stop.
If the safe working load (SWL) is exceeded, operation will cease.
Possible Hazards
During the operation of the crane, the levers must be operated slowly and
smoothly in order not to induce a swinging motion in the hanging load.
Extreme care must also be taken when operating the crane in the winch-up
or jib-up motion, where the jib angle is nearing its maximum value and the
hook is close to the hook stop, as the load may hit the underside of the jib. The
operator must always be able to see the landing area for the load, or be in direct
contact with somebody who can see the landing area.
Cranes should only be operated by personnel who have received formal on-
board training, have achieved the necessary level of competency, and have been
issued with the appropriate certificate for the equipment they are required to
operate.

Illustration 5.9a Cargo Steam System
Motor Room Compressor Room 125
CS CS
12 50 11
25
PIAL No.2 H/D PI
IAS Compressor CS45
25
Elevation LO Tank
PX PI CS44 CS43 LNG
25
Trunk 125 Vaporiser
CS42
LS
25 80 LI
CS57 CS56 No.1 H/D LS
PI ZSH Compressor CS41 CS15
25 25 80 TSLL
Side Passageway IAS
LO Tank
CS55 CS40 CS39 CS14 CS13 TI
FW Tank 25
No.2 Glycol MS
(S) CS38 40 40
2nd Deck Heater
150 25
Steam Supply Main No.3 L/D 80
100
To E/R Feed Filter Drain Tank 25 CS51 CS50 Compressor CS37
25 25 CS CS
3rd Deck To E/R Drain Cooler CS49
LO Tank
07 50 06
Aft Peak Tank CS36 CS35
25
50 25 PI
Engine Room CS34 100 150
Cofferdam
4th Deck CS54 CS53 25
25 PI ZSH No.2 L/D Forcing
IAS Compressor CS33
25 Vaporiser
Cooling CS52 LO Tank
Water Tank Top No.1 Glycol CS32 CS31 LS
MS 25 50 LI
Tank Heater LS
Pipe Duct CS30 40 40 CS10
50 TSLL
25
25 CS48 CS47 No.1 L/D CS09 CS08 TI
Compressor CS29
25
CS46 LO Tank
CS28 CS27
25 80
FW CS26 PI CS CS
Tank
02 50 01
(P&S) 100 100
Emergency PI
Gen. Room CS TI
CS 24 150
Cofferdam 25 H/D
Drain Cooler Heater
Steering FC02 for H/D Heater FC01 LS
Engine Accommodation No.4 Trunk 50 LI
Gear LS
Casing Area Fresh Fresh
Room Motor Comp. 50 25 CS CS05
Water TI
Water 80 TSLL
Room Room Outlet 100 23
Intlet CS04 CS03 TI
D C B A CS59
CS To Gas
50 25 100 150 Detection
58
Panel 15 150
Steam Line 15 CS
for Sea Chest LAH LS Gas Vent
50 CS 21
in Fwd Pump IAS Drain Tank
Room and (1.0m3) 20
Steam Heater 100
CS22
CS19 CS
LAH LS 18
Key Trunk IAS
Deck CS CS
Steam Fresh Water
17 16
Condensate Instrumentation Upper Deck
Bilge Electrical Signal D C B A

5.9 Cargo Steam System Position Description Valve Procedure for Preparing the Heaters in the Compressor
Closed Bypass valve on the dump condenser/drain 87V House for Operation
Introduction cooler
Closed No.1 glycol heater condensate drain trap inlet CS48 a) Ensure that the engine room control air supply valve to the cargo
The cargo machinery steam system is supplied from the engine room 0.8MPa valve control room is open (normally never closed).
steam service system as mentioned in the Machinery Operating Manual. Open No.1 glycol heater condensate drain trap CS47
outlet valve b) Confirm that the fresh water cooling system is in operation to
The steam is supplied from the engine room to the cargo motor room via the drains cooler.
Open No.1 glycol heater condensate drain trap CS47
a 50mm steam supply main, and the compressor room via a 150mm steam bypass valve
supply main for the following items of equipment: c) Check that all of the instrumentation valves are open and that
Open No.1 glycol heater steam inlet valve CS54 the instruments are reading correctly.
Motor room: Auto No.1 glycol heater steam flow valve CS53
Auto No.1 glycol heater steam temperature valve CS54 d) Set up the valves as in the following table. Unless specified, all
• Glycol heaters.
Closed No.2 glycol heater condensate drain trap inlet CS51 other valves must be closed.
Compressor room: valve
Open No.2 glycol heater condensate drain trap CS50 High Duty Heater
• High duty compressor LO tanks.
outlet valve
• Low duty compressor LO tanks. Position Description Valve
Open No.2 glycol heater condensate drain trap CS49
bypass valve Open Drain cooler inlet valve for HD heater CS24
• Drain cooler for the HD cargo heater.
Open No.2 glycol heater steam inlet valve CS57 Open Drain cooler outlet valve for HD heater CS23
• LNG vaporiser.
Auto No.2 glycol heater steam flow valve CS56 Open Gas vent drain tank outlet valve to engine CS19
• Forcing vaporiser. room condensate return
Auto No.2 glycol heater steam temperature valve CS55
• HD cargo heater. Open Engine room main steam isolating valve to CS18
d) Open the heater shell side vent valves to the save-all. the compressor room
• Forward pump room sea chest and heater.
Open Condensate drain trap bypass valve CS05
The condensate returns from the compressor house are returned to the feed e) Crack open the heating line steam inlet valve CS58 and
commence warming-through the heaters. e) Open the heater shell side vent valves to the save-all.
filter tank via the gas venting drains tank and directly to the boiler water feed
system from the motor room.
f) When the heater shell side vent valves starts to exhaust steam, f) Crack open the warming-through inlet valve, CS02, and
close in the valves to the save-all until it is just cracked open. commence warming-through the heater.
Procedure for Preparing the Glycol Heaters for Operation Allow the heater to slowly warm-through and close the valve
when the condensate outlet temperature is approximately g) When the heater shell side vent valves starts to exhaust steam,
a) Ensure that the engine room control air supply valve to the cargo 164°C. close in the valves to the save-all until it is just cracked open.
control room is open (normally never closed). Allow the heater to slowly warm-through and close the valve
g) Open the condensate drain trap inlet valves, CS48 and CS51. when the condensate outlet temperature is approximately
b) Check that all of the instrumentation valves are open and that 164°C.
the instruments are reading correctly. h) Close the condensate drain trap bypass valves, CS46 and
CS49. h) Open the main supply valve CS01 and close the warm-up valve
c) Set up the valves as in the following table. Unless specified, all CS02.
other valves must be closed. i) Check the system for leaks as temperatures rise.
i) Open the condensate drain trap inlet valves, CS03 and CS04.
Position Description Valve Note: Normally, only one heater would be used, the second being available
Open Engine room main steam isolating valve to 101V at short notice. j) Close the condensate drain trap bypass valve, CS05.
the deck
j) Operate the heating system. k) Check the system for leaks as temperatures rise.
Open Condensate return valve to the dump 88V
condenser/drain cooler

Vaporisers Compressor Lubricating Oil Tanks
The start-up procedure for the vaporisers is similar to that for the HD heater. The temperature of the compressor LO tanks is maintained between 25ºC and
60ºC, the low and high temperature alarm set points.
Forcing Vaporiser
The warm-up procedure for No.1 LD compressor tank is the same for the other
a) Open the heater shell side vent valves to the save-all. four tanks.
b) Open the condensate drain trap bypass valve, CS10. a) Confirm that the following valves are set up as follows:
c) Crack open the warming-through inlet valve, CS07, and Position Description Valve
commence warming-through the vaporiser.
Open Drain cooler inlet valve for HD heater CS24
d) When the heater shell side vent valves starts to exhaust steam, Open Drain cooler outlet valve for HD heater CS23
close in the valves to the save-all until it is just cracked open. Open Gas vent drain tank outlet valve to engine CS19
Allow the vaporiser to slowly warm-through and close the room condensate return
valve when the condensate outlet temperature is approximately Open Engine room main steam isolating valve to CS18
164°C. the compressor room
Open Condensate drain trap bypass valve CS05
e) Open the main supply valve CS06 and close the warm-up valve
CS07. b) Open the condensate drain trap bypass valve, CS26.
f) Open the condensate drain trap inlet valves, CS08 and CS09. c) Open the tank inlet valve, CS29, and commence warming-
through the heater using the temperature control valve to adjust
g) Close the condensate drain trap bypass valve, CS10. the temperature.
LNG Vaporiser d) Once the temperature of the tank contents is greater than the low
temperature alarm setting, 25ºC, open the condensate drain trap
a) Open the heater shell side vent valves to the save-all. valves CS27 and CS28 and close the bypass valve CS26.
b) Open the condensate drain trap bypass valve, CS15. e) Set the temperature controller to the required temperature,
approximately 55ºC, and allow the unit to control the system.
c) Crack open the warming-through inlet valve, CS12, and
commence warming-through the vaporiser.
d) When the heater shell side vent valves starts to exhaust steam,
close in the valves to the save-all until it is just cracked open.
Allow the heater to slowly warm-through and close the valve
when the condensate outlet temperature is approximately
164°C.
e) Open the main supply valve CS11 and close the warm-up valve
CS12.
f) Open the condensate drain trap inlet valves, CS13 and CS14.
g) Close the condensate drain trap bypass valve, CS15.

Part 6: Cargo Operations in LNGC Mode 6.1.3b
6.1.4a
Inerting Cargo Tanks with Nitrogen �� 6 - 14
Gassing-Up Cargo Tanks - Venting �� 6 - 16
6.1.4b Gassing-Up Compressor House - Venting �� 6 - 18
6.1 Post Dry Dock Operations �� 6 - 3 6.1.4c Gassing-Up Cargo Tanks - To Shore �� 6 - 22
6.1.1 Procedure for Normal Insulation Space Inerting �� 6 - 3 6.1.4d Gassing-Up Cargo Tanks - GCU �� 6 - 24
6.1.2 Drying Cargo Tanks �� 6 - 9 6.1.5a Initial Cooldown �� 6 - 26
6.1.3 Inerting Cargo Tanks �� 6 - 13 6.1.5b Cargo Tank Cooldown Mimic �� 6 - 28
6.1.4 Gassing-Up Cargo Tanks �� 6 - 17 6.1.5c Cargo Tank Temperature Mimic �� 6 - 30
6.1.5 Cooling Down Cargo Tanks �� 6 - 27 6.1.5d Barrier Space Temperature Mimic �� 6 - 31
6.2 Loading �� 6 - 35 6.1.5e Cofferdam Temperature Mimic �� 6 - 33
6.2.1a Preparations for Loading - LNGC Mode �� 6 - 34
6.2.1 Preparations for Loading �� 6 - 35
6.2.2a Cargo Lines Cooldown �� 6 - 36
6.2.2 Cargo Lines Cooldown �� 6 - 37
6.2.3a Loading in LNGC Mode �� 6 - 38
6.2.3 To Load Cargo in LNGC Mode �� 6 - 39
6.2.3b Loading Sequence Screen Shot �� 6 - 40
6.2.4 Operating Procedure for Draining and Purging Discharging/Loading Arms �� 6 - 45
6.2.3c Cargo Loading Screen �� 6 - 42
6.2.5 Deballasting �� 6 - 47
6.2.3d Starting & Stopping Cargo Loading Sequence Flow Chart �� 6 - 43
6.3 Loaded Voyage with Boil-Off Gas Burning �� 6 - 51 6.2.4a Draining Manifold �� 6 - 44
6.3.1 Normal Boil-Off Gas Burning �� 6 - 51 6.2.5a Deballasting �� 6 - 46
6.3.2 Forced Boil-Off Gas Burning �� 6 - 55 6.2.5b Ballast Pumps Mimic Screen �� 6 - 49
6.3.1a Gas Management �� 6 - 50
6.4 Discharging �� 6 - 57 6.3.1b Loaded Voyage with Normal BOG Gas Burning �� 6 - 52
6.4.1 Preparations for Discharging �� 6 - 57 6.3.2a Loaded Voyage with Forced BOG Gas Burning �� 6 - 54
6.4.2 Liquid Line Cooldown Before Discharging �� 6 - 59 6.4.1a Preparations for Discharging in LNGC Mode �� 6 - 56
6.4.3 Shore Arms Cooldown Before Discharging �� 6 - 61 6.4.2a Liquid Line Cooldown Before Discharging �� 6 - 58
6.4.4 Discharging With Vapour Return From Shore �� 6 - 63 6.4.3a Shore Arm Cooldown Before Discharging �� 6 - 60
6.4.5 Discharging Without Vapour Return From Shore �� 6 - 67 6.4.4a Cargo Unloading Screen �� 6 - 62
6.4.6 Ballasting �� 6 - 69 6.4.4b Discharging with Vapour Return from Shore �� 6 - 65
6.5 Ballast Passage �� 6 - 73 6.4.5a Discharging Without Vapour Return from Shore �� 6 - 66
6.4.6a Ballasting with Sea Water Pumps �� 6 - 68
6.5.1 Cooling Down Cargo Tanks Prior to Arrival �� 6 - 75
6.4.6b Ballasting with Small Ballast Pump �� 6 - 70
6.5.2 Sloshing Inside the Cargo Tanks �� 6 - 81
6.5.1a Gas Management System Control and Parameters �� 6 - 72
6.6 Pre-Dry Dock Operations �� 6 - 83 6.5.1b Cooldown Before Arrival �� 6 - 74
6.6.1 Spray and Line Draining �� 6 - 83 6.5.1c Gas Management �� 6 - 76
6.6.2 Tank Warm-Up �� 6 - 87 6.5.1d Forcing Vaporiser �� 6 - 78
6.6.3 Inerting Cargo Tanks �� 6 - 93 6.5.1e No.1 Cargo Tank �� 6 - 79
6.6.4 Aerating �� 6 - 101 6.6.1a Stripping and Draining with Gas Burning �� 6 - 82
6.6.1b Stripping and Draining without Gas Burning �� 6 - 85
6.6.2a Tank Warm-Up with Gas Burning �� 6 - 86
Illustrations
6.6.2b Tank Warm-Up - Venting 1st Stage �� 6 - 88
6.1.1a Insulation Spaces Evacuation �� 6 - 2 6.6.2c Tank Warm-Up - Venting 2nd Stage �� 6 - 90
6.1.1b Insulation Space Screen �� 6 - 4 6.6.3a Inerting Cargo Tanks (Gas Freeing) �� 6 - 92
6.1.1c Interbarrier Space/Insulation Space Vacuum System �� 6 - 7 6.6.3b Inerting Cargo Lines (Gas Freeing) �� 6 - 94
6.1.2a Drying Tanks in Summer �� 6 - 8 6.6.3c Inerting Spray Line �� 6 - 96
6.1.2b Drying Tanks in Winter �� 6 - 10 6.6.3d Machinery Room �� 6 - 98
6.1.3a Inerting Cargo Tanks �� 6 - 12 6.6.4a Aeration of the Cargo Tanks �� 6 - 100
IMO No: 9653678 / Issue 1 (2017.02.01) 6- Part 6: Cargo Operations in LNGC Mode
Illustration 6.1.1a Insulation Spaces Evacuation
FI
Detail ‘A’
PIC PIC PIC PIC PI FI PAL
MFX
TX
PI PX TX PI PX TX MFX PX PI NG
TX 701
NG712
To Safety To Engine
Chamber Space NG711 NG710 NG709
NG715 NG714 NG708 See Detail ‘A’
DPIC
NG421
NG407
Purging and Interbarrier
To Gas
Sealing Header and Insulation
NG406 NG404 Detection Panel
For Regas A NG403 Spaces Pressurisation
Pump Column NG409 Header
NG405
Purging NG403
L.O NG NG
LO
420 415
NG402 No.4 Vent Mast

To Gas Dome
No.4 Gauge Board
Gas NG401 NG408
IBS
IS
Liquid Dome
IBS
IS
16V To Gas Dome Pressure Gauge and Twin
NG417 NG418 NG419 Dome
Gauge Board Chambers Water Guard System Detail
NC401
Set at PI
550kPa 27V NG416 PI
8V 10V NC420 NC402

PX Valve Closed
PI PI NC During IBS
PX A NC403
Set 409 NC405 and IS
LO
500kPa Vacuum
PI
NC418 NC415 NC406 NC404 Process
To Gas Water
7V 9V NC403 Detection Panel
NC NC408 NC407
416 From
Set at
Engine Room
1.3MPa
NC408 Twin Chambers Water Guard System is Used
NC to Protect Insulated Spaces During Filling
419 With Nitrogen Operation
Nitrogen Buffer Tank

