Al Nuaman Cargo Operating Manual

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Al Nuaman Cargo Operating Manual

CARGO OPERATING MANUAL Section 2: Properties of LNG 3.2.2a IAS Operator Station Panel
3.2.2b Input Panel
List of Contents 3.2.3a Cargo Main Screen Shot
2.1 Properties of LNG
Issue and Update Control 3.2.3b IAS Example Screen Display
2.1.1 Physical Properties and Composition of LNG 3.2.3c Cargo Tank Pump Start Permissive Screen Shot
Cargo and Machinery Symbols and Colour
Illustrations 3.2.3d No.1 Cargo Tank Screen Shot
Scheme 3.2.3e Operational Faceplates
Introduction 2.1.1a Physical Properties of LNG 3.2 4a Extension Alarm Control Panel System Architecture
2.1.1b Composition of Typical LNG 3.2.4b Watch Call Panels
2.1.1c Variation of Boiling Point of Methane with Pressure 3.2.4c Patrol Man Sequence
2.1.1d Properties of Methane
Section 1: Design Concept of the Vessel
2.1.1e Relative Density of Methane and Air
3.3 Custody Transfer System (CTS)
1.1 Principal Particulars 3.3.1 Radar Primary System (Radar Gauges and Custody
2.2 Characteristics of LNG
1.1.1 Principal Particulars of the Ship Transfer System)
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures 3.3.2 Float Level Gauge
1.1.2 Principal Particulars of Cargo Equipment and Machinery
2.2.2 Supplementary Characteristics 3.3.3 Independent High Level Alarm System
1.1.3 General Arrangement
1.1.4 Tank Capacity Tables Illustrations 3.3.4 Trim and List Indicator
3.3.5 Loading Computer
Illustrations 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2a Structural Steel Ductile to Brittle Transition Curve Illustrations
1.1.3a General Arrangement
1.1.3b Accommodation D Deck and Navigation Bridge 3.3.1a CTS Main Screen Shot
Arrangement 2.3 Health Hazards 3.3.1b CTS CT1 Configuration Screen Shot
1.1.3c Accommodation B Deck and C Deck Arrangement 3.3.1c Radar Gauge System
1.1.3d Accommodation Upper Deck and A Deck Arrangement Illustrations 3.3.1d CTS Flow Diagrams
3.3.1e Custody Transfer Data
2.3a Methane Safety Card 3.3.1f Certificate of Loading
1.2 Rules and Regulations 2.3b Methane Spec Graphs 3.3.2a Whessoe Gauge System
2.3c Nitrogen Safety card 3.3.2b Flotation Graph for PVC
3.3.2c Whessoe Float Level Gauge
1.3 Cargo System Technology 3.3.2d Whessoe Float Gauge with FLIV Valve
Section 3: Integrated Automation System (IAS)
1.3.1 Cargo Containment System Principle 3.3.3a High Level and Overfill Alarm System
1.3.2 Gaz Transport Cargo Containment 3.3.4a Trim and List Indicators
3.1 Cargo Control Room Arrangement 3.3.4b Trim and List Sensor
Illustrations
3.3.5a Loading Computer Set-up
1.3.1a Cargo Tank Lining Reinforcement Illustrations
3.3.5b Example of SM88 Load Plan Screen Shot (i)
1.3.2a Construction of Containment System - Flat Area 3.1a Cargo Control Room Layout 3.3.5c Example of SM88 Load Plan Screen Shot (ii)
1.3.2b Arrangement of Transverse Corner 3.1b Cargo Control Room Console Arrangement 3.3.5d Ship Manager Screen
1.3.2c Longitudinal Dihedron 3.3.5e Example of GZ Graph Screen Shot
1.3.2d Prefabricated Invar Tube Combined with Perlite Box 3.3.5f Example of GM Curve Screen Shot
3.2 Integrated Alarm and Control System
1.3.2e Pump Column Base Support
3.2.1 Integrated Alarm and Control System Overview
3.2.2 IAS Operator Station
1.4 Hazardous Areas and Gas Dangerous Zone Plan 3.2.3 Screen Displays
3.2.4 Extension Alarm System
Illustration Illustrations
1.4a Gas Hazard Area Plan 3.2.1a IAS System Screen Shot
3.2.1b IAS Overview Cargo Screen Shot
3.2.1c IAS Symbols Screen Shot
3.2.1d IAS Overview Machinery Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 1 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Section 4: Cargo and Ballast Systems 4.5 Cargo Heater 4.9 Inert Gas Generator
4.5.1 High Duty Gas Heater 4.9.1 Inert Gas System
4.1 Cargo Manifold 4.9.2 Operation of the Main System
Illustration
4.1.1 Cargo Manifold System Illustrations
4.5.1a High Duty Heater Screen Shot
4.1.2 Cargo Strainers 4.9.1a Inert Gas System in the Engine Room
Illustrations 4.9.1b Inert Gas Generator Screen Shot
4.6 LNG Vaporiser
4.9.1c Inert Gas Generator Manual and Touch Screen Control
4.1.1a Cargo Manifold System
Illustration Panels
4.1.1b Cargo Manifold Screen Shot
4.9.1d Inert Gas Generator Dryer Control Panel
4.1.2a Cargo Strainer 4.6a LNG Vaporiser Screen Shot 4.9.1e Inert Gas Generator Blower Local Control Panel
4.9.1f Inert Gas Generator Chiller Control Panel
4.2 Cargo Piping System 4.7 Reliquefaction Plant 4.9.2a Inert Gas Generator Touch Screen Control Panel
4.2.1 Cargo Piping
4.2.2 Cargo Pipe Insulation Illustrations 4.10 Fixed Gas Sampling and Gas Detection Systems

Illustrations 4.7a Nitrogen Compander System Illustrations


4.7b Reliquefaction in Normal Mode 4.10a Fire and Gas Detection System Screen Shot
4.2.1a Cargo Piping System 4.7c Reliquefaction in Excess BOG Mode
4.2.1b Cargo Piping System (Simplified) 4.10b Gas Detection System
4.7d Reliquefaction in Free-Flow Mode 4.10c SW2020 Gas Detection Panels
4.2.1c No.4 Cargo Tank Arrangement 4.7e IAS Layout
4.2.2a Pipe Insulation 4.10d Gas Detection System (i)
4.7f Reliquefaction in Waste Gas/Vent Gas Mode 4.10e Gas Detection System (ii)
4.7g Reliquefaction Plant Cold Box and Separator 4.10f CS3000 Gas Detection Panels
4.3 Cargo Pumps 4.7h Reliquefaction Separator
4.7i Reliquefaction System Gas Analyser
4.3.1 Main Cargo Pumps 4.11 Emergency Shutdown Systems
4.7j Reliquefaction Nitrogen Compander
4.3.2 Stripping/Spray Pumps
4.7k Reliquefaction Plant Fresh Water Cooling System 4.11.1 Emergency Shutdown and Tank Protection Systems
4.3.3 Emergency Cargo Pump
4.7l Main Reliquefaction Booster Compander Screen Shot 4.11.2 Pneumatic Emergency Shutdown System
Illustrations 4.7m Nitrogen Seal Gas System
4.7n Main Reliquefaction Plant IAS Screen Shot Illustrations
4.3.1a Main Cargo Pump
4.7o Reliquefaction BOG Compressor Gas Management System 4.11.1a ESDS Overview Screen Shot
4.3.1b ‘10 Step’ Start/Stop Sequence
IAS Screen Shot 4.11.1b ESDS on Deck Screen Shot
4.3.1c ‘10 Step’ Start Sequence
4.7p GCU Main Screen Shot 4.11.1c Emergency Shutdown System Architecture
4.3.1d ‘5 Step’ Start Sequence
4.7q Excess BOG Using HD Compressor 4.11.1d Emergency Shutdown Block Diagram
4.3.1e ‘5 Step’ Start/Stop Sequence
4.7r No.1 Reliquefaction Compander IAS Screen Shot 4.11.1e ESD Cause and Effect Chart
4.3.1f Start Prevention Sequence
4.7s Reliquefaction Plant ‘Yellow Page’ IAS Screen Shot 4.11.1f Control Flow Chart for ESDS
4.3.2a Cargo Stripping/Spray Pump
4.7t Reliquefaction Cause and Effect IAS Screen Shot 4.11.1g ESDS Panel Cargo Control Room
4.3.2b Stripping/Spray Pump Start/Stop
4.7u No.1 Reliquefaction Compander Start and Stop Sequence 4.11.1h Fibre-Optic/Electric System Configuration Module
4.3.2c Block Restart of Stripping Pump
IAS Screen Shot 4.11.1i Emergency Shutdown System Telephone
4.3.3a Emergency Cargo Pump
4.3.3b Emergency Cargo Pump Screen Shot 4.11.1j Ship-Side Connector Box
4.8 Nitrogen Generator 4.11.2a Emergency Shutdown Pneumatic System
4.11.2b Emergency Air System
4.4 Cargo Compressors
Illustrations
4.4.1 High Duty Compressor 4.12 Relief Systems
4.8a Nitrogen Generator Screen Shot
Illustration 4.8b Nitrogen Generator System 4.12.1 Cargo Tank Relief Valves
4.8c Nitrogen Generator Control Panel 4.12.2 Insulation Space Relief Valves
4.4.1a No.1 High Duty Compressor Screen Shot
4.8d Kaeser Nitrogen Generator Control Panel 4.12.3 Pipeline Relief Valves
4.8e Barrier Pressurising System Screen Shot
4.8f Nitrogen Generator Control Panels
4.8g Nitrogen System on Deck

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 2 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Illustrations 5.3 Cofferdam Heating System 5.4.7h Fire Detection Equipment - Engine Room 2nd Deck
5.4.7i Fire Detection Equipment - Engine Room 1st Deck
4.12.1a Pressure Relief Valve Operation 5.3.1 Cofferdam Heating and Control
5.4.7j Fire Detection Equipment - Engine Room Casing and
4.12.1b Cargo Tank Pressure and Level Control 5.3.2 Hull Ventilation
Accommodation Upper Deck
4.12.1c Cargo Tank Level and Pressure Screen Shot
Illustrations 5.4.7k Fire Detection Equipment - Engine Room Casing and
4.12.2a Pilot Operated Safety Relief Valve
5.3.1a Glycol Heating Screen Shot Accommodation A Deck
4.12.2b Liquid Dome Vent
5.3.1b Cofferdam Heating Screen Shot 5.4.7l Fire Detection Equipment - Engine Room Casing and
4.12.3a Typical Pipeline Relief Valve
5.3.1c Liquid Dome Heating Screen Shot Accommodation B Deck
5.3.2a Cargo Area Fans Screen Shot 5.4.7m Fire Detection Equipment - Engine Room Casing and
4.13 Ballast Level and Ship’s Draught Gauging System Accommodation C Deck
5.3.2b Inert Gas/Dry-Air to Deck Spaces
4.13.1 Ballast Piping System 5.3.2c Hull Ventilation 5.4.7n Fire Detection Equipment - Engine Room Casing and
4.13.2 Remote Level and Draught Indicating System Accommodation D Deck
4.13.3 Ballast Exchange System 5.4.7o Fire Detection Equipment - Navigation Bridge
5.4 Fire Fighting Systems Arrangement
Illustrations 5.4.7p Fire Detection Equipment - Upper Deck and Trunk
5.4.1 Introduction
4.13.1a Ballast System Screen Shot 5.4.2 Engine Room and Deck Fire Main Systems Decking (i)
4.13.1b Ballast Pumps Screen Shot 5.4.3 Water Spray System 5.4.7q Fire Detection Equipment - Upper Deck and Trunk
4.13.1c Ballast System 5.4.4 Deck Dry Powder System Decking (ii)
4.13.1d Ballast Pump Strip Sequence Screen Shot 5.4.5 NOVEC 1230 Fire Extinguishing System 5.4.7r Fire Detection Equipment - Bosun Store
4.13.2a Remote Level and Draught Indicating System 5.4.6 High Expansion Foam System 5.4.7s Fire Detection Equipment - Fore Side Elevation and
Architecture 5.4.7 Fire Detection System Midship Section
4.13.2b Remote Level and Draught Indicating System 5.4.8 Fire Fighting Plans 5.4.7t Fire Detection Equipment - Aft Side Elevation
4.13.3a Ballast Exchange Screen Shot 5.4.9 Lifesaving Equipment and Escape Routes 5.4.8a Fire Fighting Symbols
4.13.3b Ballast Exchange Sequences 5.4.10 Quick-Closing Valves, Fire Dampers and Emergency Stops 5.4.8b Fire Fighting Equipment - Engine Room Floor
4.13.3c Ballast Exchange Flow Charts 5.4.11 Engine Room Water-Based Fire Fighting System 5.4.8c Fire Fighting Equipment - Engine Room 3rd Deck
4.13.3d Ballast Pump Fill Sequence Screen Shot 5.4.8d Fire Fighting Equipment - Engine Room 2nd Deck
Illustrations 5.4.8e Fire Fighting Equipment - Engine Room 1st Deck
4.13.3e Ballast Pump Empty Sequence Screen Shot
4.13.3f Ballast Pump Sea To Sea Sequence Screen Shot 5.4.1a Fire Control Station Arrangement 5.4.8f Fire Fighting Equipment - Engine Room Casing and
4.13.3g Ball Pump Stop Sequence Screen Shot 5.4.1b Fire Fighting Techniques - Fire Hoses Accommodation Upper Deck
5.4.1c Fire Fighting Techniques - Portable Extinguishers 5.4.8g Fire Fighting Equipment - Engine Room Casing and
5.4.2a Fire Hydrant System in the Engine Room Accommodation A Deck
5.4.2b Deck Fire Main System 5.4.8h Fire Fighting Equipment - Engine Room Casing and
Section 5: Cargo Auxiliary and Deck System 5.4.2c Emergency Fire Pump System Accommodation B Deck
5.4.3a Water Spray System (i) 5.4.8i Fire Fighting Equipment - Engine Room Casing and
5.1 Temperature Monitoring System 5.4.3b Water Spray Pump Control Screen Shot Accommodation C Deck
5.4.3c Water Spray System (ii) 5.4.8j Fire Fighting Equipment - Engine Room Casing and
Illustrations 5.4.4a Dry Powder Fire Extinguishing System Accommodation D Deck
5.4.5a NOVEC 1230 Fire Suppression System (i) 5.4.8k Fire Fighting Equipment - Navigation Bridge
5.1a Cargo Tank Temperature Screen Shot
5.4.5b NOVEC 1230 Fire Suppression System (ii) Arrangement
5.1b Temperature Sensors on the Inner Hull and Cofferdam
5.4.5c NOVEC 1230 Fire Suppression System (iii) 5.4.8l Fire Fighting Equipment - Upper Deck and Trunk
5.4.5d NOVEC 1230 Typical Release System Decking (i)
5.2 Primary and Secondary Insulation Space Nitrogen Pressurisation 5.4.6a Engine Room High Expansion Foam System 5.4.8m Fire Fighting Equipment - Upper Deck and Trunk
and Control System 5.4.6b High Expansion Foam Control Panel Decking (ii)
5.4.7a Fire and Gas Detection System Screen Shot 5.4.8n Fire Fighting Equipment - Bosun Store
Illustrations 5.4.7b Fire Detection System 5.4.8o Fire Fighting Equipment - Fore Side Elevation and
5.2a Barrier Pressurising System Screen Shot 5.4.7c CS3000 Fire Detection Repeater Panel Midship Section
5.2b Nitrogen System on Deck 5.4.7d Fire Detection Panel 5.4.8p Fire Fighting Equipment - Aft Side Elevation
5.4.7e Fire Detection Symbols 5.4.9a Lifesaving Equipment Symbols
5.4.7f Fire Detection Equipment - Engine Room Floor 5.4.9b Lifesaving Equipment and Escape Routes - Engine Room
5.4.7g Fire Detection Equipment - Engine Room 3rd Deck Floor