(24m3) Key
NC417
PIC Nitrogen
To Spray Line
Air
Electrical Signal
NG410 NC413 NC412
PI PX NC411
25 Pressure Gauge and
A Twin Chambers Water
PIAHL NG411 NG412 Guard System Detail
IAS
Air Reservoir
Drain Manifold NG413 Reference Drawing: 2T-7400-003, Rev.300
6.1 Post Dry Dock Operations The nitrogen production plant is maintained in an automatic mode, but during Position Description Valve
normal operations, one generator (capacity 125m3/h) is able to maintain
Closed IBS exhaust control isolation valves NC405, NC407
6.1.1 Procedure for Normal Insulation Space the pressure in the buffer tank owing to the small demands placed upon the
system. When a high nitrogen demand is detected, the second generator will Closed IBS exhaust control bypass valve NC401
Inerting Closed IBS fixed gas detection take-off valve NC403
start automatically. (See Section 4.11 of this manual for details of the nitrogen
production plant.) Closed IBS exhaust sample/purge valve NC421
On completion of a dry dock period, the insulation and interbarrier spaces may
require inerting, and this can be carried out either by using the on-board nitrogen
generator or having the nitrogen vapour supplied from ashore. Normally, the c) Remove the safety relief valves CR403 and CR404 on No.4
Operating Procedure for Vacuum Process
ship’s nitrogen generators are sufficient for providing the nitrogen. liquid dome and replace with the twin water guard system
units.
The insulated spaces must be at the same pressure during evacuation, therefore,
Prior to any inerting of these spaces, either with the nitrogen being supplied a temporary bypass is installed between the IBS and IS exhaust lines at the
from ashore or on board, great care has to be taken to ensure that all sampling relief valve flanges on the gas dome, the relief valve having been removed. d) Remove the safety relief valves CR401 and CR402 on No.4
and control systems are fully operational and personnel are fully conversant Similarly, a pressure gauge and twin water guard system is installed at the relief vapour dome and connect to the vacuum pump.
with the operation. valve flanges on the liquid dome. During the vacuum process, the inlet valve
to this unit must be closed. e) Close the inlet valve on each of the twin water guard units.
If possible, the cargo tanks should be maintained at a pressure of at least 3kPa
above atmospheric during the inerting and drying of the insulation spaces to Assuming the No.4 cargo tank insulation space is to be evacuated and refilled, f) Start the vacuum pump and carefully bring the insulation spaces
reduce the risk of over-pressurising the spaces. proceed as follows: down to a pressure of 20kPa absolute, monitoring the progress
In the extreme case where the oxygen content in the insulation spaces was locally on the twin water guard system pressure gauges and the
a) Set the nitrogen supply valves to the interbarrier and insulation local pressure gauge board.
above 10%, then the vacuum pumps would be required to pull a vacuum of
spaces as follows:
20kPa absolute in both the IBS and IS spaces simultaneously and back-fill
WARNING
with nitrogen.
Position Description Valve IN ANY CASE, always keep IS pressure ≤ IBS pressure. If not, extensive
Before cooling down the cargo tanks, the nitrogen in the insulation spaces Closed IS supply bypass valve NG416 damage to the secondary barrier can occur.
should contain less than 3% oxygen and be dryer than -20°C dew point. The Closed IS supply control valve NG418
nitrogen provides a dry and inert medium for the following purposes: Closed IS supply control isolating valves NG419, NG417 g) When the insulation spaces reach 20kPa absolute, stop the
• To prevent the formation of a flammable mixture in the event of Closed IS portable gas sampling high point valve NG415 vacuum pump and slowly open the nitrogen supply to the spaces
an LNG leak. via the bypass valves NG416, NG412, NG411 and NC411 to
Closed IBS supply bypass valve NG413, NC411
fill to a pressure of 95kPa absolute, open the inlet valve to the
• To permit easy detection of a leak through a barrier. Closed IBS supply bypass valves NG411, NG412 twin water guard system to prevent over-pressurisation of the
• To prevent corrosion. Closed IBS supply control valve NC413 spaces.
Closed IBS supply control isolating valves NG410, NC412
The nitrogen is produced by two nitrogen generators located in the engine Closed IBS portable gas sampling low point valves NC415, NC416 h) Repeat the above process three times or until the nitrogen in the
room, and is stored in a pressurised 24m3 buffer tank at 1.0MPa, ready to be NC417 insulation spaces contains less than 3% oxygen and be dryer
supplied to the pressurisation headers through make-up regulating valves. than -20°C dew point.
Closed IBS portable gas sampling high point valves NC418, NC419
From the headers, branches are led to the interbarrier and insulation spaces of Closed Fixed gas detection take-off valve NC409
i) When the nitrogen content in the insulation space is within
each tank. Any excess nitrogen is vented through regulating exhaust valves to the required limits, the system can be set up ready for normal
the nitrogen vent mast on each tank from the IBS and to deck from the IS. b) Set up the nitrogen exhaust valves to the interbarrier and
operations.
insulation spaces as follows:
The system is automatically maintained by alternate exhaust and make-up as
CAUTION
the atmospheric pressure and the temperature rises and falls between a pressure Position Description Valve
of between 0.5kPa and 1kPa above atmospheric. The pressure within the insulation spaces should be kept at atmospheric
Closed IS exhaust control valve NG406
until the tank pressure increases sufficiently to be constantly maintained
Closed IS exhaust control isolating valves NG405, NG407 at least 3kPa above the insulation spaces pressure during normal
Both the IBS and IS spaces on each tank are provided with pressure relief
valves which open at a pressure, sensed in each space, of 3kPa for the IBS and Closed IS exhaust control bypass valve NG404 operations. This is because the insulation spaces MUST be protected at
3.5kPa for the IS above atmospheric. A manual bypass with a globe valve is Closed IS fixed gas detection take-off valve NG401 all times against over-pressurisation which could result in membrane
provided for local venting and sweeping of a space if required. Closed IS exhaust sample/purge valve NG402 failure.
Closed IBS exhaust control valve NC406
Illustration 6.1.1b Insulation Space Screen
Operating Procedure for Normal Inerting d) The IBS exhaust valves NC106, NC206, NC306 and NC406 Set Points
are set for 1kPa via the space split-range controller, and the
IS exhaust valves NG106, NG206, NG306 and NG406 are set Space Set Point Action
a) The manual valves on each side of the supply and exhaust
control valves, together with the valves to the liquid and gas for IBS plus 0.5kPa gauge, ie, 1.5kPa, via the space split-range IBS 0.2kPa Low pressure alarm
dome gauge boards, should be fully open. For clarity, the No.4 controller. IBS 0.5kPa Nitrogen supply valve control opens
tank has been used as an example, all other tanks should be set IBS 1kPa Nitrogen exhaust valve control closes
up as below: e) The pressure control valve from the nitrogen buffer tank reduces IBS 1.5kPa High pressure alarm
the pressure from 900kPa to 500kPa bar to supply the IBS/IS
IBS 3kPa Pressure relief valve opens
Position Description Valve pressurisation header.
IS 0.0kPa Low differential pressure alarm
Closed IS supply bypass valve NG416 IS 0.4kPa Low pressure alarm
f) Open the manual isolating valves NG708 (to purging and
Automatic IS supply control valve NG418 sealing header), NG711 and NG709 on the insulation space IS IBS + 0.2kPa (0.7kPa) Nitrogen supply control valve closes
Open IS supply control isolating valves NG419, NG417 pressurisation header, and set the control valve NG710 to 30kPa IS 1kPa High differential pressure alarm
Closed IS portable gas sampling high point valve NC419 at the IAS, bypass valve NG712 is to be closed to allow the IS IBS + 0.5kPa (1.5kPa) Nitrogen exhaust control valve opens
Closed IBS supply bypass valves NG411, NG412 supply of nitrogen to the headers from the nitrogen buffer tank
IS 2.5kPa High pressure alarm
Closed IBS supply bypass valves NG413, NC411 in the engine room.
IS 3.5kPa Pressure relief valve opens
Automatic IBS supply control valve NC413
In the event of cargo gas leakage into an interbarrier space, each space can be
Open IBS supply control isolating valves NG410, NC412 swept with a continuous feed of nitrogen by opening the exhaust bypass valve, Classification society regulations require that the barriers of a membrane tank
Closed IBS portable gas sampling low point valves NC415, NC416 eg, NC404 for No.4 tank, from the space and allowing a controlled purge should be capable of being checked periodically for their effectiveness. The
NC417 through the IBS valve NC411. Close monitoring of the gas analyser on this following covers the practice, recommendations and precautions which should
Closed IBS portable gas sampling high point valves NC419, NC418 space will be necessary during purging. be taken during the in-service examination of the interbarrier and insulation
spaces.
Open Fixed gas detection take-off valves NC420, NC409
CAUTION
b) Set up the nitrogen exhaust valves to the interbarrier and The insulation spaces must be protected at all times against over- Method for Checking the Effectiveness of the Barriers
insulation spaces as follows: pressurisation which could result in membrane failure. Primary Barrier (304L Stainless Steel)
Position Description Valve A portable elbow bend can be connected to the IBS supply header for Each IBS space is provided with a permanently installed gas detection system
connection to the spray line for IBS stripping if required. capable of measuring gas concentration at intervals not exceeding thirty
Automatic IS exhaust control valve NG406
minutes. The results of this monitoring give a continuous indication of the
Open IS exhaust control isolating valves NG405, NG407 membrane tightness; any gas concentration in excess with regard to the steady
Closed IS exhaust control bypass valve NG404 rates would be the indication of membrane damage.
Open IS fixed gas detection take-off valve NG401
Closed IS exhaust sample/purge valve NG402 Depending on the degree of leakage, the gas concentration can be controlled by
purging with nitrogen, or alternatively, it may be necessary to take the vessel
Open IS exhaust to relief valve CR401 NG421
out of service to effect repairs.
Automatic IBS exhaust control valve NC406
Open IBS exhaust control isolation valves NC405, NC407
Secondary Barrier (Triplex)
Closed IBS exhaust control bypass valve NC404
Open IBS fixed gas detection take-off valve NC403 The insulation space is monitored in the same manner and the same procedures
for purging in the way that the IBS would be carried out. Leakage through the
Closed IBS exhaust sample/purge valve NC402
secondary barrier will show as a migration of nitrogen from the higher to lower
IBS exhaust to relief valve CR402 NC421 pressure space, ie, IS to IBS. The IS supply (make-up) and IBS exhaust valves
will be continually open.
c) The IBS nitrogen supply control valves NC115, NC215, NC315
and NC415 are normally set to open at 0.5kPa and close at 1kPa
by the split-range controller via the IAS, and the IS supply
control valves NG120, NG220, NG320 and NG420 are set for
IBS plus 0.2kPa, ie, 0.7kPa, via the split-range controller for the
space.
Illustration 6.1.1c Interbarrier Space/Insulation Space Vacuum System
Upper Deck Plan
Portable Vacuum Pump

Stored In Motor Room
50 65
50
50 50
No.4 No.3 No.2 No.1

Accommodation Liquid Liquid Liquid Liquid
No.4 No.3 No.2 No.1
Area Dome Dome Dome Dome
Gas Gas Gas Gas
Dome Dome Dome Dome
Motor Comp.
Room Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
Reference Drawing: 2T-7400-003, Pg.46-2/54
Illustration 6.1.2a Drying Tanks in Summer Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 CG565 Dry-Air
HP003
1
E
CG582 CG568 CG569 CG531 Atmospheric Air
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CG530CG529 CG583 CG581 Nitrogen
Boiler CG620 CG547 CG546 Injection
CS502
E
No.2 After- Gas Unit
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CS506 CS510 CS511 CS512
CL014
CL002
CS018
CS014
CL038
CL026
Vaporiser
CS523 CS522 CS516

CS526
CG002
CG001
CS005
CS001
CL001
CL013
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.1.2 Drying Cargo Tanks c) Confirm the spectacle flanges on the vapour domes are in the Note: The No.1 tank should be the final tank processed to ensure that the
open position. system is always full of dry-air.
Introduction d) Using the IAS, open the individual tank loading valves in k) Wet-air which may be contained in the discharge lines from the
accordance with the following table: cargo pumps, float level piping and any associated pipework in
During a dry docking or tank inspection, the cargo tanks which have been
opened up and contain wet-air must be dried out before cargo can be carried the cargo compressor room, must also be purged with dry-air;
again. The drying process is necessary to avoid the formation of ice when the Position Description Valve this is normally carried out in conjunction with the drying of the
tanks are cooled down and to prevent the formation of corrosive agents if the Open No.1 tank loading valves CL106, CL118 cargo tanks.
humidity combines with excess sulphur and nitrogen oxides present in the inert Open No.2 tank loading valves CL206, CL218
gas. Open No.3 tank loading valves CL306, CL318 Note: The regas feed pump wells are dried using nitrogen from the nitrogen
Open No.4 tank loading valves CL406, CL418 purge header via a flexible hose.
Before gassing-up, the tanks are filled with inert gas to prevent the possibility
of any flammable air/LNG mixtures forming. Normal humid air is initially e) Open the manual header valves to the vapour domes in l) When all of the tanks and lines have been dried, from the IAS,
displaced by dry-air and then the dry-air is displaced by inert gas produced accordance with the following table: stop the inert gas plant and close the IG supply valve to deck.
from the dry-air/inert gas plant. (Refer to Section, Inert Gas Generator). Valve CG703 is to be left open at all times, except for isolation
or maintenance.
Note: The inert gas is primarily nitrogen and carbon dioxide containing less
than 1% oxygen and with a dew point of -45°C or below. Open No.1 tank vapour valves CG101, CG104
Note: It is necessary to lower the tank’s dew point by the use of dry-air to
Open No.2 tank vapour valves CG201, CG204 at least -20°C before feeding the tanks with inert gas. This is to avoid the
In the summer months, the dry-air is heavier than the ambient air, therefore Open No.3 tank vapour valves CG301, CG304 formation of any corrosive agents.
the dry-air from the dry-air/inert gas plant is introduced to the bottom of the Open No.4 tank vapour valves CG401, CG404
cargo tanks through the filling pipes. The ambient air is displaced from the top Open Vapour main valve to No.1 vent mast riser CG703 The parameters for operation are as follows:
of each tank through the vapour main, and is discharged from the vent mast
at No.1 tank. This is followed by introducing inert gas using the same piping f) Adjust the set point of the regulating valve CG702 to 10kPa Tanks 100% capacities of each tank, excluding domes are:
route and the displacement method. The nitrogen system should be ready to be and maintain the cargo tank pressure at least 2kPa higher than
brought into use. the insulation spaces, venting through the No.1 mast riser as No.1 cargo tank 26,533.8m³
necessary. No.2 cargo tank 47,832.6m³
In winter months, the dry-air can be lighter than the ambient air, and in this
case the dry-air is introduced into the top of the tank through the gas dome and No.3 cargo tank 47,832.6m³
g) From the inert gas control panel, start the inert gas generator to
vapour main. The ambient air is displaced up the filling line into the loading No.4 cargo tank 47,832.6m³
produce dry-air. This will automatically discharge to the funnel
main and then vented to atmosphere through the forward vent mast at No.1 Total 170,031.6m³
until the correct dew point is obtained. When the dew point is
tank. Volume of dry-air produced per hour 16,000m³/h
at -45°C, the valve to deck will open and the discharge valve to
the funnel close. Time taken for drying operation 21 hours (2 volume changes)
The dry-air operation can be carried out in port or at sea, taking approximately
20 hours to reduce the dew point to < -20°C, at which time the plant operation
h) Monitor the dew point of each tank by taking a reading with
is changed over to produce inert gas.
a portable meter at the three liquid dome sample lines. These
sample lines measure at stepped levels from the top to the
Operating Procedure for Drying Tanks (Summer) bottom of the tank and the valves are in pairs, listed as SA101/
SA102, SA103/SA104 and SA105/SA106 on No.1 tank, and are
All of the valves are assumed closed prior to operations. also fitted on tanks No.2, No.3 and No.4 respectively.
Dry-air, with a dew point of -45°C, is produced by the dry-air/inert gas plant at i) Monitor the dew point at the gas dome through the sample
a flow rate of 16,000Nm³/h. valves on the vapour main located between the two manual
vapour valves, these valves are listed as CG102 and CG103 at
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. the No.1 tank, and are also fitted on tanks No.2, No.3 and No.4
respectively.
b) Install the spool piece to connect the discharge line from the
dry-air/inert gas plant with the loading main. j) When the dew point has reached -20°C or less, close the filling
and vapour valves of each tank.
Illustration 6.1.2b Drying Tanks in Winter Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 CG565 Dry-Air
HP003
1
E
CG582 CG568 CG569 CG531 Atmospheric Air
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CG530CG529 CG583 CG581 Nitrogen
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vaporiser Pressure
Forcing
Vent Mast
CS006
CS002
CS506 CS510 CS511 CS512
CL014
CL002
CS018
CS014
CL038
CL026
Vaporiser
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
IMO No: 9653678 / Issue 1 (2017.02.01) 6 - 10 Part 6: Cargo Operations in LNGC Mode
Operating Procedure for Drying Tanks (Winter) j) From the inert gas control panel, start the inert gas generator to The parameters for operation are as follows:
produce dry-air. This will automatically discharge to the funnel
All of the valves are assumed closed prior to operations. until the correct dew point is obtained. When the dew point is Tanks 100% capacities of each tank, excluding domes are:
at -45°C, the valve to deck will open and the discharge valve to
Dry-air, with a dew point of -45°C, is produced by the dry-air/inert gas plant at the funnel close. No.1 cargo tank 26,533.8m³
a flow rate of 16,000Nm³/h. No.2 cargo tank 47,832.6m³
k) Monitor the dew point of each tank by taking a reading with
No.3 cargo tank 47,832.6m³
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. a portable meter at the three liquid dome sample lines. These
sample lines measure at stepped levels from the top to the No.4 cargo tank 47,832.6m³
b) Install the spool piece to connect the discharge line from the bottom of the tank and the valves are in pairs, listed as SA101/ Total 170,031.6m³
dry-air/inert gas plant with the vapour main via the compressor SA102, SA103/SA104 and SA105/SA106 on No.1 tank, and are Volume of dry-air produced per hour 16,000m³/h
suction line. also fitted on tanks No.2, No.3 and No.4 respectively. Time taken for drying operation 21 hours (2 volume changes)
c) Install the spool piece to connect the loading main with No.1 l) When the dew point has reached -20°C or less, close the filling
vent mast riser at valve CL701. and vapour valves of each tank.
d) Confirm the spectacle flanges on the vapour domes are in the Note: No.1 tank should be the final tank processed to ensure that the system
OPEN position. is always full of dry-air.
e) Open valves CG604 and CG601 to supply dry-air to the vapour m) Wet-air which may be contained in the discharge lines from the
main. cargo pumps, float level piping and any associated pipework in
the cargo compressor room, must also be purged with dry-air;
f) Using the IAS, open the individual tank loading valves in this is normally carried out in conjunction with the drying of the
accordance with the following table: cargo tanks.
Position Description Valve Note: The regas feed pump wells are dried using nitrogen from the nitrogen
Open No.1 tank loading valves CL106, CL118 purge header via a flexible hose.
Open No.2 tank loading valves CL206, CL218
Open No.3 tank loading valves CL306, CL318 n) When all of the tanks and lines have been dried, stop the inert
gas plant. Close the supply valves CL604 and CL601 to the
vapour main. Valve CG703 is to be left open at all times, except
for isolation or maintenance.
g) Open the manual header valves to the vapour domes in
accordance with the following table:
Note: It is necessary to lower the tank’s dew point by the use of dry-air to at
least -20°C, before feeding the tanks with inert gas to avoid the formation of
corrosive agents.
Open No.1 tank vapour valves CG101, CG104
Open Loading main valve to No.1 vent mast riser CL701
h) Open the manual loading main valve to No.1 vent mast riser.
i) Raise the set point of regulating valve CG702 to 10kPa and

maintain the cargo tank pressure at least 2kPa higher than
the insulation spaces, venting through the No.1 mast riser as
necessary.
Illustration 6.1.3a Inerting Cargo Tanks Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 CG565 Dry-Air
HP003
1
E
CG582 CG568 CG569 CG531 Nitrogen
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CG530CG529 CG583 CG581 Inert Gas
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vaporiser Pressure
Forcing
Vent Mast
CS006
CS002
CS506 CS510 CS511 CS512
CL014
CL002
CS018
CS014
CL038
CL026
Vaporiser
CS523 CS522 CS516