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 3 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
5.4.9c Lifesaving Equipment and Escape Routes - Engine Room 5.7.4 Aft Emergency Towing Equipment 6.2.3b Gassing-Up Cargo Tanks (Step Two - To Shore)
3rd Deck 6.2.3c Gassing-Up Cargo Tanks (Step Two - To GCU)
Illustrations
5.4.9d Lifesaving Equipment and Escape Routes - Engine Room 6.2.4a Initial Cooldown - Return to Shore
2nd Deck 5.7.1a Typical Mooring Arrangement 6.2.4b Initial Cooldown - Return to GCU
5.4.9e Lifesaving Equipment and Escape Routes - Engine Room 5.7.1b Anchor Windlass and Mooring Winch Hydraulic System
1st Deck 5.7.1c Aft Hydraulic Control Box
6.3 Loading and Deballasting
5.4.9f Lifesaving Equipment and Escape Routes - Engine Room 5.7.1d Aft Deck Mooring Hydraulic System Valve Positions
Casing and Accommodation Upper Deck 5.7.1e Forward Deck Anchoring and Mooring Hydraulic System 6.3.1 Preparations for Loading
5.4.9g Lifesaving Equipment and Escape Routes - Engine Room Valve Positions 6.3.2 Cargo Line Cooldown
Casing and Accommodation A Deck 5.7.1f Fire Wire Reel 6.3.3 Loading Cargo with Vapour Return to Shore via the
5.4.9h Lifesaving Equipment and Escape Routes - Engine Room 5.7.2a Anchor Arrangement High Duty Compressor
Casing and Accommodation B Deck 5.7.2b Cable Stopper 6.3.4 Operating Procedure for Draining and Purging
5.4.9i Lifesaving Equipment and Escape Routes - Engine Room 5.7.3a Forward Emergency Towing Arrangement Discharging/Loading Arms
Casing and Accommodation C Deck 5.7.4a Aft Emergency Towing Arrangement 6.3.5 Deballasting
5.4.9j Lifesaving Equipment and Escape Routes - Engine Room Illustrations
Casing and Accommodation D Deck 5.8 Lifting Equipment
5.4.9k Lifesaving Equipment and Escape Routes - Navigation 6.3.1a Preparations for Loading
Bridge Arrangement 6.3.2a Cooling Down and Loading Flow Chart
Illustrations
5.4.9l Lifesaving Equipment and Escape Routes - Upper Deck 6.3.2b Cargo Line Cooldown
and Trunk Decking (i) 5.8a Hose Handling Crane 6.3.3a Cargo Loading Screen Shot
5.4.9m Lifesaving Equipment and Escape Routes - Upper Deck 5.8b Provisions Crane 6.3.3b Cargo Loading
and Trunk Decking (ii) 6.3.4a Cargo Manifold Screen Shot
5.49n Lifesaving Equipment and Escape Routes - Bosun Store 6.3.4b Manifold - Shore Lines Draining
5.4.9o Lifesaving Equipment and Escape Routes - Fore Side 6.3.5a Ballast System Screen Shot
Section 6: Cargo Operations 6.3.5b Deballasting
Elevation and Midship Section
5.4.9p Lifesaving Equipment and Escape Routes - Aft Side 6.3.5c Ballast Pumps Screen Shot
Elevation 6.1 Insulation Space Pressurising 6.3.5d Educting
5.4.10a Quick-Closing Valves and Fire Dampers 6.1.1 Insulation Space Inerting
5.4.10b Closing Damper Control System 6.1.2 In-Service Test 6.4 Loaded Voyage with Boil-off Gas Reliquefaction
5.4.11a Hypermist System
Illustrations 6.4.1 Loaded Voyage with BOG Reliquefaction
5.4.11b Hypermist Control Panel
6.1.1a Insulation Space Evacuation Illustrations
6.1.1b Barrier Pressurising System Screen Shot
5.5 Cargo Machinery Fresh Water Cooling System 6.4.1a Main Reliquefaction Plant Screen Shot
6.1.1c Insulation Space Filling from Shore
6.4.1b Cargo Vent Control Block Diagram
Illustration 6.1.1d Insulation Space Pressurisation
6.4.1c Cargo Vent Mast Screen Shot
5.5a Reliquefaction Plant Fresh Water Cooling System 6.4.1d Loaded Voyage with Full Reliquefaction
6.2 Post Dry Dock and Pre-loading Operations 6.4.1e Loaded Voyage with Excess BOG to GCU
6.2.1 Drying Cargo Tanks 6.4.1f Reliquefaction Loaded Voyage with Excess BOG and
5.6 Passageways and Forward Bilge System Only One BOG Compressor
6.2.2 Inerting Cargo Tanks
6.2.3 Gassing-Up Cargo Tanks 6.4.1g GCU Main Screen Shot
Illustrations
6.2.4 Cooling Down Cargo Tanks
5.6a Cargo Bilge, Fire and GS Pumps Screen Shot
Illustrations 6.5 Discharging and Ballasting
5.6b Cargo Bilge Screen Shot
5.6c Forward Bilge System 6.2.1a Cargo Overview Screen Shot 6.5.1 Preparations for Discharging
6.2.1b Inert Gas Generator Screen Shot 6.5.2 Liquid Line Cooldown Before Discharging
6.2.1c Drying Cargo Tanks (Summer) 6.5.3 Arm Cooldown Before Discharging
5.7 Mooring and Anchoring
6.2.1d Drying Cargo Tanks (Winter) 6.5.4 Discharging With Vapour Return from Shore
5.7.1 Mooring Arrangement 6.2.2a Inerting Cargo Tanks 6.5.5 Discharging Without Vapour Return from Shore
5.7.2 Anchoring Arrangement 6.2.2b Drying and Inerting Cargo Tanks with Nitrogen 6.5.6 Ballasting
5.7.3 Forward Emergency Towing Equipment 6.2.3a Gassing-Up Cargo Tanks (Step One - Venting)