CS526
CG002
CG001
CS005
CS001
CL001
CL013
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.1.3 Inerting Cargo Tanks e) Open the manual header valves to the vapour domes in j) Dry-air which may be contained in the discharge lines from the
accordance with the following table: cargo pumps, float level piping and any associated pipework in
the cargo compressor room, must also be purged with inert gas;
Introduction this is normally carried out in conjunction with the inerting of
Open No.1 tank vapour valves CG101, CG104 the cargo tanks.
Inert gas, with an oxygen content of less than 1% and a dew point of -45C, is
produced by the dry-air/inert gas plant with a flow rate of 21,000Nm³/h. Open No.2 tank vapour valves CG201, CG204
k) When all of the tanks are inerted to less than 2% oxygen and
Open No.3 tank vapour valves CG301, CG304 dried to -40°C dew point:
Emergency pump wells have to be inerted with nitrogen before inerting the Open No.4 tank vapour valves CG401, CG404
cargo tanks. • Stop the supply of inert gas.
Open Vapour main valve to No.1 vent mast riser CG703
• Close the tank filling master valves CL118~CL418.
WARNING f) Raise the set point of regulating valve CG702 to 10kPa and • Ensure vapour header vent valve, CG702, is set in auto to
Inert gas from this generator and pure nitrogen will not sustain life. maintain the cargo tank pressure at least 2kPa higher than 23kPa.
Great care must be exercised to ensure the safety of all personnel the insulation spaces, venting through the No.1 mast riser as
involved with any operation using inert gas of any description to avoid • Remove the spool piece that connects the inert gas header to
necessary.
asphyxiation due to oxygen depletion. the loading main.
g) From the inert gas control panel, start the inert gas generator • Valve CG703 is to be left open at all times, except for
The time taken to reduce the oxygen content to less than 2% by volume and to produce inert gas. This will automatically discharge to isolation or maintenance.
the final dew point to -40°C is a further 20 hours. Inert gas can be introduced the funnel until the correct dew point and oxygen content is
without first using dry-air where the tanks have been maintained during refit obtained. When inert gas with an oxygen content of less than Note: Until the ship is ready to load LNG, the tanks can be maintained
with a flow of dry-air. This reduces the combined operation time by 20 hours. 1% in volume and a dew point of -45C is produced, the valve to under inert gas pressure for as long as necessary. While the cargo tanks are
deck will open and the discharge valve to the funnel close. at atmospheric pressure, the insulation spaces must remain under a vacuum.
During the time that the inert gas plant is in operation for drying and inerting The cargo tank pressure must be maintained at least 2kPa above the insulation
the tanks, the inert gas is also used to dry and to inert all of the other LNG and h) Monitor the dew point at the gas dome through the sample spaces pressure, and to reduce leakage once the tanks are pressurised, isolate
vapour pipework. Before introduction of LNG liquid or vapour, the pipework valves on the vapour header located between the two manual all of the valves at the forward venting system.
not purged with inert gas must be purged with nitrogen. vapour valves, these valves are listed as CG102 and CG103
at the No.1 tank, and are also fitted on tanks No.2, No.3 and
Procedure for Inerting the Cargo Tanks No.4 respectively. The oxygen (O2) content is to be less than
2% and the dew point less than -40°C. Progress of the inerting
a) Prepare the dry-air/inert gas plant for use in the inert gas can also be monitored using the liquid dome sampling points,
mode. these sample lines measure at stepped levels from the top to the
bottom of the tank.
b) Install the spool piece to connect the discharge line from the
dry-air/inert gas generator with the loading main. i) During tank inerting, purge the air contained in the liquid lines
for approximately 5 minutes by using the sample point valves.
c) Confirm the spectacle flanges on the vapour domes are in the
OPEN position. Position Description Valve
Open Liquid main crossover valves CL709, CL713
d) Using the IAS, open the individual tank loading valves in Open Port liquid manifold valves CL003, CL004
accordance with the following table: CL015, CL016
CL027, CL028
Position Description Valve CL039, CL040
Open No.1 tank loading valves CL106, CL118 Open Starboard liquid manifold valves CL001, CL001
Open No.2 tank loading valves CL206, CL218 CL013, CL014
Illustration 6.1.3b Inerting Cargo Tanks With Nitrogen Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 CG565 Dry-Air
HP003
1
E
Nitrogen Liquid
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
To Aux. Mist Separator Nitogen Gas Odorant
CG620 CG547 CG546
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
Drying and Inerting the Cargo Tanks Using Liquid Nitrogen e) From the IAS, open the valves to supply nitrogen gas to the k) When all the tanks have been dried, stop the supply of liquid
loading main and open the tank isolating and filling valves. nitrogen and close the manifold supply valve to the spray header
There are occasions where it is not possible to use the on-board inert gas plant and the regulating valve at No.1 vent mast riser. Raise the set
to dry and inert the tanks, and the alternative method is to use liquid nitrogen Position Description Valve point of CG702 to 23kPa.
from ashore. Open LNG vaporiser discharge valve CG521
Open No.1 tank filling valves CL106, CL118 Position Description Valve
Liquid nitrogen is loaded from ashore and sent to the LNG vaporiser via Open No.2 tank filling valves CL206, CL218 Close No.1 port manifold ESD valve CL004
the spray header. The liquid nitrogen is vaporised and the gaseous nitrogen
Open No.3 tank filling valves CL306, CL318 Close No.1 manifold double-shut bypass valve CS003
distributed to the loading main and then to each of the tanks through the liquid
filling line. Open No.4 tank filling valves CL406, CL418 Reset Vent mast regulating valve CG702
The warm gaseous nitrogen vapour displaces the atmospheric air through the f) Open the valves to discharge the air from the tanks to atmosphere l) Allow the LNG vaporiser and cargo lines to warm-up to ambient
vapour main and to atmosphere at No.1 mast riser. via the No.1 vent mast riser. temperature before shutting off the steam supply to the LNG
vaporiser and closing the system down. This is to avoid over-
The cargo tanks, associated pipework and machinery are considered to be dried pressurisation within the pipelines due to the cold nitrogen
and inerted when the readings from the portable oxygen and dew point meters vapour expanding as it warms-up. Monitor the pressure in
Open No.1 tank vapour valves CG101, CG104 the LNG vaporiser, and if necessary, vent to one of the cargo
give the tank contents as being less than 2% O2 and a dew point of -40°C or
less. This will normally take approximately 20 hours. Open No.2 tank vapour valves CG201, CG204 tanks.
Open No.4 tank vapour valves CG401, CG404 m) Atmospheric air which may be contained in the discharge lines
Procedure for Drying and Inerting the Cargo Tanks Using from the cargo pumps, float level piping and any associated
Open Vapour header valve to No.1 vent mast riser CG703
Liquid Nitrogen pipework in the cargo compressor room, must be purged with
nitrogen. This is normally carried out in conjunction with the
g) Check that the water curtain is in operation, then open the
a) Warm-through the main LNG vaporiser as described in Section drying of the cargo tanks by venting through the respective
nitrogen supply valve to the spray header.
4.6. sample points, located on the pipework, until an acceptable
reading is obtained on the portable dew point and oxygen
b) Connect the spool piece between the LNG vaporiser discharge Position Description Valve meters.
line and the loading main. Open No.1 port manifold ESD valve CL004
The procedure for drying and inerting the associated pipework and machinery
c) Open the manual valves to the LNG vaporiser and liquid main. h) Request the shore to supply the liquid nitrogen at slow speed space with nitrogen is identical to that used during the drying and inerting of
to cool down the spray header and LNG vaporiser. As the the tanks, using the on-board inert gas/dry-air plant.
Position Description Valve system cools down, the automatic inlet and temperature valves
will control the amount of flow and temperature in the LNG Note: In this example, nitrogen is introduced to the tanks via the loading line,
Open No.1 port manifold double-shut bypass valve CS003
vaporiser. The outlet temperature should be +20°C, supply inlet it can equally be introduced via the vapour line.
Open Spray header block valves CS702, CS705 pressure 300kPa, inlet flow 30m³/h and outlet flow 15,549m³/h.
Open Spray header to LNG vaporiser inlet valve CS601
Open LNG vaporiser filter valves CS525, CS524 i) The tank pressure is controlled via the regulating valve CG702
Open LNG vaporiser inlet valve CS510 set in the automatic mode. Adjust the set point of this valve to
Open LNG vaporiser outlet crossover to liquid CG605 7kPa and maintain the cargo tank pressure at least 2kPa higher
main than the insulation space pressure.
Open Liquid/vapour connection valve CL602
j) Monitor the dew point and oxygen content of each tank by
taking a reading with the portable dew point and oxygen meters
d) Set the main LNG vaporiser control valves.
at the sample points. When the dew point is -40°C or less and
the O2 content less than 2%, close in the filling and vapour
Position Description Valve valves of each tank.
Set LNG vaporiser automatic inlet control valve CS506
Set LNG vaporiser automatic temperature control CS507 Note: No.1 tank should be the final tank to be inerted to ensure that the
valve system is always full of nitrogen.
Illustration 6.1.4a Gassing-Up Cargo Tanks - Venting Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
To Aux. Mist Separator Nitrogen Odorant
CG620 CG547 CG546 Inert Gas
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.1.4 Gassing-Up Cargo Tanks vapour returned to shore for 10 hours, or the use of the GCU which will take Position Description Valve
approximately 60 hours based on the maximum capacity of 4,890kg/h.
Open Supply to the vapour header CG603
Introduction On completion of warm LNG vapour purging, the cargo tanks will normally
g) Open the header valves to the vapour domes in accordance with
be cooled down.
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen. the following table:
If the purging has been carried out with inert gas, the cargo tanks have to
be purged with LNG vapour and cooled down when the vessel arrives at the Procedure for Gassing-Up the Cargo Tanks - Venting Position Description Valve
loading terminal. This is because, unlike nitrogen, inert gas contains 15% Open No.1 tank vapour valves CG101, CG104
carbon dioxide (CO2) which will freeze at around -60°C and produces a white It has been assumed, though unlikely, that all of the valves are closed prior to
powder or foam which can block valves, filters and nozzles. To avoid any use.
problems with blocked filters, etc, the manifolds, spray nozzles and vaporisers Open No.3 tank vapour valves CG301, CG304
are purged with nitrogen prior to the gassing-up of the cargo tanks with inert a) Install the following spool pieces: Open No.4 tank vapour valves CG401, CG404
gas. • Liquid main to No.1 mast riser. Close Vapour header valve to No.1 vent mast riser CG703
The inert gas in the cargo tanks is then replaced with warm LNG vapour to • Liquid main to HD compressor supply.
Note: For safety reasons, ensure that the hull water curtain on the connected
remove any freezable gases such as CO2 and to complete the drying of the side is in operation and that all purge/sampling valves are closed.
tanks. b) Prepare the LNG vaporiser for use.
h) Using the IAS, open the individual tank loading valves in
c) Adjust the set point of the temperature control valve to +20°C
Operation accordance with the following table:
for the LNG vaporiser.
LNG is supplied from the terminal to the liquid manifold where it passes to the d) Using the IAS, adjust the set point of the flow control valve for Position Description Valve
stripping/spray main via the appropriate ESDS liquid valve. the LNG vaporiser to provide a flow of 30m³/h, which will give Open No.1 tank loading valves CL106, CL118
an inlet pressure of 300kPa and an outlet flow of 15,459m³/h. Open No.2 tank loading valves CL206, CL218
It is then fed to the LNG vaporiser and the LNG vapour produced is passed at
+20°C to the vapour header and then into each tank via the vapour domes. e) Adjust the set point of the regulating valve at the No.1 mast riser Open No.4 tank loading valves CL406, CL418
so that at all times the cargo tank pressure is at least 2kPa higher
The LNG vapour is lighter than the inert gas, which allows the inert gases in than the insulation spaces.
the cargo tanks to be exhausted up the tank loading column to the liquid main. i) Using the IAS, open valve CL004, the No.1 ESD manifold
The inert gas then free-flows to shore through the HD compressors bypass and valve on the port side, and request the terminal to commence the
vapour manifold. Position Description Valve supply of LNG liquid to the ship at a slow rate. Slowly increase
Set No.1 mast riser control valve CG702 the rate of delivery until the required rate to the LNG vaporiser
Note: It may be possible at some terminals to discharge the inert gas to Open Liquid main to No.1 vent mast crossover CL701 is attained. Whether rate or pressure is used will depend on the
atmosphere until the 5% hydrocarbon (% figure will be specified by the valve terminal, either start at 50kPa and slowly build up to 300kPa or
particular port authority) is detected at No.1 mast riser. The exhaust gas is start at 2m³/h and build up to 30m³/h.
then directed ashore via the HD compressors or to the GCU. f) Set up the spray main to supply LNG to the LNG vaporiser in
accordance with the following table: j) Adjust the No.1 mast riser pressure with CG702 to 10kPa, as a
The operation is considered complete when the hydrocarbon content (HC), as minimum, the cargo tank pressure must be at least 2kPa higher
measured at the top of the cargo filling pipe, exceeds 95% by volume, 99% at Position Description Valve than the insulation spaces.
the tank bottom, and the CO2 less than 5% by volume. This normally entails Open No.1 port manifold double shut-off bypass CS003
approximately 1.5 changes of the volume of the atmosphere in the cargo tank. k) Monitor the inert gas exhausting at each liquid dome using the
valve to spray main
mid cargo tank sample cock initially, followed by the sample
Open Spray main block valves CS702, CS705 cock at the vapour dome. Also monitor the inert gas exhausted
It may be necessary to undertake the purging of one or more tanks at sea using
Open Spray main to LNG vaporiser inlet CS601 at No.1 mast riser, using the sample cock.
LNG liquid already on board. In this case, the liquid will be supplied to the
LNG vaporiser via the stripping/spray main using the stripping/spray pump of Open Spray main filter valves CS522, CS523
a cargo tank containing LNG liquid. Open LNG vaporiser inlet block valve CS510 l) When 5% hydrocarbon (or the quantity the port authority will
Auto LNG vaporiser temperature control valve CS507 allow), is detected at the No.1 mast riser and each vapour dome,
The first stage of the operation while venting to atmosphere will take request permission from the terminal personnel to direct exhaust
Auto LNG vaporiser control valve CS506
approximately 10 hours, the second stage can be in two forms, with either gas to the terminal facilities.
Open LNG vaporiser outlet valve CG521
Illustration 6.1.4b Gassing-Up Compressor House - Venting Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
To Aux. Mist Separator LNG Purging Odorant
CG620 CG547 CG546 Nitrogen
CS502
E
CG566 Inert Gas
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
Procedure to Purge the Lines and Equipment with LNG Mist Separator a) Purge No.1 after-cooler for 5 minutes, opening and closing all
Vapour control valves etc, using the sample vents to purge any sections
a) Purge to the spray cooler via the drain line to No.4 tank for five
of line.
minutes.
Where it has not been possible to purge the spray main and cargo machinery
space equipment with nitrogen prior to the gassing-up of the tanks, then these b) Close No.1 after-cooler and repeat the process with No.2.
areas will have to be purged with LNG vapour to ensure all traces of the inert
Open Vapour main to compressors CG601 Position Description Valve
gas are removed. This would normally be carried out during the gassing-up of
the cargo tanks. Open Vapour main to mist separator CG526 Open No.2 after-cooler valves CG581, CG582,
Open Spray pre-cooler inlet valves CS505, CS504 CG583
During the change of atmosphere, purge the following sections for about five Open Mist separator valves CS503, CS502
minutes each: Open Crossover valve to separator drain line CS319 c) Close No.2 after-cooler and purge the HD compressors.
Open Drain line valve to No.4 tank CS413
a) All sections of the spray main and tank connections, via the
valves at each liquid dome. HD Compressors
b) On completion, shut down the separator drain valve, sample
• No.1 tank CS112, CS101, CS102, CS105. points and cooler inlet valves. Position Description Valve
• No.2 tank CS212, CS201, CS202, CS205. Open No.1 HD compressor inlet and outlet valves CG540, CG574
c) On completion, shut down all valves and sample points and Open No.2 HD compressor inlet and outlet valves CG543, CG576
• No.3 tank CS312, CS301, CS302, CS305. prepare to purge the next piece of machinery. Open No.1 HD compressor bypass control valves CG552
• No.4 tank CS412, CS401, CS402, CS405. Open No.2 HD compressor bypass control valves CG553
LD Compressors Open HD compressor to vapour manifold CG554
b) At the manifolds, purge the manual, ESD and manifold
bypass valves which are not in use, using the sample and drain a) The compressors are purged from the supply to the mist Open Vapour manifold ESD valves and bypass CG003, CG001
connections. separator. valves CG004, CG002
c) Purge the following lines and equipment for five minutes each: Position Description Valve a) Open the sample valves on each compressor in sequence and
purge until the hydrocarbon content is 95%.
• Heater, LD compressors and gas main. Open No.1 LD compressor inlet valves CG531
Open No.2 LD compressor inlet valves CG534 b) Using the vapour manifold sample/drain valves, purge until the
• Extremities of vapour header via sample points.
Open No.3 LD compressor inlet valves CG537 hydrocarbon content is 95%.
d) Continue with gassing-up of the cargo tanks while carrying out Open No.1 LD compressor bypass control valves CG547, CG546
the above. Open No.2 LD compressor bypass control valves CG549, CG548 c) On completion, shut down the bypass valves, vapour manifold
Open No.3 LD compressor bypass control valves CG551, CG550 bypass and drain valves and prepare to purge the next piece of
equipment.
High Duty Heater
b) Purge No.1 LD compressor for 5 minutes, opening and closing
Position Description Valve all control valves etc, using the sample vents to purge any Forcing Vaporiser
Open Vapour main to heater CG523 sections of line, repeat for No.2 and No.3.
Open/close Heater valves CG512, CG511 Position Description Valve
After-Coolers Open Vapour main to forcing vaporiser valves CG520
a) Purge to the heater for 5 minutes, opening and closing all
control valves etc, using the sample vents to purge any sections Position Description Valve
a) The forcing vaporiser is purged from the supply from the LNG
of line. Open LD compressors to after-coolers CG565, CG566,
vaporiser to the mist separator and vented to the vapour return
CG567
via the HD compressors.
b) Open the sample valves in sequence and purge until the Open Crossover to after-coolers CG568, CG570,
hydrocarbon content is 95%. CG572
Open No.1 after-cooler valves CG503, CG504,
c) On completion, shut down all valves and sample points and CG505 Open Forcing vaporiser valves CG517, CS512,
prepare to purge the next piece of machinery. CS513
Open Forcing vaporiser to HD compressors CG526
b) Purge to the vaporiser for 5 minutes, opening and closing all
control valves etc, using the sample vents to purge any sections
of line.
Gas Main
Open LNG vaporiser to gas main CG602
a) Open the gas main sample valves on each tank in sequence and
purge until the hydrocarbon content is 95%.
b) Using the blank flanges, slacken off and purge to remove any
dead ends.
c) On completion, shut down the sample valves and resecure any

blank flanges.
Offloading Main

Open Offloading main to manifolds CL706, CL712
Open No.2 port liquid manifold valves CL015, CL016
Open No.2 port bypass manifold valve CS008
a) Using the vapour manifold sample/drain valves, purge until the

hydrocarbon content is 95%.
b) On completion, shut down the ESD manifold valves, manifold

bypass and drain valves and repeat with the starboard
manifold.
c) On completion of purging the offloading main, the lines and

equipment in the regasification plant must be purged (see
Section 9.2.1 of this manual).
Illustration 6.1.4c Gassing-Up Cargo Tanks - To Shore Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CL014
CS002
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
Procedure to Purge the Cargo Tanks - Vapour to Shore If the cargo tank pressure increases, request the terminal to reduce the supply
of LNG.
Stage Two
The second stage of the procedure is to bring the hydrocarbon content inside If the cargo tank pressure decreases, either shut down one of the compressors
the cargo tanks up to 99% by volume at the tank bottom, utilising the HD as necessary, or request the terminal to increase the LNG liquid supply to the
compressors returning vapour to shore. LNG vaporiser.
a) Prepare both HD compressors for use, normally, only one is When the cargo tank hydrocarbon content reaches 99% by volume at the tank
required, the other is on standby. bottom, throttle-in the individual tank loading valve until it is only just cracked
open.
b) Install the spool piece connecting the loading main to the
suction for the HD compressors if not already installed. i) Request the terminal to stop the supply of LNG liquid.
c) Adjust the set point of both HD compressors’ pressure control j) Stop the HD compressor(s).
valve to 6kPa(g), or the required value. The compressors are
normally started in manual control, then changed to flow control k) Close valve CS601, the spray main to LNG vaporiser inlet
and finally to pressure control when all is stable. valve.
d) On the HD compressors, open the following valves: l) Do not shut down the LNG vaporiser until it has been warmed-
through to the ambient temperature.
Open Loading main to IG crossover line CL604 m) Remove and blank the spool pieces after purging them with
nitrogen and testing the gas content.
Open No.1 HD compressor inlet valve CG540
Open No.2 HD compressor inlet valve CG543 n) Prepare the cargo system for cooldown.
Open No.1 HD compressor outlet valve CG574
Auto HD compressor discharge line to vapour CG554
return to shore line valve
Open Liquid/vapour connection valve CL602
Note: Ensure that valve CG716, vapour main to the vapour manifold, is
closed, otherwise, the vapour will recirculate around the system.
e) Open the vapour manifold valve CG003 (port side). This will
enable a free-flow of gas to the terminal and is a check that the
pipeline on board has been lined-up correctly.
f) Using the IAS, adjust the set point of the No.1 mast riser control
valve CG702 to the required value, for example 20kPa(g), so
that this valve will remain closed during normal running of the
compressors, but would act in a safety capacity if necessary.
g) As the tank pressure increases, use the IAS system to start one
or both of the compressors as necessary, returning vapour to
shore.
h) Using the IAS, monitor the pressure inside the tanks.
Illustration 6.1.4d Gassing-Up Cargo Tanks - GCU Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
Procedure to Purge the Cargo Tanks - Vapour to GCU h) Using the IAS, monitor the pressure inside the tanks.
Stage Two
If the cargo tank pressure increases, request the terminal to reduce the supply
The following procedure would be used where the vapour return to shore was of LNG.
not available.
If the cargo tank pressure decreases, either shut down one of the compressors
The procedure is to bring the hydrocarbon content inside the cargo tanks up as necessary, or request the terminal to increase the LNG liquid supply to the
to 99% by volume at the tank bottom, utilising the HD compressors returning LNG vaporiser.
vapour to the GCU.
When the cargo tank hydrocarbon content reaches 99% by volume at the tank
The following procedure is limited by the capacity of the GCU. bottom, throttle-in the individual tank loading valve until it is only just cracked
open.
a) Prepare both HD compressors for use.
i) Request the terminal to stop the supply of LNG liquid.
b) Install the spool piece connecting the loading main to the
suction for the HD compressors, if not already installed. j) Stop both HD compressors.
c) Adjust the set point of both HD compressors’ pressure control k) Close valve CS601, spray main to LNG vaporiser inlet valve.
valve to 6kPa(g), or the required value.
l) Do not shut down the LNG vaporiser until it has been warmed-
d) On the HD compressors, open the following valves: through to the ambient temperature.
Position Description Valve m) Shut down the high duty heater.

Open Loading main to IG crossover line CL604
n) Remove and blank the spool pieces after purging them with
nitrogen and testing the gas content.
Open No.1 HD compressor outlet valve CG574 o) Prepare the cargo system for cooldown.
Open Liquid/vapour connection valve CL602 Note: The maximum flow through the GCU is very close to the minimum
flow through the HD compressor, it may therefore be necessary to free-flow
e) Set up the high duty heater to supply to the GCU at 25°C. to the GCU.

Open High duty heater inlet valve CG508
Auto High duty heater supply control valve CG511
Auto High duty heater temperature control valve CG512
Open High duty heater outlet valve CG522
Open High duty heater ESD valve to GCU CG616
f) Using the IAS, adjust the set point of No.1 mast riser control
valve CG702 to the required value, for example 20kPa(g), so
that this valve will remain closed during normal running of the
compressors, but would act in a safety capacity if necessary.
g) As the tank pressure increases, use the IAS system to start one
or both of the compressors as necessary, returning vapour to the
GCU.
Illustration 6.1.5a Initial Cooldown Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.1.5 Cooling Down Cargo Tanks the insulation. Consequently, boil-off from the cargo will be higher than Initial Average Tank Time to Cool to Average Quantity
normal during the first 3-4 days after loading to fully cool all of the cargo tank Temperature Temperature -130°C
insulation to the loaded operating temperature.
Introduction °C Hours m3
30 10 950
Arriving at the terminal to load the first cargo after refit or repairs where the Cooldown Rate
12 9 885
vessel was required to be gas free, the cargo tanks will be inert and at ambient The cooling down rate is to be decided by actual conditions on board, but the -20 8 760
temperature. After the cargo system has been purge-dried and gassed-up, the normal spraying rate is as follows:
headers and tanks must be cooled down before loading can commence. The -47 7 665
cooldown operation follows immediately after the completion of gassing-up, -67 6 570
Tank No. Cooling Down Rate (m3/h)
using LNG supplied from the terminal. -85 5 475
No.1 17.1
-100 4 380
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are No.2 27.1
-113 3 285
not a significant limitation on the rate of cooldown. The rate of cooldown is No.3 27.1
limited for the following reasons: -118 2 190
No.4 27.1
-125 1 95
• To avoid excessive pump tower stress. Total 98.4
-130 0 0
• Vapour generation must remain within the capabilities of the
HD compressors to maintain the cargo tanks at a pressure of LNG Quantity Used for Cooldown in 10 Hours
between 5.0 and 7.0kPa gauge. Procedure to Prepare for Tank Cooldown
• To remain within the capacity of the nitrogen system to maintain If all four cargo tanks are cooled simultaneously through the spray nozzles
in one cooldown header for 10 hours continuously at an average spray main Place in service the heating system for the cofferdams.
the interbarrier and insulation spaces at the required pressures.
pressure of 200kPa, then the LNG quantity used for cooldown will be about
950m3 and the average temperature in each tank will be -130°C or colder. a) Prepare the records for the tank, secondary barrier and hull
Cooling down cargo tanks from +30 to -130°C so they can be loaded requires
temperatures.
LNG to be sprayed into the tanks for about 10 hours at a rate of 95m3/h, or
about 950m3 total. That quantity is sufficient to cool the tank vapour and The following table from Gaz Transport & Technigas is based on the average
cooldown data from other Mark111 type membrane vessels, with 200kPa b) Check that the nitrogen pressurisation system for the insulation
primary membrane to the desired -130°C temperature to permit the tanks to
pressure to the spray rail. This is only a guide and individual vessels may spaces is in automatic operation and lined-up to supply the
be loaded within 21 hours in regasification mode (170,000m3 at 9,000m3/h +
differ. additional nitrogen necessary to compensate for the contraction
10%).
from cooling of the tanks. Prior to the cooling down, the nitrogen
pressure inside the IBS will be raised to 0.7kPa(g) and the IS
LNG is supplied from the terminal to the cooldown manifold and from there Cooling Down Time Primary Barrier
will be maintained at IBS +2mbar(g). Pressurise the buffer tank
directly to the spray main which is open to the cargo tanks. Once the cargo tank Mean Temperature
to the maximum pressure.
cooldown is nearing completion, the liquid manifold crossovers, liquid header 0 hour 30°C
and loading lines are cooled down. Cooldown of the cargo tank is considered 1 hour 12°C
complete when the bottom four temperature sensors on the pump column in c) Check that the gas detection system is in normal operation.
2 hours -20°C
each tank indicate temperatures of -130°C or lower. When these temperatures
have been reached, and the Custody Transfer System (CTS) registers the 3 hours -47°C d) Prepare the nitrogen generators for use.
presence of liquid, bulk loading can begin. Vapour generated during the 4 hours -67°C
cooldown of the tanks is returned to the terminal via the HD compressors and e) Prepare both HD compressors for use.
5 hours -85°C
the vapour manifold as in the normal manner for loading. 6 hours -100°C
7 hours -113°C
During cooldown, nitrogen flow to the IBS and IS spaces will significantly
increase as those spaces cool down. It is essential that the rate of cooldown in 8 hours -118°C
the cargo tanks is controlled so that it remains within the limits of the nitrogen 9 hours -125°C
system to maintain the interbarrier and insulation space at a minimum pressure 10 hours -130°C
of at least 0.3kPa above atmospheric pressure.
The following table can be used as a guide to calculate the quantity of LNG
Once the cooldown is complete and the build-up to bulk loading has commenced, and the time required to complete cooldown of all four tanks that are not fully
the tank membrane will be at or near to the liquid cargo temperature, but it will cooled down to -130°C before loading can be started.
take some hours to establish fully cooled down temperature gradients through
Illustration 6.1.5b Cargo Tank Cooldown Mimic
Procedure for Cooldown with Gas Return Through the e) On the HD compressors, open the valves in accordance with the
Vapour Main following:
Assuming the ship is ready to prepare for cooldown after the completion of Position Description Valve
gassing-up. Open Vapour header valve to compressor supply CG601
line
a) Open the spray main valves to each tank and the spray rails. Open No.1 HD compressor inlet valve CG540
Note: When cooling down, one spray rail should be sufficient for this Automatic No.1 HD compressor surge valve CG552
operation, experience will dictate whether the second rail needs to be used. Automatic No.2 HD compressor surge valve CG553
Open Spray crossover valve to spray main CS003
Open Compressor supply valve to vapour manifold CG554
Open Spray line block valves CS701, CS702,
CS705
f) Open the vapour manifold valve CG003 (port side). This will
Open No.1 tank spray master valve CS106
enable a free-flow of gas to the terminal and is a check that the
Open No.1 tank spray rail inlet valves CS101, CS102 pipeline layout on board has been arranged correctly.
Open No.2 tank spray rail inlet valves CS201, CS202 g) Request the terminal to supply LNG liquid for the cooling down
Open No.3 tank spray master valve CS306 operation at minimum flow.
Open No.3 tank spray rail inlet valves CS301, CS302
h) When the vapour pressure inside the tanks rises to approximately
Open No.4 tank spray master valve CS406 5.0kPa, start one or both of the compressors as necessary using
Open No.4 tank spray rail inlet valves CS401, CS402 the IAS. Increase the spray nozzle pressure.
b) Open the vapour valves on each tank as all the tanks are kept
Note: Ensure that valve CG716, vapour main to vapour manifold, is closed,
connected to the vapour header. otherwise the vapour will recirculate around the system.
Position Description Valve i) Using the IAS, monitor the pressure inside the tanks and
Open No.1 tank vapour valves CG101, CG104 temperature cooldown rate. Adjust the spray rail inlet valves
Open No.2 tank vapour valves CG201, CG204 CS101, CS201, CS301 and CS401 to obtain an average
Open No.3 tank vapour valves CG301, CG304 temperature fall of 30/40°C per hour during the first 2 hours,
thereafter, 10/12°C per hour until -130°C is reached.
Open Vapour main crossover valve to No.1 vent CG703 If the tank pressure continues to increase, request the terminal to reduce the
Auto No.1 vent control valve, set at 20kPa CG702 supply of LNG. If the tank pressure decreases, either shut down one of the
compressors or request the terminal to increase supply of LNG. This procedure
c) Prepare both HD compressors for use. will normally take approximately 10 hours.
d) Adjust the set point of both HD compressors’ pressure control