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 4 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Illustrations 6.8 One Tank Operations 7.5 Fire and Emergency Breakaway
6.5.1a Preparations for Discharging 6.8.1 Warm-Up
6.5.1b Discharge at South Hook Flow Chart 6.8.2 Gas Freeing
7.6 Ship-to-Ship Transfer
6.5.2a No.1 Cargo Tank Screen Shot 6.8.3 Aerating
6.5.2b Cargo Tank Pump Start Permissive Screen Shot 6.8.4 One Tank Drying 7.6.1 General Safety
6.5.2c Liquid Line Cooldown Before Discharge 6.8.5 Inerting at Sea 7.6.2 Pre-Mooring Preparations
6.5.3a Arm Cooldown Before Discharge 6.8.6 One Tank Gassing-up at Sea 7.6.3 Mooring
6.5.4a Cargo Unloading Screen Shot 6.8.7 One Tank Cooldown at Sea 7.6.4 Transfer Operations
6.5.4b Discharge With Vapour Return from Shore 7.6.5 Unmooring
Illustrations
6.5.5a Discharge Without Vapour Return from Shore
6.5.6a Ballast System Screen Shot 6.8.1a One Tank Warm-Up with Reliquefaction
7.7 Cold Spots on Inner Hull
6.5.6b Ballast Pumps Screen Shot 6.8.1b One Tank Warm-Up with Reliquefaction - GCU
6.5.6c Ballasting 6.8.2a One Tank Gas Freeing with Reliquefaction
6.8.3a One Tank Aeration with Reliquefaction 7.8 LNG Jettison
6.8.4a One Tank Drying with Reliquefaction
6.6 Ballast Passage
6.8.5a One Tank Inerting with Reliquefaction Illustration
6.6.1 Ballast Voyage with Reliquefaction 6.8.6a One Tank Gassing-Up with Reliquefaction
6.6.2 Cooling Down Cargo Tanks Prior to Arrival 6.8.7a One Tank Cooling Down with Reliquefaction 7.8a LNG Jettison
6.6.3 Sloshing Inside the Cargo Tanks
Illustrations 7.9 Vent Mast on Fire

6.6.1a Ballast Voyage With Reliquefaction Section 7: Emergency Procedures


6.6.1b Ballast Voyage With Reliquefaction - Free-Flow
6.6.1c Ballast Voyage Without Reliquefaction - Free-Flow to GCU 7.1 LNG Vapour Leakage to Barrier
6.6.1d Off-Gas Flow vs. Inlet Supply Pressure at 20% CH4 and
80% N2 Illustrations
6.6.2a Cooling Down Prior to Arrival
7.1a Insulation Space Purge
7.1b Insulation Space Evacuation
6.7 Pre Dry Dock Operations
6.7.1 Stripping and Line Draining 7.2 LNG Liquid Leakage to the Primary Barrier
6.7.2 Tank Warm-Up
6.7.3 Gas Freeing Illustrations
6.7.4 Aerating 7.2a Portable Liquid Level Gauge
Illustrations 7.2b Barrier Punch System
6.7.1a Cargo Overview Screen Shot
6.7.1b No.1 Cargo Tank Screen Shot 7.3 Water Leakage to Barrier
6.7.1c Stripping and Draining
6.7.2a Warming-Up Cargo Tanks - Venting Illustration
6.7.2b Warming-Up Cargo Tanks - GCU 7.3a Water Evacuation from Secondary Insulation Space
6.7.3a Gas Freeing Cargo Tanks - Venting
6.7.3b Gas Freeing Cargo Tanks - GCU
6.7.3c Gas Freeing - Liquid Line 7.4 Emergency Cargo Pump Installation
6.7.3d Gas Freeing - Spray Line
Illustrations
6.7.3e Gas Freeing - Gas and Vapour Lines
6.7.3f Gas Freeing Machinery Room - Inert Gas 7.4a Emergency Cargo Pump Davit Assembly
6.7.3g Gas Freeing Machinery Room - Nitrogen 7.4b Emergency Cargo Pump Installation Sequence (i)
6.7.4a Aerating Cargo Tanks 7.4c Emergency Cargo Pump Installation Sequence (ii)
7.4d Emergency Cargo Pump Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 5 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Issue and Update Control This manual was produced by: Item Issue 1 Issue 2 Issue 3
Text
This manual is provided with a system of issue and update control.
WORLDWIDE MARINE TECHNOLOGY LTD. 1.1 Principal Particulars May 2010
1.1.1 Principal Particulars of the Ship May 2010
Controlling documents ensures that: 1.1.2 Principal Particulars of Cargo Equipment and May 2010
For any new issue or update contact:
Machinery
• Documents conform to a standard format; 1.1.3 General Arrangement May 2010
The Technical Director 1.1.4 Tank Capacity Tables May 2010
• Amendments are carried out by relevant personnel; Dee House Illustrations
Zone 2 1.1.3a General Arrangement May 2010
• Each document or update to a document is approved before Parkway 1.1.3b Accommodation D Deck and Navigation Bridge May 2010
issue; Arrangement
Deeside Industrial Park 1.1.3c Accommodation B Deck and C Deck Arrangement May 2010
• A history of updates is maintained; CH5 2NS 1.1.3d Accommodation Upper Deck and A Deck Arrangement May 2010
UK Text
• Updates are issued to all registered holders of documents; 1.2 Rules and Regulations May 2010
E-Mail: [email protected] 1.3 Cargo System Technology May 2010
• Sections are removed from circulation when obsolete. 1.3.1 Cargo Containment System Principle May 2010
1.3.2 Gaz Transport Cargo Containment May 2010
Document control is achieved by the use of the footer provided on every page Illustrations
and the issue and update table below. 1.3.1a Cargo Tank Lining Reinforcement May 2010
1.3.2a Construction of Containment System - Flat Area May 2010
In the right-hand corner of each footer are details of the pages section number 1.3.2b Arrangement of Transverse Corner May 2010
and title followed by the page number of the section. In the left-hand corner of 1.3.2c Longitudinal Dihedron May 2010
each footer is the issue number. 1.3.2d Prefabricated Invar Tube Combined with Perlite Box May 2010
1.3.2e Pump Column Base Support May 2010
Details of each section are given in the first column of the issue and update Text
control table. The table thus forms a matrix into which the dates of issue of the 1.4 Hazardous Areas and Gas Dangerous Zone Plan May 2010
original document and any subsequent updated sections are located. Illustration
1.4a Gas Hazard Area Plan May 2010
The information and guidance contained herein is produced for the assistance Text
of certificated officers who by virtue of such certification are deemed 2.1 Properties of LNG May 2010
competent to operate the vessel to which such information and guidance refers.
2.1.1 Physical Properties and Composition of LNG May 2010
Any conflict arising between the information and guidance provided herein and
Illustrations
the professional judgement of such competent officers must be immediately
2.1.1a Physical Properties of LNG May 2010
resolved by reference to the Teekay Technical Operations Office.
2.1.1b Composition of Typical LNG May 2010
2.1.1c Variation of Boiling Point of Methane with Pressure May 2010
2.1.1d Properties of Methane May 2010
2.1.1e Relative Density of Methane and Air May 2010
Text
2.2 Characteristics of LNG May 2010
2.2.1 Flammability of Methane, Oxygen and Nitrogen May 2010
Mixtures
2.2.2 Supplementary Characteristics May 2010
Illustrations
2.2.1a Flammability of Methane, Oxygen and Nitrogen May 2010
Mixtures
2.2.2a Structural Steel Ductile to Brittle Transition Curve May 2010

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 6 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Text 3.3.2b Flotation Graph for PVC May 2010 4.4 Cargo Compressors May 2010
2.3 Health Hazards May 2010 3.3.2c Whessoe Float Level Gauge May 2010 4.4.1 High Duty Compressor May 2010
Illustrations 3.3.2d Whessoe Float Gauge with FLIV Valve May 2010 Illustration
2.3a Methane Safety Card May 2010 3.3.3a High Level and Overfill Alarm System May 2010 4.4.1a No.1 High Duty Compressor Screen Shot May 2010
2.3b Methane Spec Graphs May 2010 3.3.4a Trim and List Indicators May 2010 Text
2.3c Nitrogen Safety card May 2010 3.3.4b Trim and List Sensor May 2010 4.5 Cargo Heater May 2010
Text 3.3.5a Loading Computer Set-up May 2010 4.5.1 High Duty Gas Heater May 2010
3.1 Cargo Control Room Arrangement May 2010 3.3.5b Example of SM88 Load Plan Screen Shot (i) May 2010 Illustration
Illustrations 3.3.5c Example of SM88 Load Plan Screen Shot (ii) May 2010 4.5.1a High Duty Heater Screen Shot May 2010
3.1a Cargo Control Room Layout May 2010 3.3.5d Ship Manager Screen May 2010 Text
3.1b Cargo Control Room Console Arrangement May 2010 3.3.5e Example of GZ Graph Screen Shot May 2010 4.6 LNG Vaporiser May 2010
Text 3.3.5f Example of GM Curve Screen Shot May 2010 Illustration
3.2 Integrated Alarm and Control System May 2010 Text 4.6a LNG Vaporiser Screen Shot May 2010
3.2.1 Integrated Alarm and Control System Overview May 2010 4.1 Cargo Manifold May 2010 Text
3.2.2 IAS Operator Station May 2010 4.1.1 Cargo Manifold System May 2010 4.7 Reliquefaction Plant May 2010
3.2.3 Screen Displays May 2010 4.1.2 Cargo Strainers May 2010 Illustrations
3.2.4 Extension Alarm System May 2010 Illustrations 4.7a Nitrogen Compander System May 2010
Illustrations 4.1.1a Cargo Manifold System May 2010 4.7b Reliquefaction in Normal Mode May 2010
3.2.1a IAS System Screen Shot May 2010 4.1.1b Cargo Manifold Screen Shot May 2010 4.7c Reliquefaction in Excess BOG Mode May 2010
3.2.1b IAS Overview Cargo Screen Shot May 2010 4.1.2a Cargo Strainer May 2010 4.7d Reliquefaction in Free-Flow Mode May 2010
3.2.1c IAS Symbols Screen Shot May 2010 Text 4.7e IAS Layout May 2010
3.2.1d IAS Overview Machinery Screen Shot May 2010 4.2 Cargo Piping System May 2010 4.7f Reliquefaction in Waste Gas/Vent Gas Mode May 2010
3.2.2a IAS Operator Station Panel May 2010 4.2.1 Cargo Piping May 2010 4.7g Reliquefaction Plant Cold Box and Separator May 2010
3.2.2b Input Panel May 2010 4.2.2 Cargo Pipe Insulation May 2010 4.7h Reliquefaction Separator May 2010
3.2.3a Cargo Main Screen Shot May 2010 Illustrations 4.7i Reliquefaction System Gas Analyser May 2010
3.2.3b IAS Example Screen Display May 2010 4.2.1a Cargo Piping System May 2010 4.7j Reliquefaction Nitrogen Compander May 2010
3.2.3c Cargo Tank Pump Start Permissive Screen Shot May 2010 4.2.1b Cargo Piping System (Simplified) May 2010 4.7k Reliquefaction Plant Fresh Water Cooling System May 2010
3.2.3d No.1 Cargo Tank Screen Shot May 2010 4.2.1c No.4 Cargo Tank Arrangement May 2010 4.7l Main Reliquefaction Booster Compander Screen Shot May 2010
3.2.3e Operational Faceplates May 2010 4.2.2a Pipe Insulation May 2010 4.7m Nitrogen Seal Gas System May 2010
3.2 4a Extension Alarm Control Panel System Architecture May 2010 Text 4.7n Main Reliquefaction Plant IAS Screen Shot May 2010
3.2.4b Watch Call Panels May 2010 4.3 Cargo Pumps May 2010 4.7o Reliquefaction BOG Compressor Gas Management May 2010
3.2.4c Patrol Man Sequence May 2010 4.3.1 Main Cargo Pumps May 2010 System IAS Screen Shot