valve to 5.0kPa, or the required value.
Illustration 6.1.5c Cargo Tank Temperature Mimic
Illustration 6.1.5d Barrier Space Temperature Mimic
Illustration 6.1.5e Cofferdam Temperature Mimic
Illustration 6.2.1a Preparations for Loading - LNGC Mode
Terminal FSRU
Prior To Terminal FSRU
Arrival Terminal advises FSRU of arm FSRU advises terminal of tank Test ESD
Witness and log ESD1 operation Test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
1: LNG loading Warm terminal control room before opening FSRU's manifold
Lines are 2: LNG loading Inerted valves
Numbered from Vapour return etc
Forward 3:LNG loading Boil-Off
4:LNG loading FSRU confirms ETA When FSRU's vapour return manifold Fully open FSRU's vapour return
to Shore
is open, open loading arm vapour valve
FSRU advises systems operational
return valve
FSRU advises changes (if any) FSRU's cargo tanks will balance with
Cofferdam heating on If FSRU inerted, vapour return to shore tank at approximately 4kPa
line-up with shore flare
Arrival Secure FSRU at jetty
Cool Down
Cool down loading arms and FSRU advises terminal of readiness
Pilot/loading master advises
FSRU checks communications FSRU's liquid lines to start cooldown of loading arms
terminal on completion
and FSRU's liquid lines.
FSRU continuously monitors Terminal advises FSRU when ready
loading frequency CCR requests start
Main propulsion on standby Cool arms simultaneously
Fire fighting equipment ready until frosted over entire length
Secure gangway Fire main pressurised OR Operation controlled by loading
Pilot/loading master advises (approximately 45/60 minutes)
terminal staff
OR
If FSRU is in inerted condition, If FSRU is in inerted condition,
Check gangway advise FSRU when ready to start CCR advises terminal when ready
Hand over crew list cooldown of first loading arm to start cooldown of first loading
Pre-loading
Meeting Pilot/loading master Display appropriate signage and liquid line arm and liquid line
Relevant terminal personnel FSRU's CCR specifies flow rate
Review loading schedule (approximately 20m3/h)
Relevant FSRU's personnel
Review loading schedule Test ESD
(Cold) Initiate ESD1 signal from shore Witness and log ESD1 operation
Connecting of all FSRU's valves
Up Vapour return arm connected first
Witness and log ESD1 operation
Position safety locks
of all shore hydraulic valves
Pressure test with N2 Loading strainers in place
Manifold blanks removed
Gas-Up
(If Inerted) Terminal confirms readiness to FSRU's CCR confirms readiness to
Check gas-up FSRU's lines and tanks gas-up lines and tanks
System Terminal control room checks
System line-up Total Gas-Up
Line-up Vapour return lined-up to shore FSRU's CCR specifies liquid flow rate
Time
If FSRU inerted, vapour return to Monitor from CCR flare until CO2 content below 10% FSRU's CCR requests start Approximately
line-up with shore flare When below 10%, line-up for 20 Hours
normal vapour return recovery When CO2 content below 10%,
inform terminal
Safety Continue gassing-up until CO2
Carry out safety inspection Carry out safety inspection
Inspection content is below 1% by volume
Complete and sign safety checklist Complete and sign safety checklist
Start side water curtain at manifold
Cool Down
Terminal confirms readiness to FSRU's CCR confirms readiness to Total Gas-Up
Tanks
cool down FSRU's lines and tanks cool down tanks and
CTS Carry out initial CTS gauging Carry out initial CTS gauging Initial cooldown flow rates approx: FSRU's CCR specifies liquid flow rate Cooldown
before opening FSRU's manifold No.1 Tank: 17.1m3/h Time
valves FSRU's CCR requests start Approximately
No.2/3/4 Tanks: 27.1m3/h
Total: 98.4m3/h FSRU's CCR informs terminal when 30 Hours
cooldown complete
Ready For Loading
6.2 Loading The flow of nitrogen to the interbarrier space (IBS) and the insulation space (IS) 6.2.1 Preparations for Loading
is increased to maintain a positive pressure in these spaces during completion
of cooldown and start of loading. The automatic nitrogen control system will Prepare for loading as follows:
Introduction maintain the pressure in the insulation spaces, however, raise the set point of
the IBS from +0.2kPag to +0.7kPag prior to cooldown (with experience it may • The officer responsible for cargo operations is to prepare a
After cooldown is complete, the vessel is ready to load LNG. The cargo tanks be found unnecessary to do this). detailed loading and deballasting plan which includes the trim
are loaded simultaneously and deballasting is carried out at the same time. and stability conditions during loading.
On completion of loading, the liquid header and other liquid lines are drained • The pre-arrival checklists are to be completed.
Loading is complete when all of the tanks are 98.5% full by volume. to No.4 cargo tank. The liquid remaining in the inclined part of the liquid
• A pre-loading meeting is to be held together with the terminal
manifolds is pushed inboard using nitrogen pressure from shore, and the
During loading, the boil-off and displaced gas is returned to the shore facilities. representatives. The ship/shore safety list is to be filled in.
loading arms are then purged and disconnected. If the vessel is not sailing
It will normally be necessary to use at least one HD compressor whilst loading immediately, the power generating plant and GCU will burn any excess boil- • The Custody Transfer Measurement (CTM) is to be carried
to reduce and maintain the cargo tank pressure to the required pressure at off gas. out together with the terminal representatives, surveyors and
between 5.0kPa and 10.0kPa gauge. Both compressors can be used in parallel authorities (customs).
if required. While loading, it is also possible to operate the generators on fuel
• All connections (bonding wire, telephones, loading and
gas, however, the number of terminals where this is permitted is minimal at
bunkering arms) at the manifold are to be carried out according
present. In a ‘SECA’, gas burning and LS also can be burned.
to the terminal’s Cargo Handling Manual.
No gas burning is permitted between CTS measurements. • The HD compressors are to be made ready for use in sending
vapour to the shore.
In this instance, the No.1 LD compressor will supply the fuel gas requirements,
• The officer responsible for cargo operations is to supervise all
with the excess being returned to shore via valve CG547, as only one generator
loading operations on board.
is required for power requirements. The fuel gas demand for one generator is
lower than the minimum flow from the LD compressor that is required to avoid • The sounding, temperature and pressure on all cargo tanks is to
the compressor surging. be checked and noted according to the schedule for the loading.
The Cargo Monitoring Record is to be filled in.
Operation • Vessel is ready to cool down the loading arms.
LNG is loaded via the loading manifolds to the liquid header and then to each
tank filling valve.
The boil-off and displaced vapour leaves each tank via the gas domes to the
vapour header. The vapour is initially free-flowed to shore via the vapour
crossover manifold. As the tank pressure rises, one HD compressor is brought
into operation to increase the gas flow to shore and limit the vapour main and
hence cargo tank pressure.
Deballasting is undertaken at the same time as cargo loading and the

deballasting sequence is arranged to keep the vessel within the required limits
of draught, trim, stress and stability.
Deballasting must be completed well in advance of the end of cargo operations,

and especially before topping-up.
Illustration 6.2.2a Cargo Lines Cooldown Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
To Aux. Mist Separator Warm LNG Vapour Odorant
CG620 CG547 CG546 Condensate Return
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
CS506 CS510 CS511 CS512 Vaporiser Vent Mast
CS018
CS014
CS006
CS002
CL038
CL026
CL014
CL002
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CS017
CS013
CL013
CL001
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.2.2 Cargo Lines Cooldown f) Open the tank valves in accordance with the following table: j) Using the IAS, adjust the set point of No.1 mast riser control
valve CG702 to the required value, for example 23kPa, so that
Position Description Valve this valve will remain closed during normal running of the
Pre-cooling of Liquid Pipes Before Loading compressors, but would act in a safety capacity if necessary.
The cargo tanks will normally be maintained at -130ºC or colder during a Open No.2 tank vapour valves CG201, CG204
k) Set up the port manifold, numbered from forward to aft as
ballast voyage by drawing off the LNG vapour and using it as fuel in the main Open No.3 tank vapour valves CG301, CG304 follows. Most terminals only provide three chicksans.
generator engines. As long as the tanks are at this temperature, the cooling Open No.4 tank vapour valves CG401, CG404
down of the cargo liquid lines can begin. This operation must be started in
Open Vapour header block valve to No.1 mast CG703 Position Description Valve
sufficient time before loading commences, with approximately 90 minutes
riser Open Port liquid manifold ESD valves CL004, CL016
being required.
Open No.1 tank liquid loading branch valve CL118 CL028
LNG is introduced into the liquid crossover and loading main at a limited flow Open No.2 tank liquid loading branch valve CL218 Open No.1 port manifold double-shut valve CL003
rate. The liquid flashes-off immediately due to the high temperature within Open No.3 tank liquid loading branch valve CL318 Open No.2 port manifold double-shut valve CL015
the pipes and the vapour that is generated is introduced to all of the tanks via Open No.4 tank liquid loading branch valve CL418 Open No.3 port manifold double-shut valve CL027
the filling valves which are 10% open. The pre-cooling is then carried out as
Open 10% No.1 tank filling valve CL106
follows: l) Request shore to supply LNG at a slow rate through all three
Open 10% No.2 tank filling valve CL206
Open 10% No.3 tank filling valve CL306 loading arms.
Procedure for Cooling Liquid Lines Open 10% No.4 tank filling valve CL406 The pre-cooling must be thoroughly monitored by observation of the
In this case it has been assumed that the vessel is berthed port side to. temperatures and pressures. Temperature monitoring at the liquid header
g) Prepare both HD compressors for use. Adjust the set point of crossover connection and at each cargo tank is available at the IAS. As the filling
both HD compressors’ pressure control valve to 5.0kPa, or the valves are already open, the pressure in the tanks will start to rise, bringing the
a) Check the connection of the liquid and vapour arms,
required value. tank pressures up together. As the pressure rises, the HD compressors should
communications with shore, ship/shore electrical and pneumatic
connection and ESDS safety devices. Carry out safety tours. be started and controlled from the IAS.
h) On the HD compressors, open the following valves:
b) Complete the relevant ship/shore safety checklist. m) When the temperature at the liquid header for the tanks has
Position Description Valve fallen to approximately -100°C, the liquid line is cooled down
When the shore terminal is ready to purge the manifold connections with Open Compressor supply from vapour header valve CG601 and loading can commence.
nitrogen: Open Vapour free-flow valve to vapour manifold CG716
Once the ship and shore pipelines have cooled down (about 90 minutes, but
c) Open liquid manifold ESDS valves CL004, CL016 and CL028. will vary with terminals), open all of the tank filling valves fully and commence
Open No.2 HD compressor inlet valve CG543 loading at the agreed rate. Ensure that the HD compressors are working in
Open No.1 HD compressor outlet valve CG574 automatic mode, and that as the loading rate increases, they are able to limit the
Note: The LD compressor anti-surge line is connected into the vapour
Open No.2 HD compressor outlet valve CG576 tank pressure to 5.0kPa~10.0kPa gauge. If the compressors are unable to cope
return line. The compressors are interlocked with the shore vapour valves,
Automatic No.1 HD compressor surge control valve CG552 with the volume of boil-off and displaced gas, it will be necessary to reduce
CG003, and the return valve CG716, one of which MUST be open for a LD
the loading rate.
compressor to run. Automatic No.2 HD compressor surge control valve CG553
Open Compressor supply valve to vapour manifold CG554
d) Pressurise the loading arms and manifold, then leak test. Purge Note: It is important to patrol the deck area to monitor for cargo leaks. All
to atmosphere via the manifold drain valves until a reading of leaks, no matter how small, must be corrected immediately, even if this
Note: Ensure valve CG716 is closed once the HD compressor is started, requires slowing down or stopping the loading.
1% oxygen is obtained, then close the ESD valves. otherwise, vapour will circulate around the system.
e) Pressurise the vapour arm/manifold with nitrogen and leak test. i) Open the vapour manifold valve CG003 (port side). This will
This is carried out with the vapour manifold closed. Purge the enable a free flow of gas to the terminal and is a check that the
vapour arm to atmosphere via the manifold vent valve. pipeline layout on board has been arranged correctly.
When it is agreed between the ship and the shore that the vessel is ready to
cool down:
Illustration 6.2.3a Loading in LNGC Mode Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.2.3 To Load Cargo in LNGC Mode Position Description Valve f) Open the vapour dome valves to the vapour line:
Automatic Spray return to No.4 tank CS411
Procedure for Loading Cargo with Vapour Return to Shore Open Condensate drain to No.4 cargo tank CS319
Open No.1 vapour dome outlet valves CG101, CG104
and Gas Burning
c) Prepare No.1 after cooler to supply the engine room with boil- Open No.2 vapour dome outlet valves CG201, CG204
It has been assumed for clarity of the following description that all of the valves off gas for the power generating plant. Open No.3 vapour dome outlet valves CG301, CG304
are CLOSED prior to use and that the ship is port side alongside. Open No.4 vapour dome outlet valves CG401, CG404
Position Description Valve Open Vapour header block valve to No.1 mast CG703
Preparations Before Loading a Cargo Open Inlet valve to No.1 after-cooler CG503 riser
Open Outlet valve to No.1 after-cooler CG504
To prepare for cargo loading operations, proceed as follows: Closed Bypass valve to No.1 after-cooler CG505 g) Set up the loading valves on the cargo tanks as follows:
• Switch on the unblocking level alarms in the custody transfer

d) Set the gas valves to the engine room: Position Description Valve
system and run a custody transfer print-out for official tank
gauging. Open No.1 tank liquid loading branch valve CL118
Position Description Valve Open No.2 tank liquid loading branch valve CL218
• Confirm that the cargo system has been cooled down.
Automatic Fuel gas supply from LD compressor surge CG613 Open No.3 tank liquid loading branch valve CL318
valves Open No.4 tank liquid loading branch valve CL418
Note: The LD compressor anti-surge line is connected into the vapour
return line. The compressors are interlocked with the shore vapour valve, Automatic Fuel gas supply valves to engine room CG619 Open No.1 tank filling valve CL106
CG003, and the return valve CG716, one of which MUST be open for a LD CG620 Open No.2 tank filling valve CL206
compressor to run. CG621
Open No.3 tank filling valve CL306
Automatic Fuel gas supply pressure control valve from CG618
Open No.4 tank filling valve CL406
a) Prepare No.1 LD compressor to supply the engine room with LD compressor surge valve
boil-off gas for the power generating plant. Automatic Fuel gas ESDS valves to engine room CG614 h) Prepare both HD compressors for use. Adjust the set point of
CG615
both HD compressors’ pressure control valve to 5.0kPa, or the
Position Description Valve CG616
required value.
Open Vapour header to compressor supply line CG601 Automatic Fuel gas valve to GCU CG617
Open Inlet to mist separator CG526 i) On the HD compressors, open the following valves:
e) Confirm that the fresh water cooling pumps are in operation and
Open No.1 compressor inlet valve CG531 the inlet and outlet valves to the after-coolers are open (refer to
Open No.1 compressor outlet valve CG568 Position Description Valve
illustration 5.4a):
Automatic Surge valve for No.1 compressor CG547 Open Compressor supply from vapour header valve CG601
Open Surge control isolating valve CG546 Position Description Valve Open Vapour free-flow valve to vapour manifold CG716
Open Drain cooler for the cargo heater inlet valve FC01 Open No.1 HD compressor inlet valve CG540
b) Prepare No.4 spray pump to supply LNG to the mist separator Open Drain cooler for the cargo heater outlet valve FC02 Open No.2 HD compressor inlet valve CG543
pre-cooler. Open No.1 HD compressor outlet valve CG574
Open No.1 after-cooler inlet valve FC03
Open No.1 after-cooler outlet valve FC04 Open No.2 HD compressor outlet valve CG576
Position Description Valve Automatic No.1 HD compressor surge control valve CG552
Open No.2 after-cooler inlet valve FC06
Automatic Spray cooler control inlet valve CS505 Automatic No.2 HD compressor surge control valve CG553
Open No.2 after-cooler outlet valve FC07
Automatic Mist separator control drain valve CS503 Open Compressor supply valve to vapour manifold CG554
Automatic Mist separator control bypass valve CS502
Note: If gas burning is not being carried out, then the LD compressors will
Open Spray cooler supply valves CS516, CS504 j) Open the vapour manifold valve CG003 (port side). This will
not be required. This would normally only apply on the first loading where
Open Spray cooler filter inlet/outlet valves CS522, CS523 the vessel does not have a cargo heel. enable a free flow of gas to the terminal and is a check that the
Open Spray line crossover valve CS601 pipeline layout on board has been arranged correctly.
Open No.4 spray pump discharge valve CS409
Open No.4 spray master CS406
Illustration 6.2.3b Loading Sequence Screen Shot
k) Using the IAS, adjust the set point of No.1 mast riser control Level Limits WARNING
valve CG702 to the required value, for example 23kPa, so that Per the IGC Code, no cargo tank can be loaded to more than the
this valve will remain closed during normal running of the Alarm Type Level FSRU Level LNG Action
Mode Mode maximum fill limit of 98.9% capacity. If a tank is accidentally loaded
compressors, but would act in a safety capacity if necessary. to more than 98.9% capacity, then a pump in that tank shall be used to
Very high 98.0% 98.5% Filling v/v close pump the excess LNG to another tank or back to the loading terminal
l) Set up the port manifold, numbered from forward to aft as before the final CTS measurement is taken by the gauging surveyor.
follows. Most terminals only provide three chicksans. Spray v/v close
High high 97.5% 98.0% Filling v/v < 10%
High 95.0% 95.0% - y) Return the nitrogen supply set points for IBS to 0.2kPa and
IS equal to IBS 0.2kPa (with experience it may be found
Open Port liquid manifold ESD valves CL004, CL016 Low 0.15m 0.15m Cargo pump stop
unnecessary to raise the set points prior to cooldown).
CL028 Regas feed pump stop
Open No.1 port manifold double-shut valve CL003 Low low 0.12m 0.12m Spray pump stop
z) Complete the deballasting operation to obtain an even keel
Open No.2 port manifold double-shut valve CL015 situation for final measurement. When the measurement is
Open No.3 port manifold double-shut valve CL027 Note: The independent Extremely High Level alarm will operate and initiate completed, adjust the ballast tank levels for sailing condition.
an emergency shutdown. There is a preparatory Very High Level alarm at
m) Request shore to supply LNG at a slow rate through all three 98.0/98.5% which closes the individual tank filling and spray valves if they
Note: An even keel is not strictly required, but many terminals prefer
loading arms. During the time of slow loading, it is important are still open.
the vessel to be upright and on an even keel for the final custody transfer
to patrol the whole deck area to monitor for all potential cargo measurements.
leaks. All leaks, even the smallest one, must be corrected CAUTION
immediately, even if this requires slowing down or even The very high level alarms and shutdowns are emergency devices only aa) Drain lines to final tank and carry out final custody transfer.
stopping the loading. and should on no account be used as part of the normal topping-off
operation. bb) Disconnect the liquid and vapour arms.
n) Increase the loading rate in stages as agreed with the terminal at
the pre-loading meeting. u) Before topping-off the first tank, request the shore to reduce cc) Set up the LD compressor system for gas burning at sea if
the loading rate and continue reducing when topping-off each the automatic gas burning control system is not already in
o) Start the deballasting programme. Keep the draught, trim following tank. When a tank is at its required level, 98.5%, close operation.
and hull stresses within permissible limits by controlling the the corresponding filling valve, ie:
deballasting. dd) Adjust the ballast for departure trim condition.
• Tank No.1 - CL106.
p) Monitor the tank pressures in order to achieve a pressure of • Tank No.2 - CL206. ee) Inhibit the high level alarms prior to proceeding to sea.
about 5.0kPa-10.0kPa.
• Tank No.3 - CL306.
q) Start one or both of the HD compressors as necessary. Liquid Lock Avoidance on Completion of LNG Operation
It is convenient to finish loading in tank No.4 for ease of line draining.
No LNG liquid can remain enclosed in a pipe section between two valves.
Note: Ensure valve CG716 is closed once the HD compressor is started, v) Slow down and stop the HD compressors as falling tank There are safety relief valves fitted on the pipelines that should open and
otherwise, vapour will circulate around the system. pressures require. When the compressors are stopped, free-flow release any pressure build-up in these pipe sections to the nearest gas dome.
vapour to shore via vapour crossover valve CG716.
r) Adjust the opening of the tank filling valves to maintain an even In order to avoid any pressure build-up and prevent the activation of the safety
distribution. w) Stop loading when the final tank reaches 98.5% capacity, minus valve, both the liquid and spray main valves are left open to the cargo tanks.
an allowance for line draining, and leave the tank filling valve
s) Ease in the filling valve of each tank as the tank approaches full CL406 open.
capacity. Arrange to terminate the tanks at 15 minute intervals
or in accordance with the terminal’s procedure. x) The final tank independent level alarm system is put into
OVERRIDE operation to prevent inadvertent automatic closing
t) The level alarms will sound when the tanks are at the following at the Very High Level alarm set point and to allow draining of
levels: the lines.
Illustration 6.2.3c Cargo Loading Screen
Illustration 6.2.3d Starting & Stopping Cargo Loading Sequence Flow Chart
Cargo Loading Pump Start Cargo Loading Pump Stop