Text 4.3.2 Stripping/Spray Pumps May 2010 4.7p GCU Main Screen Shot May 2010

3.3 Custody Transfer System (CTS) May 2010 4.3.3 Emergency Cargo Pump May 2010 4.7q Excess BOG Using HD Compressor May 2010

3.3.1 Radar Primary System (Radar Gauges and Custody May 2010 Illustrations 4.7r No.1 Reliquefaction Compander IAS Screen Shot May 2010
Transfer System) 4.3.1a Main Cargo Pump May 2010 4.7s Reliquefaction Plant ‘Yellow Page’ IAS Screen Shot May 2010
3.3.2 Float Level Gauge May 2010 4.3.1b ‘10 Step’ Start/Stop Sequence May 2010 4.7t Reliquefaction Cause and Effect IAS Screen Shot May 2010
3.3.3 Independent High Level Alarm System May 2010 4.3.1c ‘10 Step’ Start Sequence May 2010 4.7u No.1 Reliquefaction Compander Start and Stop May 2010
3.3.4 Trim and List Indicator May 2010 Sequence IAS Screen Shot
4.3.1d ‘5 Step’ Start Sequence May 2010
3.3.5 Loading Computer May 2010 Text
4.3.1e ‘5 Step’ Start/Stop Sequence May 2010
Illustrations 4.8 Nitrogen Generator May 2010
4.3.1f Start Prevention Sequence May 2010
3.3.1a CTS Main Screen Shot May 2010 Illustrations
4.3.2a Cargo Stripping/Spray Pump May 2010
3.3.1b CTS CT1 Configuration Screen Shot May 2010 4.8a Nitrogen Generator Screen Shot May 2010
4.3.2b Stripping/Spray Pump Start/Stop May 2010
3.3.1c Radar Gauge System May 2010 4.8b Nitrogen Generator System May 2010
4.3.2c Block Restart of Stripping Pump May 2010
3.3.1d CTS Flow Diagrams May 2010 4.8c Nitrogen Generator Control Panel May 2010
4.3.3a Emergency Cargo Pump May 2010
3.3.1e Custody Transfer Data May 2010 4.8d Kaeser Nitrogen Generator Control Panel May 2010
4.3.3b Emergency Cargo Pump Screen Shot May 2010
3.3.1f Certificate of Loading May 2010 4.8e Barrier Pressurising System Screen Shot May 2010
Text
3.3.2a Whessoe Gauge System May 2010 4.8f Nitrogen Generator Control Panels May 2010

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 7 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
4.8g Nitrogen System on Deck May 2010 4.12.1c Cargo Tank Level and Pressure Screen Shot May 2010 5.4.1 Introduction May 2010
Text 4.12.2a Pilot Operated Safety Relief Valve May 2010 5.4.2 Engine Room and Deck Fire Main Systems May 2010
4.9 Inert Gas Generator May 2010 4.12.2b Liquid Dome Vent May 2010 5.4.3 Water Spray System May 2010
4.9.1 Inert Gas System May 2010 4.12.3a Typical Pipeline Relief Valve May 2010 5.4.4 Deck Dry Powder System May 2010
4.9.2 Operation of the Main System May 2010 Text 5.4.5 NOVEC 1230 Fire Extinguishing System May 2010
Illustrations 4.13 Ballast Level and Ship’s Draught Gauging System May 2010 5.4.6 High Expansion Foam System May 2010
4.9.1a Inert Gas System in the Engine Room May 2010 4.13.1 Ballast Piping System May 2010 5.4.7 Fire Detection System May 2010
4.9.1b Inert Gas Generator Screen Shot May 2010 4.13.2 Remote Level and Draught Indicating System May 2010 5.4.8 Fire Fighting Plans May 2010
4.9.1c Inert Gas Generator Manual and Touch Screen Control May 2010 4.13.3 Ballast Exchange System May 2010 5.4.9 Lifesaving Equipment and Escape Routes May 2010
Panels Illustrations 5.4.10 Quick-Closing Valves, Fire Dampers and Emergency May 2010
4.9.1d Inert Gas Generator Dryer Control Panel May 2010 4.13.1a Ballast System Screen Shot May 2010 Stops
4.9.1e Inert Gas Generator Blower Local Control Panel May 2010 4.13.1b Ballast Pumps Screen Shot May 2010 5.4.11 Engine Room Water-Based Fire Fighting System May 2010
4.9.1f Inert Gas Generator Chiller Control Panel May 2010 4.13.1c Ballast System May 2010 Illustrations
4.9.2a Inert Gas Generator Touch Screen Control Panel May 2010 4.13.1d Ballast Pump Strip Sequence Screen Shot May 2010 5.4.1a Fire Control Station Arrangement May 2010
Text 4.13.2a Remote Level and Draught Indicating System May 2010 5.4.1b Fire Fighting Techniques - Fire Hoses May 2010
4.10 Fixed Gas Sampling and Gas Detection Systems May 2010 Architecture 5.4.1c Fire Fighting Techniques - Portable Extinguishers May 2010
Illustrations 4.13.2b Remote Level and Draught Indicating System May 2010 5.4.2a Fire Hydrant System in the Engine Room May 2010
4.10a Fire and Gas Detection System Screen Shot May 2010 4.13.3a Ballast Exchange Screen Shot May 2010 5.4.2b Deck Fire Main System May 2010
4.10b Gas Detection System May 2010 4.13.3b Ballast Exchange Sequences May 2010 5.4.2c Emergency Fire Pump System May 2010
4.10c SW2020 Gas Detection Panels May 2010 4.13.3c Ballast Exchange Flow Charts May 2010 5.4.3a Water Spray System (i) May 2010
4.10d Gas Detection System (i) May 2010 4.13.3d Ballast Pump Fill Sequence Screen Shot May 2010 5.4.3b Water Spray Pump Control Screen Shot May 2010
4.10e Gas Detection System (ii) May 2010 4.13.3e Ballast Pump Empty Sequence Screen Shot May 2010 5.4.3c Water Spray System (ii) May 2010
4.10f CS3000 Gas Detection Panels May 2010 4.13.3f Ballast Pump Sea To Sea Sequence Screen Shot May 2010 5.4.4a Dry Powder Fire Extinguishing System May 2010
Text 4.13.3g Ball Pump Stop Sequence Screen Shot May 2010 5.4.5a NOVEC 1230 Fire Suppression System (i) May 2010
4.11 Emergency Shutdown Systems May 2010 Text 5.4.5b NOVEC 1230 Fire Suppression System (ii) May 2010
4.11.1 Emergency Shutdown and Tank Protection Systems May 2010 5.1 Temperature Monitoring System May 2010 5.4.5c NOVEC 1230 Fire Suppression System (iii) May 2010
4.11.2 Pneumatic Emergency Shutdown System May 2010 Illustrations 5.4.5d NOVEC 1230 Typical Release System May 2010
Illustrations 5.1a Cargo Tank Temperature Screen Shot May 2010 5.4.6a Engine Room High Expansion Foam System May 2010
4.11.1a ESDS Overview Screen Shot May 2010 5.1b Temperature Sensors on the Inner Hull and Cofferdam May 2010 5.4.6b High Expansion Foam Control Panel May 2010
4.11.1b ESDS on Deck Screen Shot May 2010 Text 5.4.7a Fire and Gas Detection System Screen Shot May 2010
4.11.1c Emergency Shutdown System Architecture May 2010 5.2 Primary and Secondary Insulation Space Nitrogen May 2010 5.4.7b Fire Detection System May 2010
4.11.1d Emergency Shutdown Block Diagram May 2010 Pressurisation and Control System 5.4.7c CS3000 Fire Detection Repeater Panel May 2010
4.11.1e ESD Cause and Effect Chart May 2010 Illustrations 5.4.7d Fire Detection Panel May 2010
4.11.1f Control Flow Chart for ESDS May 2010 5.2a Barrier Pressurising System Screen Shot May 2010 5.4.7e Fire Detection Symbols May 2010
4.11.1g ESDS Panel Cargo Control Room May 2010 5.2b Nitrogen System on Deck May 2010 5.4.7f Fire Detection Equipment - Engine Room Floor May 2010
4.11.1h Fibre-Optic/Electric System Configuration Module May 2010 Text 5.4.7g Fire Detection Equipment - Engine Room 3rd Deck May 2010
4.11.1i Emergency Shutdown System Telephone May 2010 5.3 Cofferdam Heating System May 2010 5.4.7h Fire Detection Equipment - Engine Room 2nd Deck May 2010
4.11.1j Ship-Side Connector Box May 2010 5.3.1 Cofferdam Heating and Control May 2010 5.4.7i Fire Detection Equipment - Engine Room 1st Deck May 2010
4.11.2a Emergency Shutdown Pneumatic System May 2010 5.3.2 Hull Ventilation May 2010 5.4.7j Fire Detection Equipment - Engine Room Casing and May 2010
4.11.2b Emergency Air System May 2010 Illustrations Accommodation Upper Deck