- No Shutdown Present
Start - Ship-Shore/Ship-Ship Link Tested and in Operation Stop Loading
Tank Loading Start Permissive - Free Flow/HD 1/HD 2 Selected
- No Transfer Operations
- Port/Starboard Side Link Selected
Action - Vapour Return ESD Valve Open
Check Valves in Auto Cargo Error

Filling Valves 1 & 2
Close Vap X-Over Valve and Set
Pressure Control in Manual
X-Over Manifold to Offloading Error

Line Valve Closed
Close Vapour Return to Vapour

Manifold Valve
Free Flow
Mode
Selected?
Open Vapour Return Valve Close Vapour Return Valve Close Cargo Filling Valves
Close Vapour X-Over Valve Vapour X-Over Press Controller in Auto CL n07 & CL n14
Open Cargo Filling Valves Error

Cargo Filling Valves Open CL n07 & CL n14 End
Notice: HD Compressor
Ready to Start
No No No No
CT1 CT2 CT3 CT4

Stop Level Stop Level Stop Level Stop Level
Obtained Obtained Obtained Obtained
Yes Yes Yes Yes
Close Cargo Filling Valves Close Cargo Filling Valves Close Cargo Filling Valves Close Cargo Filling Valves
CT1 & CT2

CT3 & CT4
End
Reference Drawing:1244415/D
Illustration 6.2.4a Draining Manifold Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566 Condensate Return
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.2.4 Operating Procedure for Draining and g) When no liquid is present, check the manifold using a Riken Liquid Lock Avoidance on Completion of LNG Operation
Purging Discharging/Loading Arms Keiki RX515 (or equivalent) and continue purging until the
methane content is less than 1% by volume. No LNG liquid can remain enclosed in a pipe section between two valves.
Prior to commencing cargo operations, the connection and disconnection There are safety relief valves fitted on the pipelines that should open and
procedure must be agreed between the vessel and the terminal. The terminal Note: It should be remembered that there is no oxygen present, therefore, release any pressure build-up in these pipe sections to the nearest gas dome.
must confirm that the vessel can suspend disconnection at any time if it the LEL cannot be measured by a conventional catalytic meter. Instruments
considers for any reason that it is unsafe to continue with the connection/ that are based upon infrared and calibrated for methane may automatically In order to avoid any pressure build-up and prevent the activation of the safety
disconnection. change to the LEL scale below 5% by volume readings, in which case the valve, both the liquid and spray header valves are left open to the cargo tanks.
meter will read 20% LEL for 1% by volume.
Note: When disconnecting the shore lines, the minimum required personnel Position Description Valve
shall be at the manifold and they must all be wearing the correct protective The manifold drain valve should be left open to ensure no pressure builds up Open No.1 tank loading valves CL106, CL118
equipment. As far as is practicable, all personnel at the manifold must always and to give an indication of any valves that may be leaking liquid. Open No.2 tank loading valve CL206, CL218
stand in a safe location, upwind of the manifold.
h) Repeat procedures b) through to g) for each liquid line. Open No.3 tank loading valve CL306, CL318
Liquid lines, including the horizontal part of the manifolds will automatically Open No.4 tank loading valve CL406, CL418
drain to the final tank, normally No.4 tank. The inclined parts of the manifold When all of the manifold valves, other than the drain valves, are confirmed Open Stripping main block valves CS703, CS704
are purged in-board with nitrogen. closed (on board and ashore) and the manifold depressurised, advise the CS702, CS701
terminal that the vessel has no objection to disconnecting the discharging CS705
a) On completion of draining the loading arms, close the liquid arms. Open No.4 tank stripping return valve CS411
manifold ESDS valves. Manifold liquid double-shut valves Open No.1 to No.4 spray rails CS106, CS102
remain open. Vapour Arm Disconnection (Starboard Side Manifold) CS206, CS202
CS306, CS302
Purging is carried out one line at a time. In order to simplify this procedure, we a) Close the vapour ESD valve CG001.
CS406, CS402
will consider only one liquid manifold line (No.1 starboard manifold), but this Open Manifold double-shut valves (port) CL003, CL015
operation has to be repeated for each manifold liquid line. b) Open the vapour crossover valve CG002 and purge the connection
with nitrogen. Check the volume of methane gas using a Riken CL027, CL039
Keiki RX515 (or equivalent) and continue purging until the Open Manifold double-shut valves (starboard) CL002, CL014
b) Request the shore terminal to pressurise the line to 300kPa (3
methane content is less than 1% by volume. When all of the CL026, CL038
bar).
valves, other than the drain valves, are confirmed as being closed
c) Open the manifold ESD bypass valve (CS001) to allow the (on board and ashore) and the manifold depressurised, advise
nitrogen to flush the liquid to the cargo tank. the terminal that the vessel has no objection to disconnecting the
vapour arm.
d) Close the bypass valve when the pressure on manifold drops
to 50kPa (0.5 bar). Operation b) and c) has to be repeated a c) Disconnect the vapour arm.
minimum of three times until no liquid remains in the manifold
line. On the last operation and in order to avoid any risk of liquid d) Complete the ballasting operations for final measurement and
back-flow from ship’s liquid line, close the bypass valve when for sailing condition.
the pressure is 100kPa (1 bar).
e) Carry out the final custody transfer.
e) On completion of liquid line purging, confirmation must be
obtained from the terminal that all of the shore valves, including f) Start the reliquefaction plant to control the tank pressure.
the drain and nitrogen purge valve, are closed.
g) After disconnection of the loading/discharging arms, secure the
f) When confirmation has been received that all of the valves are manifolds with flanges. To aid the warming-up of the lines and
closed, check the manifold pressure gauge to confirm that there the valves, open all of the filling valves, discharge valves, spray
is less than 100kPa (1 bar) pressure at the connection point. valves and manifold valves, except the ESDS valves.
If not, the pressure can be dropped to the vessel tank. When
the manifold pressure is minimal, carefully open the vessel
manifold drain valves and confirm there is no liquid in the line.
If liquid remains, repeat the procedure as above.
Illustration 6.2.5a Deballasting

Way Way
Steel Pipe
Epoxy-Coated
350 350
EPU
350 350 Cargo Tank
EPU
500 500 GRP
Sea Chest
250 250
EPU (High)
BA-19 Ballast Main

From Water To Water
U-1V
Typical Section
BA-39
BA-57 BA-33 BA-32 BA-34 BA-25
TI TI TI TI
BA-24 I.A.S.
BA-38 500 LCAL
TX TX TX TX
I.A.S.
BA-31 See Detail ‘B’ 400 450 400 400 400 400 LX
PT PT
BA-36 BA-17
BA-08 BA-06 BA-04 BA-01
BA-23 10 001 I.A.S.
BA-29 BA-28 BA- BA-30 500 Fwd
BA-55 BA-16 Fwd
BA-37 500 BA-22 BA-02 Peak
TI Room Tank
BA-27 PT PT
BA- I.A.S. (Void)
LX LIAHL 500 11
I.A.S. 500
TX
BA-26 BA-21
LCAL LS
No.1 Ballast LS
Water Pump
BA-20
LCAL
15 13 I.A.S.
PT PT
TI TI TI TI
200
BA-43 BA-41
No.1 SW Ballast
PT Pump PT
No.2 LX LX LX LX
Eductor 200
BA-42 BA-40
Key
BA-51No.1 BA-49 200
Ballast Water
Eductor
Water Spray
300
Sea Chest
BA-46
(Low)
6.2.5 Deballasting Deballasting No.4 Water Ballast Tanks Operating Procedure to Strip the Ballast Tanks Using a
Ballast Eductor
Deballasting should commence as soon practicable after loading commences, Commence with all valves closed. Set the ballast overboard flange adapter to
but in accordance with the loading plan. However, careful planning is essential open. Note: The water spray pump is to be available at all times during cargo
to maintain the vessel at a suitable draught and trim, consistent with weather
operations, therefore educting during cargo operations may not be possible.
conditions and any berth limitations. a) Set the valves to use No.1 ballast pump to deballast from No.4
water tanks to the ballast overboard line.
a) Set up ballast eductors using the water spray pump to supply the
The freeboard may need to be limited to that which can be safely accommodated
drive water.
by the loading arms.
a) Prior to commencing ballast operations, check that the inert gas Open No.4 water ballast tank suction valves BA-09, BA-10 Position Description Valve
connection valve, IO-4V, is closed, also check that valve TV001 Open Ballast ring crossover valves BA-16, BA-17 Open Eductor discharge valves BA-51, BA-52
from the IG main is closed. Open No.1 ballast pump line suction valve BA-21 Open Eductor drive water supply valves BA-49, BA-50
Open No.1 ballast pump discharge valve BA-26 Open Spray pump suction valve, normally open BA-48
b) Confirm the Ballast Water Treatment System (BWTS) is ready Open BWTS suction and discharge valves BA-28, BA-29 Open Spray pump discharge valve, normally open BA-47
for operation. This system will operate in full automation
mode. Open Ballast overboard intermediate valve BA-37 Open Eductor suction valves BA-13, BA-15
Open Ballast overboard valve BA-53
c) Set the ballast lines so that either one or two pumps will be b) Start the water spray pump to supply the eductors.
pumping from the tanks, via the BWTS to overboard line. b) Start No.1 ballast pump with the discharge valve partly open,
Monitoring of the initial ballast will determine if the ballast and when the pump is running, open the discharge valve to the c) Ensure there is a vacuum on the eductor stripping suction
water to the overboard requires treatment. required position and ensure the correct flow is achieved. before opening one tank to be stripped out. Strip out each tank
separately.
During deballasting, each pump should operate on similar load and back- c) Adjust the pump to achieve a steady load and increase the speed
pressures, thus ensuring both pumps are operating most efficiently. In the event gradually to the required maximum. d) When all tanks have been stripped, stop the spray pump and
of a list developing, then various ballast tanks should be closed to correct the close the eductor system down.
situation. d) Pump out the tanks to stripping level, reducing the pump load as
necessary.
d) When the tank level is down to the double bottom, monitor
e) Stop No.1 pump when the tanks reach stripping level, closing Close Eductor discharge valves BA-51, BA-52
the tanks carefully and take the tanks down to stripping level,
reducing the pump load as necessary, then close off the tanks. the suction, discharge and crossover valves to shorten the line Close Eductor drive water supply valves BA-49, BA-50
With care and a suitable trim, it is possible to nearly strip out the for educting. Eductor suction valves BA-13, BA-15
foremost tanks whilst adjusting the flow from the after tanks to
the pump. Note: The eductors can be set up for use independently on their own port or e) Record the details in the Ballast Water Record Book as
starboard main or in tandem on the ring main. necessary. The BTWS will log details separately and create a
e) Line-up the eductor and strip all the ballast tanks out. file which is saved on the hard drive.
f) Shut down the ballast system upon completion of ballasting.

The BWTS will go into standby mode.
CAUTION
Check the surface of each ballast tank prior to discharge to check for
any contamination. During discharge, regularly examine the ballast
discharge overboard for any contamination.
Illustration 6.2.5b Ballast Pumps Mimic Screen
Illustration 6.3.1a Gas Management
6.3 Loaded Voyage with Boil-Off Gas The LD compressor then discharges the gas to No.1 or No.2 after-coolers. The Forced Boil-Off Gas Burning
Burning water after-coolers use fresh water to cool the vapour from the LD compressors
from 76°C down to 50°C before being sent to the engine room as fuel for the If the fuel consumption of the main generators cannot be met by the gas supplied
engines and auxiliary boiler or to the regasification plant. by natural boil-off from the tanks, additional gas can be obtained by utilising
6.3.1 Normal Boil-Off Gas Burning the forcing vaporiser which is fed by the spray pumps, which are located in
No.1 water after-cooler is normally used to supply the engine room and No.2 each tank, to supply the LNG liquid to the vaporiser via the spray main. The
The primary objective of the three LD compressors fitted in the cargo for the regasification plant. It is possible to interconnect these coolers through gas is then delivered from the forcing vaporiser, via the mist separator to the
machinery room is to maintain the cargo tank pressures (and temperatures) the crossover valves. inlet of LD compressors. The outlet temperature of the gas from the vaporiser
at a preset level and to deliver the boil-off gas (BOG) to the engine room at a is automatically controlled by the bypass valve CS513 that passes the forced
constant pressure. The compressors are used to control the tank pressures in The cooled gas is then delivered to the engine room via valves CG615 for the boil-off gas to the mist separator, via the spray cooler, which regulates the gas
this way, so the compressor output can vary and will correspond directly to the engines or CG617 for the GCU. inlet temperature to the LD compressors.
conditions in the tank.
The LD compressor’s inlet guide vane position is governed by the cargo tank The LNG vapour from the vaporiser then passes directly to the after-coolers,
During all periods that the vessel is in service and is ‘gassed up’, the boil-off pressure in relation to the required pressure, while the flow of gas through No.1 or No.2, where the vapour is cooled from 76°C down to 50°C before
from the tanks will be burnt as fuel in the ship’s main generating plant or the operating compressor is controlled by adjusting the variable guide vane being sent to the engine room as fuel for the engines and auxiliary boiler or to
disposed of in the GCU. The gas burning operation is started on the deck but position. the regasification plant.
controlled by the ship’s engineers from the ECR.
During periods of minimum flow, the gas delivered to the compressor should The forcing vaporiser is automatic, in operation and will be started through the
Under normal operating conditions when the vessel is at sea, one LD be around -100°C in order to provide sufficient pressure for feeding the diesel IAS if the natural boil-off rate from the cargo tanks is insufficient to maintain
compressor, and one spray pump for the spray cooler, will be running to supply generators with gas at 650kPaA. A spray cooler is situated before the NBO mist the system pressure and meet the generator demand.
fuel gas to the engine room to ensure that a stable gas supply to the diesel separator and can be used as necessary to cool the vapour by liquid injection.
generators is achieved. As detailed in the section for natural boil-off gas, when the vessel is in port,
The cooled vapour then passes through the mist separator unit to remove any only one generator will be required to be in use. In this situation, the output
Note: Any of the spray pumps can be used to supply the LNG liquid for the droplets of LNG. from the vaporiser and the LD compressor will be in excess of the fuel gas
spray coolers and vaporisers, but normally it is either No.3 or No.4 spray demand of the engine, therefore the forcing vaporiser will be shut down.
pump, with the condensate from the mist separators being returned to the Note: If the cargo tank pressure continues to increase because the fuel gas
tank supplying the LNG liquid. consumption of the power generating plant is not sufficient to burn all of the When a spray pump is in operation, it will maintain a pressure of 800kPa in
boil-off gas, the GCU is used to burn any excess gas. the spray main, but should the pressure exceed 800kPa, the spray return valves
If for any reason, the boil-off cannot be used by the main generators, or if the CS311 for tank No.3 or CS411 for tank No.4 will open and return the excess
volume is too great for the requirements of the generating plant, any excess gas The cargo and gas burning piping system is arranged so that excess BOG can LNG to the appropriate tank.
will be burnt in the GCU. be vented should there be any inadvertent stopping of gas burning in the engine
room or GCU. The automatic control valve CG702 at the main mast riser can If switched to AUTOMATIC, the spray pumps can be controlled by the IAS.
When the vessel is either alongside a shore side terminal or at anchor, only one be used for this purpose, but only as a last resort. The spray pumps are arranged not to stop automatically and so this must be
main generator will normally be in operation and connected to the switchboard. done manually through the IAS, but they are protected with a time delayed trip
In this situation, the fuel gas demand from the engine may be lower than the If the gas header pressure falls to less than 2.0kPa above the IBS pressure, an if a low pump discharge pressure is detected after starting, and they can also be
minimum discharge capacity of one compressor. During these conditions, and alarm will sound. stopped through the emergency shutdown system (ESDS). If the spray pumps
to prevent the compressor from surging, sufficient gas flow is maintained by are switched to MANUAL, they can both be started and stopped remotely/
returning the excess gas from the compressor, either ashore via the vapour In the event of automatic or manual shutdown of the gas burning system, or if manually through the IAS workstation mimic.
main or to the GCU where it is burnt. Valves CG547, CG549 and CG551 are the tank pressure falls to 1.0kPa above the insulation space’s pressure, valves
the LD compressor automatic anti-surge valves, they have been connected to CG619 CG620 and CG621 will close and the gas burning supply line to the If a LD compressor only is running to supply gas to the engines, its load is
the vapour crossover because connecting them to the compressor suction as engine room will be purged with nitrogen. controlled by engine demand. If the forcing vaporiser is in use as well, the
on a two-stage machine would lead to a rapid increase in suction temperature compressor is controlled by the tank pressure and the vaporiser by engine
when they are open. demand.
The cargo tank natural boil-off gas enters the vapour header via the cargo
tank gas domes where it is directed via the mist separator to one of the LD
compressors.
Illustration 6.3.1b Loaded Voyage with Normal BOG Gas Burning Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Off-loading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL203
CL202
CL103
CL102
CL303
CL302
2 1 2 1 2 1 2 1
Loaded Voyage with Normal BOG Gas Burning d) Set the gas valves to the engine room.
It has been assumed that No.1 LD compressor is to be used and that all valves Position Description Valve
are closed prior to use. Open No.1 LD compressor manual surge valve CG546
Automatic No.1 LD compressor control surge valve CG547
a) Prepare No.1 LD compressor to supply the engine room with
boil-off gas for the power generating plant. Automatic Fuel gas supply from LD compressor surge CG613
valves
Position Description Valve Automatic Fuel gas supply valves to engine room CG619
CG620
Open Vapour header to compressor supply line CG601
CG621
Open Inlet to mist separator CG526
Open No.1 compressor inlet valve CG531 LD compressor surge valve
Open No.1 compressor outlet valve CG568 Automatic Fuel gas ESDS valves to engine room CG614
Automatic Surge valve for No.1 compressor CG547 CG615
Open Surge control isolating valve CG546 CG616
Automatic Fuel gas valve to GCU CG617
b) Prepare No.4 spray pump to supply LNG to the mist separator
pre-cooler. e) Confirm that the fresh water cooling pumps are in operation and
the inlet and outlet valves to the after-coolers are open (refer to
Position Description Valve illustration 5.4a).
Automatic Spray cooler control inlet valve CS505
Automatic Mist separator control drain valve CS503 Position Description Valve
Automatic Mist separator control bypass valve CS502 Open Drain cooler for the cargo heater inlet valve FC01
Open Spray cooler supply valve CS516 Open Drain cooler for the cargo heater outlet valve FC02
Open Spray cooler filter inlet/outlet valves CS522, CS523 Open No.1 after-cooler inlet valve FC03
Open Spray line crossover valve CS601 Open No.1 after-cooler outlet valve FC04
Open No.4 spray pump discharge valve CS409 Open No.2 after-cooler inlet valve FC06
Open No.4 spray main master CS406 Open No.2 after-cooler outlet valve FC07
Automatic Spray main return valve to No.4 cargo tank CS411
f) Open the vapour dome valves to the vapour line.
Open Condensate drain to No.4 cargo tank CS319
c) Prepare No.1 after-cooler to supply the engine room with boil-
off gas for the power generating plant. Open No.1 vapour dome outlet valves CG101, CG104
Position Description Valve Open No.3 vapour dome outlet valves CG301, CG304
Open Inlet valve to No.1 after-cooler CG503 Open No.4 vapour dome outlet valves CG401, CG404
Open Outlet valve to No.1 after-cooler CG504 Open Vapour header block valve to No.1 mast CG703
Closed Bypass valve to No.1 after-cooler CG505 riser
Automatic No.1 mast riser control valve at 23kPa CG702
Illustration 6.3.2a Loaded Voyage with Forced BOG Gas Burning Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Off-loading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL203
CL202
CL103
CL102
CL303
CL302
2 1 2 1 2 1 2 1
6.3.2 Forced Boil-Off Gas Burning d) Set the gas valves to the engine room: g) Prepare the forcing vaporiser and No.3 spray pump in No.3 tank
for operation and then open the following valves:
It has been assumed that No.1 LD compressor is to be used and that all valves Position Description Valve
are closed prior to use. Open No.1 LD compressor manual surge valve CG546 Position Description Valve
Automatic No.1 LD compressor control surge valve CG547 Open Forcing vaporiser inlet valve CS511
a) Prepare No.1 LD compressor to supply the engine room with
Automatic Fuel gas supply from LD compressor surge CG613 Automatic Forcing vaporiser supply control valve CS512
boil-off gas for the power generating plant:
valves Automatic Forcing vaporiser temperature control valve CS513
Position Description Valve Automatic Fuel gas supply valves to engine room CG619 Open Spray main outlet to vaporiser CS601
CG620 Open Spray main isolating valve CS705
Open Vapour header to compressor supply line CG601
CG621 Open Forcing Vaporiser Outlet Valve CG517
Open Inlet to mist separator CG526
Open No.1 compressor inlet valve CG531 LD compressor surge valve
Open No.1 compressor outlet valve CG568 Automatic Fuel gas ESDS valves to engine room CG614
Automatic Surge valve for No.1 compressor CG547 CG615
Open Surge control isolating valve CG546 CG616
Automatic Fuel gas valve to GCU CG617
b) Prepare No.3 spray pump to supply LNG to the mist separator
pre-cooler: e) Confirm that the fresh water cooling pumps are in operation and
the inlet and outlet valves to the after-coolers are open (refer to
Position Description Valve illustration 5.4a):
Automatic Spray cooler control inlet valve CS505
Automatic Mist separator control drain valve CS503 Position Description Valve
Automatic Mist separator control bypass valve CS502 Open Drain cooler for the cargo heater inlet valve FC01
Open Spray cooler supply valve CS516, CS504 Open Drain cooler for the cargo heater outlet valve FC02
Open Vaporiser filter inlet/outlet valves CS524, CS525 Open No.1 after-cooler inlet valve FC03
Open Spray line crossover valve CS601 Open No.1 after-cooler outlet valve FC04
Open No.3 spray master CS306 Open No.2 after-cooler inlet valve FC06
Open No.3 spray pump discharge valve CS309 Open No.2 after-cooler outlet valve FC07
Open Condensate drain to No.3 cargo tank CS318
f) Open the vapour dome valves to the vapour line:
Automatic Spray main return valve to No.3 cargo tank CS311
c) Prepare No.1 after-cooler to supply the engine room with boil- Position Description Valve
off gas for the power generating plant: Open No.1 vapour dome outlet valves CG101, CG104
Position Description Valve Open No.3 vapour dome outlet valves CG301, CG304
Open Inlet valve to No.1 after-cooler CG503 Open No.4 vapour dome outlet valves CG401, CG404
Open Outlet valve to No.1 after-cooler CG504 Open Vapour header block valve to No.1 mast CG703
Closed Bypass valve to No.1 after-cooler CG505 riser
Automatic No.1 mast riser control valve at 23kPa CG702
Illustration 6.4.1a Preparations for Discharging in LNGC Mode
Terminal Ship
Prior To
Cargo lines at -100ºC Terminal Ship
Arrival Terminal advises ship of arm
Check System
configuration to be used: Ship checks communications Terminal staff Relevant ship's personnel
Line-Up
LNG unloading Ship continuously monitors
Vapour return loading frequency
Fire fighting equipment ready CTS
Main propulsion on standby Carry out initial CTS gauging Carry Out
Carry out initial
Initial CTS gauging
Gauging
Check fender system Fire fighting equipment ready before opening ship's manifold
Check ship/shore communication valves
Fire main pressurised
Position spotting line ESDS checked
Check speed of approach meter Gas/fire detection checked Test ESD
Valve remote control system tested (Warm) Witness and log ESD1 operation Initiate ESD1 signal from ship/shore
of all shore hydraulic valves
CTS activated Witness and log ESD1 operation
Water in manifold spill trays of all ship valves
Cargo pumps insulation tested
Ship confirms ETA
Open Vapour
Ship advises systems operational Manifold Valve Fully open shore vapour ESD valve When shore vapour ESD valve is
open, open ship's vapour ESD valve
Ship advises changes (if any)
Ship's cargo tanks will balance
with shore tank at 7~10kPa
Arrival
Secure ship at jetty Main propulsion on standby
Hand over crew list Ship advises terminal of readiness
Pilot/loading master advises
Display appropriate signage Cool Down to start cooldown of loading arms
terminal on completion
Cool down unloading arms
Use of main communication CCR advises terminal and sends
Equipment and radars prohibited Terminal advises ship when ready low flow of cargo via cargo pump
Hot work prohibited
Observe port regulations Cool all arms simultaneously
until frosted over entire length
Continuously check mooring tension Operaton controlled by loading
master (approx. 45/90 minutes)
Rig
Witness and check rigging of ESD Test
Gangway Terminal staff gangway (Cold) Terminal advises ship when ready Initiate ESD1 signal from ship/shore
Witness and log ESD1 operation Witness and log ESD1 operation
of all shore valves of all ship's valves
Safety Carry out safety inspection
Inspection Carry out safety inspection
Complete and sign safety checklist Complete and sign safety checklist
Check O2 levels at sampling points Safety Carry out safety checks jointly Check through terminal safety
Checks with ship Checks jointly with terminal staff
Pre-discharge
Terminal staff Relevant ship's personnel
Meeting
Review discharge schedule Review discharge schedule
Confirm safety checks Confirm safety checks
Ready For Discharging
Connect
Arms Vapour return arm connected first Start manifold water curtain
Position safety locks Loading strainers in place
Pressure test with N2 Manifold blanks removed
Inert to <1% O2
Connect ESD/Communications link
6.4 Discharging Operation Due to the manifold configuration, it is necessary to purge the cargo lines using
nitrogen at a pressure of at least 300kPa (3 bar). This is done several times to
The main cargo pumps and regas feed pump discharge LNG to the main ensure successful draining at the manifold connections.
Introduction liquid header and then to shore via the amidships liquid crossover manifold
connections. The vapour arm is normally disconnected and the resumption of gas burning
In co-ordinating LNG operations, the ship must be compatible with the shore will cope with any vapour evolution.
side terminals. The ship and shore-based personnel must also be familiar with As the discharge rate is increased, it then becomes necessary to supply LNG
each other’s equipment and the division of all of the responsibilities. vapour from shore via the manifold and crossover to the vapour header into the 6.4.1 Preparations for Discharging
cargo tank gas domes in order to maintain a pressure of 6.0kPa(g).
Each terminal has its own procedures which have to be strictly followed
Preliminary preparation:
regarding the following operations: Should the vapour return supply from shore be insufficient to maintain the tank
• The chief officer is to prepare a detailed discharge and ballasting
• Approaching the terminal. pressures, other means of supplying vapour to the tanks, either by using the
plan which includes the trim and stability conditions during
tank sprays or the main vaporiser, have to be used.
• Mooring. discharge.
• Connecting. Ballasting is undertaken at the same time as discharging. The ballasting • The pre-arrival checklists are to be completed.
• Loading. operation is programmed to keep the vessel within the required limit of • A pre-discharge meeting is to be held together with the terminal
draught, trim, hull stress and stability following indications obtained from the representatives. The Ship/Shore Safety List is to be filled in.
• Disconnecting. loading calculator.
• The Custody Transfer Measurement (CTM) is to be carried out
• Departure.
During the discharge period, the ship is kept on an even keel. If it is necessary with the terminal representatives, surveyors and authorities.
During a normal discharge, only the main cargo pumps will be used and a to empty a cargo tank, the ship is trimmed according to the terminal maximum • All connections (bonding wire, telephones, loading and
quantity of cargo will be retained on board for cold maintenance and for fuel draught by the stern to assist in the stripping of the tank. bunkering arms) at the manifold are to be carried out according
gas supply to the power generating plant. Forced vaporising will be used in to the terminal’s Cargo Handling Manual.
addition to the boil-off gases to provide fuel on passage. Each tank is normally discharged down to a level of approximately 0.2m in
tanks other than the heel tanks. The level in the heel tank or tanks will depend • The chief officer is to supervise all of the discharge operations
upon the length of the ballast passage, and will be adjusted accordingly. One or on board.
Whilst in port, the gas supply to the propulsion plant may be suspended and the
vessel uses the diesel bunkers. more of the tanks are discharged to a level of which will allow the spray pump • The sounding, temperature and pressure on all cargo tanks is
to be used to supply the forcing vaporiser during the voyage. to be checked and noted according to the schedule during the
Note: In a SECA, gas burning is requested, charterers’ instructions may loading. The Cargo Monitoring Record is to be filled in.
The quantity being retained in tanks varies according to the length of ballast
request other occasions. • ��
The Transfer Mode on the IAS should be selected, this allows
voyage, expected elapsed time before loading and the volume of boil-off and
forced vaporising that is estimated to be burned in the ship’s power generating the ESD system to work properly during cargo discharge.
The quantity of LNG to be retained on board will be in accordance with the
plant. • Vessel is ready to cool down the discharging arms.
voyage duration of the ballast passage.
One pump of the two pumps in each tank is stopped at a level of approximately
If the ship has to warm-up tanks for technical reasons, the stripping/spray
0.6m to avoid excessive turbulence at the tank bottom which creates a
pumps will be used to discharge the remaining cargo on the completion of the
disturbance at the suction of both pumps.
bulk discharge with the main cargo pumps.
If the vessel is to warm-up one or more tanks for technical reasons, the ship
During the cargo discharge, LNG vapour will normally be supplied from the
should be trimmed according to the terminal maximum draught. The cargo
shore terminal to maintain pressure in the cargo tanks.
remaining in the tanks to be warmed-up will be discharged to shore or to other
tanks using the stripping/spray pumps on completion of the bulk discharge.
The Transfer Mode on the IAS should be selected, this allows the ESD system
to work properly during cargo discharge.
The stripping pump is run together with the remaining main pump until the
main pump stops on low discharge pressure cut-out or low current.
On completion of discharge, the loading arms and pipelines are purged and
drained to No.4 cargo tank and the arms are then gas freed and disconnected.
Illustration 6.4.2a Liquid Line Cooldown Before Discharging Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL203
CL202
CL103
CL102
CL303
CL302
2 1 2 1 2 1 2 1
6.4.2 Liquid Line Cooldown Before Discharging Operating Procedure to Cool Down the Liquid Lines f) Using No.3 tank spray pump, LNG is passed via the spray
header to the liquid header via the crossover valves into the
a) Prepare the spray header system for cooling down. It is assumed offloading main, returning to No.3 cargo tank via the loading
Introduction that the No.4 spray pump is already running. line.
The cargo lines are cooled down and the cargo plant is prepared to the highest g) From the IAS, start No.3 spray pump to allow cooldown to
possible level before arrival at the loading or discharging port in order to allow Position Description Valve
commence.
the discharging to commence as soon as the vessel is moored and all procedures Open No.3 spray pump discharge valve CS309
have been completed. The spool pieces and reducers with their required filters approximately 15%
h) As cooldown of the header progresses, open and close each
are to be mounted. Open No.3 tank spray master to spray main CS306 of the tank loading valves in turn to permit cooldown of the
Open Spray header block valve CS702 complete offloading main.
The liquid line cooldown is carried out using the spray pump in No.3 tank Automatic Spray pump return valve to No.3 tank CS311
to pump LNG from No.3 cargo tank through the spray header to the liquid
i) During line cooldown, monitor the following:
manifold pipework with the spray main block valve CS705 closed, thus
allowing the spray pump in No.4 cargo tank to provide fuel gas without b) Prepare the liquid header system for cooling down. • Cargo tank levels.
restriction. • Liquid crossover pressure.
Vapour displaced from the crossover pipework passes through the liquid header • Liquid crossover temperature.
Open No.1 tank liquid offloading master valve CL119
and then back to No.3 cargo tank via the filling line. • Liquid main temperature.
Open No.2 tank liquid offloading master valve CL219
Vapour from the tanks will be supplied as fuel to the power generating plant Open No.4 tank liquid offloading master valve CL419 • Vapour main pressure.
using the LD compressor (which is maintaining tank pressure). The vaporiser Open No.3 tank liquid offloading master valve CL319
will also be in use to supply any additional fuel gas requirement. Open No.3 tank liquid loading valve CL306 j) Line cooldown will be complete when the offloading liquid
main temperature falls below -100°C and frosting occurs at the
Open 10% No.3 tank offloading/loading crossover valve CL317
Although the text and illustration above indicates No.3 spray pump being used loading valves.
Open 10% No1 tank offloading/loading crossover valve CL117
for cooldown, any of the spray pumps could be used if required.
Open 10% No.2 tank offloading/loading crossover valve CL217 k) When the cooldown is completed, stop No.3 spray pump from
After the discharging arms are connected to the ship’s manifold, they are Open 10% No.4 tank offloading/loading crossover valve CL417 the IAS.
pressurised with nitrogen and purged to atmosphere until the oxygen content
is below 1%. The nitrogen is delivered from the shore at a pressure of up to c) Prepare the crossover lines. Position Description Valve
300kPa (3 bar). The connections are then tested for leaks using soapy water. Close No.3 spray pump discharge CS309
The cooldown procedure of the discharging arms follows the terminal’s Open Manifold spray to liquid header valves CS704, CS703 l) If the time between cooldown completion and berthing is
procedure and is carried out using the ship’s spray pump or a cargo pump in co- lengthy, the spray pump may be restarted.
operation with the shore terminal. Reference should be made to the terminal’s d) The vapour dome outlet valves to the vapour header would
Cargo Operation Manual. normally be open. Note: Return of cooldown liquid to the bottom of the tank via the loading
line can give rise to localised temperature increase at the tank bottom sensor.
The ship/shore safety checks will have been completed, the BOG burning shut Sufficient time should be allowed for this to stabilise prior to gauging.
down if required by the terminal (normally the case), else the automatic fuel
gas control system will be in operation, custody transfer completed and the Open No.1 tank vapour valves CG101, CG104
ship/shore vapour line opened. Open No.2 tank vapour valves CG201, CG204
e) The automatic gas control system will be in use. Adjust the set
point of the LD compressor pressure control valve to 6.0kPa (or
the required value).
The flow of gas to the main power generating plant and GCU can be supplied
via valves CG615 and CG617 respectively.
Illustration 6.4.3a Shore Arm Cooldown Before Discharging Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CG620 CG547 CG546
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL203
CL202
CL103
CL102
CL303
CL302
2 1 2 1 2 1 2 1
6.4.3 Shore Arms Cooldown Before Discharging d) From the IAS, start No.3 spray pump circulating on No.3 cargo Operating Procedure for Cooling Down the Shore Liquid
tank. Arms Using a Cargo Pump
Operating Procedure for Cooling Down the Shore Liquid e) Adjust No.3 spray pump return valve to pressurise the spray line On completion of testing the discharge arm connections, the vessel uses one
Arms Using a Spray Pump and port manifold. Monitor the progress of frosting on the shore main cargo pump circulating on its own tank to cool down the shore arms.
arms. Where pre-cooling of the ship’s liquid line has not been carried out, this can be
On completion of testing the discharge arm connections, the vessel uses one done at the same time as the shore arms.
spray pump circulating on its own tank to cool down the shore arms. Where f) The cooling down is complete when the manifold, ship’s liquid
pre-cooling of the ship’s liquid line has not been carried out, this can be done line and shore arms are approximately -130°C. This will take a) Set up the port main cargo pump in No.2 tank ready to cool down
at the same time as the shore arms. approximately 80 minutes, but will vary with terminals. Once the shore arms and manifolds via the double-shut bypass valves.
the shore arms are cooled down, open the double-shut valves The No.1 and No.2 port side manifolds to be used.
For the purposes of clarity, No.3 and No.4 manifolds are shown in use, using and close the manifold cooldown valves.
the spray pump. The manifolds used will depend on the requirements of the
terminal being discharged at. g) Stop No.3 spray pump and open the pump return valve to drain
Open No.2 port cargo pump discharge valve 20% CL216
spray header back to the tank.
a) Set up No.3 spray pump ready to cool down No.3 and No.4 shore Open No.2 offloading master valve CL219
arms and manifolds via the double-shut bypass valves. The port Position Description Valve Open No.2 cargo tank loading valve 20% CL206
side to be used. Open No.2 tank offloading/loading crossover valve CL217
Close No.3 manifold cooldown valve CS015
Close No.4 manifold cooldown valve CS019
Position Description Valve b) Open the port manifold ESD valves ready to cool down the
Open No.3 port manifold double-shut valve CL027 shore arms.
approximately 15% Open No.4 port manifold double-shut valve CL039
Open No.3 tank spray master to spray main CS306 Open Spray pump return valve to No.3 tank CS311 Position Description Valve
Open Spray header block valve CS702 Open No.1 port manifold ESD valve CL004
The terminal will require the vessel to carry out a cold ESD test on completion
Automatic Spray pump return valve to No.3 tank CS311 Open No.1 port manifold double-shut valve CL003
of the arm cooldown.
Open No.2 port manifold ESD valve CL016
b) Prepare the port manifold ready to cool down the shore arms. On completion of the cooldown and when the shore facility is ready, proceed Open No.1 port manifold double-shut valve CL015
with the discharge.
Position Description Valve c) The vapour valves are open to equalise cargo tanks with shore.
Open No.3 manifold cooldown valve CS015
Open No.4 manifold cooldown valve CS019 d) From the IAS, start No.2 port cargo pump circulating on No.2
cargo tank.
Open No.3 ESD liquid manifold valve CL028
Open No.4 ESD liquid manifold valve CL040 e) Adjust No.2 loading valve to pressurise the liquid line and port
manifold. Monitor the progress of frosting on the shore arms.
c) Prepare the vapour valves to equalise the pressure between the
ship and shore. f) The cooling down is complete when the manifold, ship’s liquid
line and shore arms are approximately -130°C. This will take
Position Description Valve approximately 80 minutes, but will vary with terminals.
Open No.2 tank vapour valves CG201, CG204 g) Stop No.2 cargo pump ready for an ESDS test.
On completion of the cooldown and when the shore facility is ready, proceed
Open No.4 tank vapour valves CG401, CG404 with the discharge.
Open Port vapour ESD manifold valve CG003
Open Vapour return crossover valve CG716 The terminal will require the vessel to carry out a cold ESD test on completion
of the arm cooldown.
Illustration 6.4.4a Cargo Unloading Screen
6.4.4 Discharging With Vapour Return From Shore d) Continue the sequence for No.2 pump in No.1 tank. The If any fluctuations are observed on the motor ammeter or the pump discharge
automatic sequence will perform the following sequence: pressure gauge during final pumping, the discharge flow rate should be further
reduced until the readings stabilise. When the flow is throttled-down to about
Introduction 1. Confirm closure of offloading master valve CL119.
400m3/h, the minimum continuous flow, the required non-pumpable suction
2. Opening of cargo pump discharge valve CL116 to 20%. height (NPSH) will be about 23cms. This level represents the minimum level
This section follows on from the completion of loading arm cooldown and attained by pumping. Artificially increasing the tank pressure can help to
either starts with a cold ESD test or starting of the remaining cargo pumps. 3. Confirm opening of the tank filling valve CL106.
reduce the NPSH (see SIGGTO Liquified Gas Handling Principles).
a) On completion of a cold ESD test, operate the following e) Continue the sequence:
Subject to trading patterns, charterer’s requirements, fuel requirements and
valves: 1. Offloading main tank master valve CL119 starts to open to forced vaporisation needs, a heel may be required for maintaining the tank
100%. temperatures during the ballast voyage. The actual quantity is allowed for in
Position Description Valve 2. Filling valve CL106 starts to close. the Discharge Plan and the pumps are to be stopped at the required ullages.
Open Manifold liquid ESD valves CL004, CL016
3. Steps 1 and 2 continue until the offloading main master
CL028, CL040 Note: When the liquid level reaches 2 metres or less, avoid stopping the
valve CL119 is fully open and the filling valve CL106 is
Open Double-shut valves CL003, CL015 fully closed. pump if at all possible until the cargo has been fully discharged. If the shore
CL027, CL039 facility is unable to accept the liquid for intermittent periods, it is better to
Open Manifold vapour ESD valve CG003 Note: Check the pump motor ammeter carefully, the current should be steady keep the pump going and recirculate it back into the tanks until discharge can
after the motor has been running for 3 seconds. During starting, while the be resumed and completed.
Open Vapour return crossover valve CG716
Auto Offloading main tank master valves CL119, CL219 discharge line is being filled, the current reading may be above normal.
All LNG remaining in the downward leg of the loading arms and manifold
CL319, CL419
connection is to be drained to the tanks through the liquid line, assisted by
Open Offloading/filling crossover valves CL117, CL217 CAUTION
nitrogen pressure from ashore. The LNG and vapour manifolds are then purged
CL317, CL417 Do not exceed the maximum rated current by 50% for more than 2 or with nitrogen until an acceptable hydrocarbon content is reached.
Auto Tank filling valves CL106, CL206 3 seconds when the tank is full. If the running current after this time is
CL306, CL406 more than 150% of the maximum rated current, the overcurrent trip
Open Regas column spray valves CL123, CL223, will be activated and the pump stopped. Determine the cause of high Completion of Discharge (Heeling-Out)
CL323, CL423 current (possible blockage) before attempting to restart.
Where possible, the vessel should be trimmed 3 metres by the stern, at this trim
With the valves on auto, ensure that the offloading main master valve closes CAUTION when the spray pump is stopped by the low level trip at 20cms on an even keel,
and the filling valves open. During a normal restart sequence, the following times apply, as per this equates to approximately 5cms.
manufacturers recommendation:
Discharge will normally commence from No.1 tank, then No.2 tank, followed As each tank reaches approximately one metre sounding, the spray pump in the
• 1st restart: Minimum 5 minutes after shutdown. tank should be started and the spray return valve opened.
by No.3 tank and No.4 tank or as decided by the discharge plan. To achieve a
discharge rate of 10,000m3/h, it is necessary to run three pumps in each tank, • 2nd restart: 15 minutes after 1st restart.
both main cargo pumps and the regas feed pump. When the second cargo pump in the tank is stopped, the spray pump can be
• 3rd restart: 15 minutes after 2nd restart. used to discharge the remainder of the cargo in the tank, leaving a minimal
b) Select a sequence start for the regas feed pump in No.1 tank. • No more than 4 restarts within one hour. quantity without overriding the low level trip.
The automatic sequence will perform the following:
f) Start the remainder of the cargo pumps according to shore
1. Closing the tank offloading main master valve CL119. Liquid Lock Avoidance on Completion of LNG Operation
terminal requests. Once all the pumps are in operation, adjust
2. Opening of cargo pump discharge valve CL109 to 20%. the discharge valves to obtain the required flow or pressure.
No LNG liquid can remain enclosed in a pipe section between two valves.
3. Regas feed pump starts, recirculating via the filling valves There are safety relief valves fitted on the pipelines that should open and
CL117 and CL106. g) Request the shore terminal to supply return gas to the ship. release any pressure build-up in these pipe sections to the nearest gas dome.
c) Continue the sequence for No.1 pump in No.1 tank. The Completion of Discharge In order to avoid any pressure build-up and prevent the activation of the safety
automatic sequence will perform the following sequence: valve, both the liquid and spray main valves are left open to the cargo tanks.
1. Confirm closure of offloading master valve CL119. Towards the end of the discharge, the flow of the pumps will diminish. In
order to maintain the pressure differential over the pump, the discharge valve
2. Opening of cargo pump discharge valve CL113 to 20%. will have to be throttled-in. This should be done at the 2 metre low level alarm
3. Confirm opening of the tank filling valve CL106. from the IAS screen.
Illustration 6.4.4b Discharging with Vapour Return from Shore Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CG620 CG547 CG546
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL203
CL202
CL103
CL102
CL303
CL302
2 1 2 1 2 1 2 1
Illustration 6.4.5a Discharging Without Vapour Return from Shore Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL203
CL202
CL103
CL102
CL303
CL302
2 1 2 1 2 1 2 1
6.4.5 Discharging Without Vapour Return From 2. Opening of cargo pump discharge valve CL113 to 20%. k) Adjust the discharge rate to maintain a tank pressure of between
Shore 3. Pump No.1 starts, recirculating via the filling valves CL117 7kPa and 9kPa based on the unloading mode supply from the
and CL106. vaporiser.
The LNG vaporiser is used to supply cold vapour to the cargo tanks during
discharge operations whenever the discharge terminal return gas blowers are e) Continue the sequence for No.2 pump in No.1 tank. The Operation IG Unload Forcing Regas
not operative or are not supplying sufficient return vapour to the ship. This automatic sequence will perform the following sequence: Purging
section follows on from the completion of cargo arm cooldown and either starts Process Fluid Methane
with a cold ESD test or starting of the the cargo pumps. 1. Confirm closure of offloading master valve CL119.
Mass flow (kg/h) 13,500 22,000 8,200 22,000
2. Opening of cargo pump discharge valve CL116 to 20%.
a) Prepare the LNG vaporiser as per Section 4.6 of this manual to Inlet volume flow (m3/h) 30 49 18 49
supply cold vapour to the cargo tanks during discharge. 3. Confirm opening of the tank filling valve CL106. Outlet volume flow (m3/h) 15,549 12,367 4,162 12,367
4. Pump No.2 starts, recirculating via the filling valve. Inlet temperature (°C) -163 -163 -163 -163
b) Set up all of the LNG liquid and vapour valves on the cargo Outlet temp. uncontrolled (°C) 28 -9 60 -9
system as necessary. Outlet temp. controlled (°C) 20 -130 25 -130
f) Continue the sequence:
1. Offloading main tank master valve CL119 starts to open to Supply inlet pressure (kPa(g)) 300 300 300 800
100%. Outlet pressure (kPa(g)) 30 30 200 30
Open Manifold liquid ESD valves CL004, CL016
2. Filling valve CL107 starts to close. Pressure drop, calculated (kPa) 17 48 6 41
CL028, CL040
Nozzle velocity, inlet (m/s) 4.24 6.92 2.58 6.92
Open Double-shut valves CL003, CL015 3. Steps 1 and 2 continue until the offloading main master
CL027, CL039 valve CL119 is fully open and the filling valve CL106 is Nozzle velocity, outlet (m/s) 34.4 27.3 9.2 27.3
Open Manifold vapour ESD valve CG003 fully closed. Heat exchange (kW) 3,479 3,581 2,139 3,581
Open Vapour return crossover valve CG716 Steam consumption (kg/h) 6,160 6,340 3,787 6,340
Auto Offloading main tank master valves CL119, CL219 Note: Check the pump motor ammeter carefully, the current should be steady Steam inlet temp. (°C) 174
CL319, CL419 after the motor has been running for 3 seconds. During starting, while the Steam outlet temp. (°C) 169 approx.
Open Offloading/filling crossover valves CL117, CL217 discharge line is being filled, the current reading may be above normal. Inlet pressure (kPa(g)) 800
CL317, CL417 Outlet pressure (kPa(g)) 800
CAUTION
Auto Tank filling valves CL106, CL206 Nozzle velocity, inlet (m/s) 30.5 31.4 18.8 31.4
CL306, CL406
Do not exceed the maximum rated current by 50% for more than 2 or
3 seconds when the tank is full. If the running current after this time is Nozzle velocity, outlet (m/s) 0.87 0.9 0.54 0.9
Open Regas column spray valves CL123, CL223
more than 150% of the maximum rated current, the overcurrent trip
CL323, CL423 l) As the tanks approach draining level and discharge rates reduce,
will be activated and the pump stopped. Determine the cause of high
current (possible blockage) before attempting to restart. the flow of vapour is to be adjusted to maintain the required tank
With the valves on auto, ensure that the offloading main master valve closes pressure.
and the filling valves open.
g) Start the remainder of the cargo pumps according to shore
m) Close the inlet valve CL601 to the vaporiser once draining
Discharge will normally commence from No.1 tank, then No.2 tank, followed terminal requests. Once all the pumps are in operation, adjust
level is reached in the tanks and allow the inlet and outlet
by No.3 tank and No.4 tank or as decided by the Discharge Plan. the discharge valves to obtain the required flow or pressure.
temperatures to equalise.
c) Select a sequence start for the regas feed pump in No.1 tank. h) Start the remainder of the cargo pumps according to shore
n) Reduce the steam supply and allow the vaporiser to warm-up.
The automatic sequence will perform the following: terminal instructions.
1. Closing the tank offloading main master valve CL119. o) Once the system has warmed-up, the vaporiser outlet valve and
i) Once all the pumps are in operation, adjust the discharge valves
discharge to the vapour main can be closed and the steam supply
2. Opening of cargo pump discharge valve CL109 to 20%. to obtain the required full rate and agree ramp-up schedule.
shut off.
3. Regas feed pump starts, recirculating via the filling valves This is normally 80% load with an ammeter reading of 45 - 48
CL117 and CL106. amps.
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
d) Select a sequence start for No.1 pump in No.1 tank. The j) From the IAS, operate the control valves on the LNG vaporiser
as per Section 6.2.4.
automatic sequence will perform the following: to provide vapour to the vapour main to replace the volume of
liquid being discharged in the cargo tanks.
1. Closing the tank offloading main master valve CL119.
Illustration 6.4.6a Ballasting with Sea Water Pumps