Text 5.3.1a Glycol Heating Screen Shot May 2010 5.4.7k Fire Detection Equipment - Engine Room Casing and May 2010
5.3.1b Cofferdam Heating Screen Shot May 2010 Accommodation A Deck
4.12 Relief Systems May 2010
5.3.1c Liquid Dome Heating Screen Shot May 2010 5.4.7l Fire Detection Equipment - Engine Room Casing and May 2010
4.12.1 Cargo Tank Relief Valves May 2010 Accommodation B Deck
4.12.2 Insulation Space Relief Valves May 2010 5.3.2a Cargo Area Fans Screen Shot May 2010
5.4.7m Fire Detection Equipment - Engine Room Casing and May 2010
4.12.3 Pipeline Relief Valves May 2010 5.3.2b Inert Gas/Dry-Air to Deck Spaces May 2010 Accommodation C Deck
Illustrations 5.3.2c Hull Ventilation May 2010 5.4.7n Fire Detection Equipment - Engine Room Casing and May 2010
Text Accommodation D Deck
4.12.1a Pressure Relief Valve Operation May 2010
4.12.1b Cargo Tank Pressure and Level Control May 2010 5.4 Fire Fighting Systems May 2010

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 8 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
5.4.7o Fire Detection Equipment - Navigation Bridge May 2010 5.4.9k Lifesaving Equipment and Escape Routes - Navigation May 2010 Text
Arrangement Bridge Arrangement 6.1 Insulation Space Pressurising May 2010
5.4.7p Fire Detection Equipment - Upper Deck and Trunk May 2010 5.4.9l Lifesaving Equipment and Escape Routes - Upper May 2010 6.1.1 Insulation Space Inerting May 2010
Decking (i) Deck and Trunk Decking (i)
6.1.2 In-Service Test May 2010
5.4.7q Fire Detection Equipment - Upper Deck and Trunk May 2010 5.4.9m Lifesaving Equipment and Escape Routes - Upper May 2010
Decking (ii) Deck and Trunk Decking (ii) Illustrations
5.4.7r Fire Detection Equipment - Bosun Store May 2010 5.49n Lifesaving Equipment and Escape Routes - Bosun May 2010 6.1.1a Insulation Space Evacuation May 2010
5.4.7s Fire Detection Equipment - Fore Side Elevation and May 2010 Store 6.1.1b Barrier Pressurising System Screen Shot May 2010
Midship Section 5.4.9o Lifesaving Equipment and Escape Routes - Fore Side May 2010 6.1.1c Insulation Space Filling from Shore May 2010
5.4.7t Fire Detection Equipment - Aft Side Elevation May 2010 Elevation and Midship Section
6.1.1d Insulation Space Pressurisation May 2010
5.4.8a Fire Fighting Symbols May 2010 5.4.9p Lifesaving Equipment and Escape Routes - Aft Side May 2010
Elevation Text
5.4.8b Fire Fighting Equipment - Engine Room Floor May 2010 6.2 Post Dry Dock and Pre-loading Operations May 2010
5.4.10a Quick-Closing Valves and Fire Dampers May 2010
5.4.8c Fire Fighting Equipment - Engine Room 3rd Deck May 2010 6.2.1 Drying Cargo Tanks May 2010
5.4.10b Closing Damper Control System May 2010
5.4.8d Fire Fighting Equipment - Engine Room 2nd Deck May 2010 6.2.2 Inerting Cargo Tanks May 2010
5.4.11a Hypermist System May 2010
5.4.8e Fire Fighting Equipment - Engine Room 1st Deck May 2010 6.2.3 Gassing-Up Cargo Tanks May 2010
5.4.11b Hypermist Control Panel May 2010
5.4.8f Fire Fighting Equipment - Engine Room Casing and May 2010 6.2.4 Cooling Down Cargo Tanks May 2010
Accommodation Upper Deck Text
5.5 Cargo Machinery Fresh Water Cooling System May 2010 Illustrations
5.4.8g Fire Fighting Equipment - Engine Room Casing and May 2010
Accommodation A Deck Illustration 6.2.1a Cargo Overview Screen Shot May 2010