Way Way
Steel Pipe
Epoxy-Coated
350 350
EPU
350 350 Cargo Tank
EPU
500 500 GRP
Sea Chest
250 250
EPU (High)
BA-19 Ballast Main

From Water To Water
U-1V
Typical Section
BA-39
BA-57 BA-33 BA-32 BA-34 BA-25
TI TI TI TI
BA-24 I.A.S.
BA-38 500 LCAL
TX TX TX TX
I.A.S.
BA-31 See Detail ‘B’ 400 450 400 400 400 400 LX
PT PT
BA-36 BA-17
BA-08 BA-06 BA-04 BA-01
BA-23 10 001 I.A.S.
BA-29 BA-28 BA- BA-30 500 Fwd
BA-55 BA-16 Fwd
BA-37 500 BA-22 BA-02 Peak
TI Room Tank
BA-27 PT PT
BA- I.A.S. (Void)
LX LIAHL 500 11
I.A.S. 500
TX
BA-26 BA-21
LCAL LS
No.1 Ballast LS
Water Pump
BA-20
LCAL
15 13 I.A.S.
PT PT
TI TI TI TI
200
BA-43 BA-41
No.1 SW Ballast
PT Pump PT
No.2 LX LX LX LX
Eductor 200
BA-42 BA-40
Key
BA-51No.1 BA-49 200
Ballast Water
Eductor
Water Spray
300
Sea Chest
BA-46
(Low)
6.4.6 Ballasting Ballasting No.4 Water Ballast Tanks Ballasting Aft Peak Ballast Tank with the Small Ballast Pumps
Commence with all valves closed. The two small ballast pumps, 400m3/h, are normally used in FSRU mode to
The ballast system is normally empty and dry prior to ballasting, it is therefore load ballast without going though the ballast treatment system. Due to their
essential to start ballasting slowly in order to avoid damaging the ballast line a) Set the valves to use No.1 ballast pump to ballast into the No.4 small size, they are used to top-up or for small quantities.
with surge pressure. This can be achieved by opening the valves in the order of water ballast tanks.
highest static head to the lower head. When using the small ballast pumps, one will be for ballast and the other one
Position Description Valve on standby. A standby start-up to be done by the operator.
Upon commencing discharge of the cargo and in accordance with the Discharge
Normally Low sea chest sea suctions BA-18, U-2V
Plan, line-up the ballast system to pump in permanent ballast to the selected
Open Start Interlock of Small Ballast Pumps
tanks. The ballast will need to pass through the treatment system and therefore
Open No.1 ballast pump sea suction valve BA20
running ballast into the tanks is not permitted. Care is essential to ensure that Interlock of the ballast pumps is made according to the following conditions:
excessive stress, trim and list are avoided and that draught restrictions are not Open No.1 ballast pump discharge valve BA26
exceeded. Open BWTS suction and discharge valves BA-28, BA-29 • Suction line closed.
Open Discharge to ballast tanks BA-27
a) Prior to commencing ballast operations, check that the inert gas a) Set the valves to use No.2 small ballast pump to ballast into the
Open Ballast ring main crossover valves BA-16, BA-02 aft peak tank:
connection valve, IO-4V, is closed, also check that valves from
Open No.4 ballast tank suction valves BA-09, BA-10
the IG main are closed.
b) Confirm the Ballast Water Treatment System (BWTS) is ready b) Start No.1 ballast pump with the discharge valve partly open, Normally Low sea chest sea suctions BA-18, U-2V
for operation. This system will operate in full automation and when the pump is running, open the discharge valve to the Open
mode. required position and ensure the correct flow is achieved. Open No.2 small ballast pump sea suction valve BA-41
Open No.2 small ballast pump discharge valve BA-43
c) Set the ballast lines so that the selected ballast pumps will be c) Adjust the pump to achieve a steady load and increase the speed Open Ballast ring main crossover valves BA-16, BA-17
pumping from sea, via the BWTS to the ballast tanks. The gradually to the required maximum. Open Aft peak ballast tank suction valves BA-39, BA-57
ballast water will undergo treatment prior to entering the ballast
tanks. d) When topping-off the ballast tanks, reduce the pump load and
the discharge rate on the pump by throttling-in on the pump b) Start No.2 small ballast pump with the discharge valve partly
During ballasting, when using two pumps, each pump should operate on discharge valve. Do not overload the pump load and do not close open, and when the pump is running, open the discharge valve to
similar load and back-pressures, thus ensuring both pumps are operating most the discharge completely against the flow. the required position and ensure the correct flow is achieved.
efficiently. In the event of a list developing, then various ballast tanks should
be closed to correct the situation. The main suction valves are hydraulic e) Stop filling each tank at the required ullage. c) Adjust the pump to achieve a steady load and increase the speed
proportional type. gradually to the required maximum.
f) On completion of ballasting operations, shut the pump down
d) Fill the majority of ballast tanks very close to the tank coaming, and close all valves. d) When topping-off the ballast tanks, reduce the pump load and
to ensure that ballast tanks are at least 98% full without over- the discharge rate on the pump by throttling-in on the pump
filling them, this ensures that the possibility of steel corrosion is g) Record the details in the Ballast Water Record Book as discharge valve. Do not overload the pump load and do not close
minimised. necessary. The BTWS will log details separately and create a the discharge completely against the flow.
file which is saved on the hard drive.
e) Shut down the ballast system upon completion of ballasting. e) Stop filling each tank at the required ullage.
The BWTS will go into standby mode.
f) On completion of ballasting operations, shut the pump down
f) Always inspect the quality of the ballast as soon as possible and close all valves.
after completion in order to ensure that it is clean.
g) Record the details in the Ballast Water Record Book as
necessary.
Illustration 6.4.6b Ballasting with Small Ballast Pump

Way Way
Steel Pipe
Epoxy-Coated
350 350
EPU
350 350 Cargo Tank
EPU
500 500 GRP
Sea Chest
250 250
EPU (High)
BA-19 Ballast Main

From Water To Water
U-1V
Typical Section
BA-39
BA-57 BA-33 BA-32 BA-34 BA-25
TI TI TI TI
BA-24 I.A.S.
BA-38 500 LCAL
TX TX TX TX
I.A.S.
BA-31 See Detail ‘B’ 400 450 400 400 400 400 LX
PT PT
BA-36 BA-17
BA-08 BA-06 BA-04 BA-01
BA-23 10 001 I.A.S.
BA-29 BA-28 BA- BA-30 500 Fwd
BA-55 BA-16 Fwd
BA-37 500 BA-22 BA-02 Peak
TI Room Tank
BA-27 PT PT
BA- I.A.S. (Void)
LX LIAHL 500 11
I.A.S. 500
TX
BA-26 BA-21
LCAL LS
No.1 Ballast LS
Water Pump
BA-20
LCAL
15 13 I.A.S.
PT PT
TI TI TI TI
200
BA-43 BA-41
No.1 SW Ballast
PT Pump PT
No.2 LX LX LX LX
Eductor 200
BA-42 BA-40
Key
BA-51No.1 BA-49 200
Ballast Water
Eductor
Water Spray
300
Sea Chest
BA-46
(Low)
Illustration 6.5.1a Gas Management System Control and Parameters
6.5 Ballast Passage 2) During longer ballast voyages, the lighter parts of the liquid If a long delay at the loading port is experienced, the remaining heel will
layer remaining in the tank will evaporate, thus making slowly boil-off and the gas available as fuel gas will reduce. Therefore, care
the liquid almost LPG and at temperatures of higher than must be taken to stop gas burning as the tank system pressures continue to drop
Introduction -100°C. The upper parts of the tanks will reach almost positive as the temperature rises. The degree of natural warm-up will depend on the
temperatures, and under these conditions it will be necessary to time factor, voyage and weather conditions.
A characteristic of cargo tanks with the GTT Mark III type membrane is cool down the tanks before loading.
that as long as some quantity of LNG remains at the bottom of the tanks, the After refit, the first ballast voyage will have to be made using diesel oil
temperature at the top will normally remain below -50°C. Three methods of cooling down are possible, and the one selected will depend only. The ships are designed to burn gas all the time which will necessitate
on the operating conditions of the ship. appropriate levels of heel retention. If it becomes necessary to ‘heel out’ and
However, if the ballast voyage is too long, the lighter fractions of the liquid will run on MDO, operation will be very uneconomical, apart from any logistical
evaporate. Eventually most of the methane disappears and the liquid remaining 1) Cool down the tanks with LNG supplied from shore. difficulties replenishing MDO.
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. 2) Cool down the tanks just before arrival at the loading terminal. Due to the different calorific values of diesel oil and gas, power requirements
At the previous cargo discharge, a LNG heel is retained in one need to be carefully controlled to prevent overloading the diesel generators.
Cooling down of the cargo tanks is carried out primarily to reduce vapour or more of the tanks, provided that the heel does not exceed 2.75
generation during loading and to prevent any thermal shock on the heavy metres of the tank height (see sloshing). On top of the quantity
structures such as the pump tower. Loading then takes place when the tanks are to be sprayed, the amount of the LNG heel to be retained will
in a cold state, ie, colder than -130°C.
be calculated by assuming a boil-off equivalent to 50% of the
boil-off under laden conditions.
Cold Maintenance During Ballast Voyage
3) Maintaining the cargo tanks cold during the ballast voyage by
Different methods are used to keep the cargo tanks cold during ballast voyages periodically spraying with LNG so that the average temperature
and these are detailed as follows: inside the tanks does not exceed -120°C/-130°C. As before, a
LNG heel is kept in one of the tanks, provided that the level does
1) For short voyages of up to eighteen days, a heel of LNG is not exceed 10% of the tank height (see sloshing). On top of the
retained in each tank at the end of the discharge. The level must quantity to be sprayed, the amount of the LNG heel that needs to
never be above 10% of the height of the tank, and the quantities be retained will be calculated by assuming a boil-off equivalent
can be calculated by considering a boil-off of approximately of 50% of the boil-off under laden conditions.
0.18% per day and the need to arrive at the loading port with
a minimum layer of 10cm of liquid spread over the whole Cooling down is carried out by spraying LNG inside the tanks for whichever
surface of the tank bottom (with the ship on an even keel). For method is used. Each tank is provided with two spray rings.
voyages over seven days, increase the minimum layer to 12cm,
progressively increasing the depth of the layer according to Note: It is obvious that this system will generate more boil-off than the first
voyage length. In addition, a further quantity will need to be proposed system. The quantity of LNG to be retained on board will have to
kept in No.4 and No.3 tanks for use with the spray pumps to be calculated with enough margin to avoid the situation at mid-voyage where
provide additional fuel to the power generation plant. the residual is too heavy for the pump to operate.
Note: The quantities in this section will have to be confirmed after a few Conservation of bunkers is important, consequently, the co-operation of all
voyages and are for guidance only. members of the management team is essential to ensure as much boil-off gas as
possible is used to supply the power generation plant fuel demand, thus keeping
With this method of cold maintenance, the tank bottom temperature should be diesel oil consumption to a minimum. The target is 100% fuel gas supply using
below -130°C and the top below -80°C, which allows loading without further the forcing vaporiser for requirements in addition to natural boil-off.
cooling down.
Fuel gas supply on the ballast voyage is carried out in the same way as on a
loaded voyage, with the LD compressor controlling the cargo tank pressures
and the forcing vaporiser providing the additional fuel gas as required by the
main generators.
Illustration 6.5.1b Cooldown Before Arrival Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
CG520 2
CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CS005
CS001
CG002
CG001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Off-loading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.5.1 Cooling Down Cargo Tanks Prior to Position Description Valve e) Set up the valves on No.1 after-cooler and gas burning line.
Arrival Open No.1 tank vapour valves CG101, CG104
Introduction Open No.1 after-cooler inlet valve CG503
Open No.1 after-cooler outlet valve CG504
It is assumed all valves are closed, with the exception of those in use for the Automatic No.1 after-cooler outlet valve to engine CG615
Open No.1 vent mast vapour header block valve CG703
forcing vaporiser, spray coolers and LD compressor as part of the automatic room
gas control system using the heel in No.3 and No.4 tanks. The heel retained Automatic No.1 vent mast control valve CG702
Automatic Vapour return bypass to gas burning line CG613
in No.3 and No.4 cargo tanks is also for cooling down No.1 and No.2 tanks Automatic Gas burning supply valves as required by CG619, CG620
that have been allowed to warm-up due to the length of the voyage. A single the engine demand CG621, CG614
spray pump can be used for both fuel gas and to spray one cargo tank while
Set-Up for Automatic Gas Control
Automatic Gas burning supply control valve CG618
maintaining a pressure of 300kPa to the forcing vaporiser and 200kPa to the
a) Set up the valves on the spray line header and the forcing
spray main.
vaporiser. Note: Demand from No.4 cargo tank to the generators is automatically
controlled by the engine requirements. Spraying is carried out in No.3 and
Cooling Down Cargo Tanks Prior to Arrival with the Position Description Valve No.4 tanks to maintain temperature.
Automatic Gas Control System in Use Open Spray line block valve CS601
a) Prepare the records for the tank, secondary barrier and hull Set-Up for Cooling Down
Open No.4 tank spray rail inlet valve CS402
temperatures.
Automatic No.4 tank spray return valve CS411 a) Set up the valves on the spray line header for cooling down No.1
Open Spray filter isolation valves CS523, CS522 and No.2 cargo tanks.
b) Check that the nitrogen pressurisation system for the insulation
spaces is in automatic operation and lined-up to supply the Open Forcing vaporiser inlet valve CS511
additional nitrogen necessary to compensate for the contraction Automatic Forcing vaporiser control valve CS512 Position Description Valve
from cooling of the tanks. Prior to the cooling down, the nitrogen Automatic Forcing vaporiser temperature control valve CS513 Closed Spray line block valve CS702
pressure inside the IBS will be raised to 0.7kPa(g) and the IS Open Spray line block valves CS701, CS705
will be maintained at IBS +0.2kPa(g). Pressurise the buffer tank b) Set up the valves on the mist separator. Open No.1 tank spray master valve CS106
to maximum pressure.
Position Description Valve Automatic No.3 tank spray master valve CS306
c) Check that the gas detection system is in normal operation.
Automatic Mist separator drain valve CS503
d) Place in service the heating system for the cofferdams if not Automatic Mist separator bypass valve CS502 b) No.4 spray pump is started after the spray discharge valve
already operating. Open Condensate drain to No.4 tank CS319 CS409 is opened 20% to allow minimum flow.
e) The automatic gas burning control system will maintain the tank c) Set up the valves on the spray coolers for the LD compressor Note: Due to the level of vapour generation during cooldown, usually only
pressure at 6.0kPa during cooling down of the cargo tanks. and mist separator. one tank at a time will be cooled down.
f) The spray pump in No.4 cargo tank is supplying the forcing Position Description Valve c) Open slowly the spray rail inlet control valves on No.1 cargo
vaporiser as required by the generators and the cooling medium Open Spray cooler line inlet valve CS504 tanks and slowly open the discharge valve to No.4 spray pump
for No.1 and No.2 cargo tanks. Automatic Mist separator spray cooler control valve CS505 to maintain a pressure of 200kPa in the spray main.
Note: Depending on operational requirements, it is possible to have No.4 d) Set up the valves on No.1 LD compressor. Position Description Valve
spray pump providing fuel and No.3 spray pump, the cooling medium, by Open No.1 tank spray rail inlet valve CS102
closing spray main block valve CS705. Position Description Valve
Automatic No.1 LD compressor inlet control valve CG531 Care should be taken to maintain control of the vapour pressure either by
As the insulation barrier space and insulation space spaces cool down, the set use in the power generating plant as fuel or burned in the GCU. Venting to
Automatic No.1 LD compressor surge control valve CG547
points can be lowered to the normal operating settings. atmosphere via the forward mast riser is for safety reasons only.
Open No.1 LD compressor surge inlet valve CG546
g) Open the vapour dome outlet valves to the vapour header. Open No.1 LD compressor outlet valve CG568
Illustration 6.5.1c Gas Management
d) Once all of the spray headers are cool, increase the flow to the
tanks by adjusting the spray pump discharge valve to maintain
an even cooldown and control of vapour pressure whilst keeping
200kPa pressure in the spray main.
e) Using the IAS, monitor the pressure inside the tanks and
temperature cooldown rate. Adjust the spray rail inlet valve
CS102 to obtain an average temperature fall of 15/20°C per
hour during the first 4 hours, thereafter 10°C per hour.
Note: With the tank pressure under control and the cooldown progressing
steadily, it may be possible to crack open the spray rail on the next tank to
slowly start the cooldown.
f) When the first tank reaches the required temperature, change to

the next tank.
g) When all of the tanks have reached the required temperature

(average throughout the tank of -130°C), continue to spray the
tanks until the required heel remains.
h) On completion of cooldown, close the spray masters on No.1

and No.2 cargo tanks, allow the spray line to drain into the tanks
before shutting the spray inlet valves.
i) Reset the nitrogen supply system to normal operating set

points.
j) Continue supplying fuel gas from No.4 cargo tank via the
vaporiser with the LD compressor controlling the cargo tank
pressure.
Note: Cargo machinery room exhaust fans must be in operation prior to and
during any cargo operations which involve LNG and vapour entering the
cargo machinery room pipework system.
Illustration 6.5.1d Forcing Vaporiser
Illustration 6.5.1e No.1 Cargo Tank
6.5.2 Sloshing Inside the Cargo Tanks Sloshing Height/Volume for Individual Tanks
Tank 100% Height (m) 100% Volume (m³) 2.75m Volume (m³) 70% Height (m) 70% Volume (m³)
Sloshing No.1 27.536 26,539.157 2,100.644 19.275 18,205.284
No.2 27.546 47,839.738 4,510.237 19.282 35,540.557
From the experience gained on the first LNG ships put into service and
No.3 27.543 47,844.951 4,511.647 19.280 35,545.264
from a large number of model tests and computer analyses, Gaz Transport &
Technigaz have designed a containment system which is reasonably free from No.4 27.535 47,827.159 4,511.085 19.275 35,530.973
any sloshing risk. TOTAL 170,051.005 TOTAL 124,822.078
The ship’s 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.
Precautions to Avoid Damage Due to Sloshing
The first precaution is to maintain the level of the tanks within the required
GTT and Class limits, ie:
• Tanks are not to be loaded to more than 98.5% of their
volume.
• Lower than a level corresponding to 2.75m of the height of the
tank.
• Higher than a level corresponding to 70% of the height of the
tank.
Ship’s Movement
The second precaution is to try to limit the ship’s movement which would
generate sloshing in the tanks, this can be done by requesting that the ship’s
heading be changed to reduce the ship motion.
The amplitude of sloshing depends on the condition of the sea (wave pattern),
the trim and the speed of the ship.
Note: Sloshing limitations would only effect the vessel when operating in
LNGC mode, not FSRU mode.
Illustration 6.6.1a Stripping and Draining with Gas Burning Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566 Condensate Return
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.6 Pre-Dry Dock Operations Position Description Valve An alternative method of spray is to strip each tank ashore rather than
consolidate in one tank. Here, the spray pumps are started on recirculation at
about the 1 metre level, and when the main cargo pumps lose suction, are used
Introduction Open No.2 tank spray pump discharge valve CS209 to discharge the maximum quantity ashore via the spray main and one liquid
Open No.4 tank spray master valve CS406 arm.
This section describes the cargo operations covering the period from the last Open No.4 tank spray pump discharge valve CS409
discharge port up to the dry docking of the vessel. In practice, the main cargo pumps can usually get the level in the tanks down
to that which is considered maximum out-turn and the spray pumps may not
f) Discharge as much as possible with the main cargo pumps and
6.6.1 Spray and Line Draining be used.
stop when they lose suction, drain the respective tank liquid
main back to the tank. Continue to drain the maximum quantity
k) On completion of cargo discharge, drain the manifold and shore
Procedure to Strip Tanks and Drain Lines to No.3 tank from No.2 and No.4 tanks with the spray pumps
arms.
until the pumps lose suction.
In this example it is assumed that the fuel gas is now being supplied by the LD
compressor and that the vaporiser is not in use. g) When the No.2 and No.4 spray pumps lose suction and are Note: The above are a guide, individual terminals may require a different
stopped, operate the valves as listed in the following table: disconnection sequence and procedure.
No.3 tank will in this instance be the final tank, the final quantities of No.1,
No.2 and No.4 tanks are to be consolidated into No.3 tank prior to being Position Description Valve
discharged ashore. Discharge is via the port side manifold and the procedure Close No.2 tank spray pump discharge valve CS209
is as follows:
Close No.4 tank spray pump discharge valve CS409
a) When the No.1 tank is approaching approximately 1.5 metres,
h) When No.3 tank reaches approximately 1 metre, start No.3
set up the No.1 spray pump to cool down the spray main to No.3
spray pump on recirculation while the cargo pumps discharge
tank.
as much as possible to shore. Stop the main pumps when they
lose suction. Drain the offloading main back to No.3 tank and
Position Description Valve prepare to discharge final drainings ashore, using the spray
Open No.1 tank spray main master valve CS106 pump and No.2 port liquid arm.
Open Spray main block valve CS701 Position Description Valve
Open Spray main block valve CS705 Open No.3 tank spray pump discharge valve CS309
Open Spray main return valve to No.3 tank and CS311, CS306 Close No.3 tank spray return valve CS311
No.3 tank spray master valve Close No.1, No.3 and No.4 liquid manifold ESD CL004, CL028
valves CL040
b) Start the No.1 spray pump and cool down the spray main to Close No.2 manifold double-shut valve CL015
No.3 tank.
Open No.3 filling valves to drain offloading line CL319, CL317
CL306
c) Discharge as much as possible with the main cargo pumps, then
stop when they lose suction, continue to transfer the remaining Open No.2 manifold to spray line valve CS007
cargo to No.3 tank via the spray main line until all cargo has
been discharged from No.1 tank. i) Discharge No.3 tank to shore via the spray main using the No.3
spray pump. Continue the discharge until the spray pump loses
d) When No.1 spray pump loses suction and is stopped: suction.
j) When all of the cargo has been stripped ashore, drain the system
Position Description Valve back to the final tank. All LNG remaining in the downward
Close No.1 spray pump discharge valve CS109 leg of the shore arms and at the manifold connection is to be
drained to the tanks through the spray line assisted by nitrogen
e) When No.2 and No.4 tanks reach approximately 1.5 metres, pressure from ashore. The LNG and vapour manifolds are then
start the respective spray pumps and drain to No.3 tank. purged with nitrogen until an acceptable hydrocarbon content is
reached.
Illustration 6.6.1b Stripping and Draining without Gas Burning Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
Illustration 6.6.2a Tank Warm-Up with Gas Burning Reference Drawing: N297B PRO PFS 00010/21, Rev:200
L/D Compressors
CG613 LNG Liquid
CG565
HP003
1
E
Cold LNG Vapour
CG582 CG568 CG569 CG531
CG004
CG003
CS020
CS016
CS008
CS004
CL040
CL028
CL016
CL004
E
E
CS502
E
CG566
To Engine Metering
CS503
CG618 CG614 CG586 2
CS019
CS015
CS007
CS003
Coolers
CL039
CL027
CL015
CL003
CG526
CG619
CS505 CS504
CG549 CG548
HP011 HP004 HP002

Room CG567
CG621 CG615 CG504 CG503
CS501
3
CG617 No.1 CG572 CG573 CG537
E
To GCU
CG578
CG616 CG551 CG550
CG512
CG523
HD 1
HP007

CG511
CS704 CS703
HP012
2
CG520 CG576 CG577 CG543
CS520
CS507
CS513
CG553
HP013
CG517
CG521 CG554
LNG High
Vent Mast
CS006
CS002
CL014
CL002
CS018
CS014
CL038
CL026
CS523 CS522 CS516
CS526
CG002
CG001
CS005
CS001
CL013
CL001
CS017
CS013
Regasification
CL037
CL025
E
E
E
CG608
CS525 CS524 Plant
CS527
CG716
Low
CG723
Pressure
Vent Mast
CG605 CG604
Inert Gas/
Dry-Air
CL602
CG603
CG602
CG601
CS702
CL712
CL713
CL321
CL709
CL706
Gas Main
CS601
CL601
Vapour Main
CG703
CG701
Offloading Main
Ballast Spray Main

CG702
CL701
CS406
CS306
CS206
CS106
CL419
CL418
CL319
CL318
CL219
CL218
CL119
CL118
Mast Mast Mast Mast
CG104
CG404
CG304
CG204
CS412 CS312 CS212 CS112
CS111
CS405 CS305 CS205 CS105
CS409 CS410
CS309 CS310
CS209 CS210
CS411
CS311
CS211
CL417 CL317 CL217 CL117
CS109 CS110
CS413
CS313
CL409 CL410
CL309 CL310
CL209 CL210
CL109 CL110
CR408 CR308 CR208 CR108
CL106
CL122
CG401
CG301
CG201
CG101
CL416
CL316
CL216
CS401
CS402
CS301
CS302
CS201
CS202
CS101
CS102
CL116
CL413
CL406
CL313
CL306
CL213
CL206
CL113
CR106
CR406 CR306 CR206
CL423
CL323
CL223
CL123
(P) (P) (P) (P)
(S) (S) (S) (S)
CL403
CL402
CL303
CL302
CL203
CL202
CL103
CL102
2 1 2 1 2 1 2 1
6.6.2 Tank Warm-Up Rolling and pitching of the vessel will assist evaporation and temperature CAUTION
sensors at the aft end of the tank will give a good indication of the progress of
When returning heated vapour to the cargo tanks, the temperature
warm-up. Slight listing of the vessel will assist in correcting uneven warm-up
Introduction in any one tank.
at the heater outlet should not exceed +80°C. This is to avoid possible
damage to the cargo piping insulation and safety valves.
Tank warm-up is part of the gas freeing operations carried out prior to a dry Burning gas in the engines requires a LD compressor to be running at high
docking or when preparing tanks for internal inspection purposes. speed which in turn necessitates the use of the spray pre-cooler to maintain d) Set up the valves on the cargo tanks in accordance with the
the suction temperature below -100ºC. It will not be possible to burn gas in the following table:
The maximum amount of cargo will be discharged from all of the tanks to engines during warm-up. The amount that can be burned in the GCU will be
reduce the time necessary to vaporise the remaining liquid. severely restricted due to the low pressure available from a HD compressor or Position Description Valve
LD compressor running at low speed. Open No.1 tank filling valves CL106, CL118
When all of the cargo has been discharged, the vessel will either proceed to
sea or remain alongside the terminal, where any remaining liquid is vaporised Open No.2 tank filling valves CL206, CL218
Gas burning should continue as long as possible, normally until all the liquid
before the tanks are warmed-up. has evaporated and the tank pressures start to fall. Open No.3 tank filling valves CL306, CL318
Open No.4 tank filling valves CL406, CL418
In the first step, hot vapour is introduced through the filling lines to the bottom If not all of the tanks have to be warmed-up, the same procedure as for all tanks Open No.1 tank vapour valves CG101, CG104
of the tanks to facilitate the evaporation of any liquid remaining in the tanks. has to be followed. Any tanks that are to be inspected have to be completely Open No.2 tank vapour valves CG201, CG204
isolated from the other tanks.
The second step, when the tank pressures have stabilised and any liquid Open No.3 tank vapour valves CG301, CG304
hydrocarbons remaining in the cargo tanks have vaporised, is to introduce hot Open No.4 tank vapour valves CG401, CG404
vapour through the vapour piping at the top of the tanks. Procedure to Use the Loading Main for LNG Vaporisation
(Step 1) with Gas Burning e) On the HD compressors, open the following valves:
Excess vapour generated during the warm-up operation is directed to the GCU
when at sea and the vent mast if required, or returned to shore if in port. During the tank warm-up, gas burning may be used by directing some vapour Position Description Valve
output via No.1 LD compressor and No.1 after-heater/cooler to the GCU, while Open Vapour header to compressor supply line CG601
After all the liquid which cannot be pumped has been vaporised, the flow in the the bulk is sent via the HD compressors and HD heaters to the cargo tanks.
tanks is reversed to increase the thermal exchange. Cold gas is sucked from the Open No.1 compressor inlet valve CG540
Manual control of the operation is carried out from the CCR.
tank bottom and warm gas is sent to the tank top so that the gas heater may be Open No.2 compressor inlet valve CG543
used with its maximum output. a) Fit the elbow piece in the HD heater output line to the loading Open No.1 compressor outlet valve CG574
main at valve CL605. Open No.2 compressor outlet valve CG576
The warm-up operation continues until the temperature at the coldest point Auto No.1 compressor surge valve CG552
of the insulation space barrier of each tank reaches +5°C, ie, higher than the b) Prepare the HD heater for use. It is assumed that the automatic
dew point of the inert gas, this is to avoid the water content in the inert gas Auto No.2 compressor surge valve CG553
gas burning system is already in use.
condensing in the tank. Open HD compressor outlet crossover to HD CG508
heater
The warm-up operation requires a period of time depending on both the amount
and the composition of liquid remaining in the tanks, and the temperature of Automatic HD heater inlet control valve CG511
f) Set the vent valve CG702 to 19kPa if required for safety reasons
the tanks and insulation spaces. Generally, the HD heater will take about 42 Automatic HD heater temperature control valve CG512
until the pressures stabilise.
hours using gas to shore or at sea with both gas burning and use of the vent Open HD heater inlet block valve CG508
mast. Open HD heater outlet valve CG523 g) Start the HD compressors from the IAS or manually.
Open HD outlet crossover to loading main CG605
Initially, the tank temperatures will rise slowly as evaporation of the LNG h) Adjust the temperature set point on the HD heater for +80°C.
proceeds, accompanied by high vapour generation. A vapour generation Open Liquid/vapour connection valve CL602
This should be done very slowly, allowing the auto gas burning
rate of approximately 8,000m3/h at 60°C can be expected. On completion system to absorb the pressure rise. Where the vessel is alongside,
of evaporation, tank temperatures will rise rapidly and the rate of vapour CAUTION
the vapour generated can be returned to shore.
generation will fall to between 1,000 and 2,000m3/h at steadily increasing The HD heater should be thoroughly preheated with steam before the
temperatures. Temperatures within the tank and primary insulation spaces are admission of methane vapour. This is to prevent ice formation. i) Monitor the tank pressure, manually adjust the HD compressors
indicated at the IAS.
to maintain tank pressure initially between 10kPa and 19kPa,
c) The automatic gas control system should contain and distribute and eventually as low as practicable while maintaining the
the generated vapour. 2.0kPa IBS/tank differential.
Illustration 6.6.2b Tank Warm-Up - Venting 1st Stage Reference Drawing: N297B PRO PFS 00010/21, Rev:200
Key

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CARGO OPERATING MANUAL

FSRU HÖEGH GALLANT - HN 2550

IMO No: 9653678 / Issue 1 (2017.02.01)

Produced by: Worldwide Marine Technology Limited, UK

IMO No: 9653678 / Issue 1 (2017.02.01)  Index

IMO No: 9653678 / Issue 1 (2017.02.01)  Index

IMO No: 9653678 / Issue 1 (2017.02.01)  Index

IMO No: 9653678 / Issue 1 (2017.02.01)  Index

8.9 Propane Circulating Pump ������������������������������������ 8 - 15

IMO No: 9653678 / Issue 1 (2017.02.01)  Index

IMO No: 9653678 / Issue 1 (2017.02.01)  Index

Deeside, Flintshire, 1.1.3 Tank Capacity Tables Jan 2017

IMO No: 9653678 / Issue 1 (2017.02.01)  Index

IMO No: 9653678 / Issue 1 (2017.02.01) 10 Index

IMO No: 9653678 / Issue 1 (2017.02.01) 11 Index

IMO No: 9653678 / Issue 1 (2017.02.01) 12 Index

IMO No: 9653678 / Issue 1 (2017.02.01) 13 Index

IMO No: 9653678 / Issue 1 (2017.02.01) 14 Index

IMO No: 9653678 / Issue 1 (2017.02.01) 15 Index

Globe Valve Butterfly Valve (Open/Closed) LNG Vapour

3-Way Globe Valve 3-Way Ball Valve Compressed Air

Self-Acting Back-Pressure Instrumentation

Pressure Reducing Valve Ball Float Check Valve

IMO No: 9653678 / Issue 1 (2017.02.01) 16 Index

IAHL Remote Quantity Indicator

Scupper Deck Stand for Manual Level Gauge Deck Stand LS

Cap Nut Ullage Stand

Air Filter/Regulator Orifice Horn (Phone) Vacuum Breaker XX Remotely Mounted

Hull Distance Piece High Velocity HH

IMO No: 9653678 / Issue 1 (2017.02.01) 17 Index

IMO No: 9653678 / Issue 1 (2017.02.01) 18 Index

No.2 Oily No.1 Oily

Bonded Crew’s Ordinary

Reference Drawing: 1G-7000-201-300

4th 3rd 3rd Locker 2nd

Reference Drawing: 1G-7000-201-300

E Deck Nav Deck

C/D Chief Engineer’s

Reference Drawing: 1G-7000-201-300

Ship to ship hose: 10”x18.5m - 7 each incl. one spare.

CARGO TANKS FRESH WATER TANKS SG: 1.000

LUBRICATING OIL TANKS SG: 0.900

Compartment Location Capacities Centre of Gravity

MISCELLANEOUS TANKS SG: 1.000

Compartment Location Capacities Centre of Gravity

l) ILO Guide to Safety and Health in Dock Work, 1977 and

1.3.1 Cargo Containment System Principle

The boundaries of the tanks are as follows:

Plywood Stainless Steel

R-PU Foam 100mm

Top Bridge Pad

Secondary Barrier Flat Panel

Flat Joint Primary Barrier Knot

R-PU Foam 100mm

R-PU Foam 170mm

Grade A Grade E(4) Grade E(4)

Grade A(1) Grade A

If a cold spot is detected either by the inner hull temperature measurement

Mark III Cargo Tank Internal View

Stripping Pump Pipe

Platform 5 Cargo Pump

Radar System Support Ladder 3

Cargo Pump Support

Stripping Pump Connection

IMO No: 9653678 / Issue 1 (2017.02.01) Index

IMO No: 9653678 / Issue 1 (2017.02.01) Index

IMO No: 9653678 / Issue 1 (2017.02.01) Index

IMO No: 9653678 / Issue 1 (2017.02.01) Index

8.9 Propane Circulating Pump �� 8 - 15

IMO No: 9653678 / Issue 1 (2017.02.01) Index

IMO No: 9653678 / Issue 1 (2017.02.01) Index

Deeside, Flintshire, 1.1.3 Tank Capacity Tables Jan 2017

IMO No: 9653678 / Issue 1 (2017.02.01) Index

Mark III Cargo Tank Internal View

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases

IMO No: 9653678 / Issue 1 (2017.02.01) 2- Part 2: Properties of Gases