5.4.8h Fire Fighting Equipment - Engine Room Casing and May 2010 5.5a Reliquefaction Plant Fresh Water Cooling System May 2010 6.2.1b Inert Gas Generator Screen Shot May 2010
Accommodation B Deck Text 6.2.1c Drying Cargo Tanks (Summer) May 2010
5.4.8i Fire Fighting Equipment - Engine Room Casing and May 2010 5.6 Passageways and Forward Bilge System May 2010 6.2.1d Drying Cargo Tanks (Winter) May 2010
Accommodation C Deck 6.2.2a Inerting Cargo Tanks May 2010
Illustrations
5.4.8j Fire Fighting Equipment - Engine Room Casing and May 2010 6.2.2b Drying and Inerting Cargo Tanks with Nitrogen May 2010
Accommodation D Deck 5.6a Cargo Bilge, Fire and GS Pumps Screen Shot May 2010
5.6b Cargo Bilge Screen Shot May 2010 6.2.3a Gassing-Up Cargo Tanks (Step One - Venting) May 2010
5.4.8k Fire Fighting Equipment - Navigation Bridge May 2010
Arrangement 5.6c Forward Bilge System May 2010 6.2.3b Gassing-Up Cargo Tanks (Step Two - To Shore) May 2010
5.4.8l Fire Fighting Equipment - Upper Deck and Trunk May 2010 Text 6.2.3c Gassing-Up Cargo Tanks (Step Two - To GCU) May 2010
Decking (i) 6.2.4a Initial Cooldown - Return to Shore May 2010
5.7 Mooring and Anchoring May 2010
5.4.8m Fire Fighting Equipment - Upper Deck and Trunk May 2010 6.2.4b Initial Cooldown - Return to GCU May 2010
Decking (ii) 5.7.1 Mooring Arrangement May 2010
5.7.2 Anchoring Arrangement May 2010 Text
5.4.8n Fire Fighting Equipment - Bosun Store May 2010
5.7.3 Forward Emergency Towing Equipment May 2010 6.3 Loading and Deballasting May 2010
5.4.8o Fire Fighting Equipment - Fore Side Elevation and May 2010
Midship Section 5.7.4 Aft Emergency Towing Equipment May 2010 6.3.1 Preparations for Loading May 2010

5.4.8p Fire Fighting Equipment - Aft Side Elevation May 2010 Illustrations 6.3.2 Cargo Line Cooldown May 2010

5.4.9a Lifesaving Equipment Symbols May 2010 5.7.1a Typical Mooring Arrangement May 2010 6.3.3 Loading Cargo with Vapour Return to Shore via the May 2010
High Duty Compressor
5.4.9b Lifesaving Equipment and Escape Routes - Engine May 2010 5.7.1b Anchor Windlass and Mooring Winch Hydraulic May 2010
Room Floor System 6.3.4 Operating Procedure for Draining and Purging May 2010
Discharging/Loading Arms
5.4.9c Lifesaving Equipment and Escape Routes - Engine May 2010 5.7.1c Aft Hydraulic Control Box May 2010
Room 3rd Deck 6.3.5 Deballasting May 2010
5.7.1d Aft Deck Mooring Hydraulic System Valve Positions May 2010
5.4.9d Lifesaving Equipment and Escape Routes - Engine May 2010 Illustrations
5.7.1e Forward Deck Anchoring and Mooring Hydraulic May 2010
Room 2nd Deck System Valve Positions 6.3.1a Preparations for Loading May 2010
5.4.9e Lifesaving Equipment and Escape Routes - Engine May 2010 5.7.1f Fire Wire Reel May 2010 6.3.2a Cooling Down and Loading Flow Chart May 2010
Room 1st Deck
5.7.2a Anchor Arrangement May 2010 6.3.2b Cargo Line Cooldown May 2010
5.4.9f Lifesaving Equipment and Escape Routes - Engine May 2010
5.7.2b Cable Stopper May 2010 6.3.3a Cargo Loading Screen Shot May 2010
Room Casing and Accommodation Upper Deck
5.7.3a Forward Emergency Towing Arrangement May 2010 6.3.3b Cargo Loading May 2010
5.4.9g Lifesaving Equipment and Escape Routes - Engine May 2010
Room Casing and Accommodation A Deck 5.7.4a Aft Emergency Towing Arrangement May 2010 6.3.4a Cargo Manifold Screen Shot May 2010
5.4.9h Lifesaving Equipment and Escape Routes - Engine May 2010 Text 6.3.4b Manifold - Shore Lines Draining May 2010
Room Casing and Accommodation B Deck 6.3.5a Ballast System Screen Shot May 2010
5.8 Lifting Equipment May 2010
5.4.9i Lifesaving Equipment and Escape Routes - Engine May 2010 6.3.5b Deballasting May 2010
Room Casing and Accommodation C Deck Illustrations
5.8a Hose Handling Crane May 2010 6.3.5c Ballast Pumps Screen Shot May 2010
5.4.9j Lifesaving Equipment and Escape Routes - Engine May 2010
Room Casing and Accommodation D Deck 5.8b Provisions Crane May 2010 6.3.5d Educting May 2010

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 9 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Text 6.7.2 Tank Warm-Up May 2010 Illustration
6.4 Loaded Voyage with Boil-off Gas Reliquefaction May 2010 6.7.3 Gas Freeing May 2010 7.3a Water Evacuation from Secondary Insulation Space May 2010
6.4.1 Loaded Voyage with BOG Reliquefaction May 2010 6.7.4 Aerating May 2010 Text
Illustrations Illustrations 7.4 Emergency Cargo Pump Installation May 2010
6.4.1a Main Reliquefaction Plant Screen Shot May 2010 6.7.1a Cargo Overview Screen Shot May 2010 Illustrations
6.4.1b Cargo Vent Control Block Diagram May 2010 6.7.1b No.1 Cargo Tank Screen Shot May 2010 7.4a Emergency Cargo Pump Davit Assembly May 2010
6.4.1c Cargo Vent Mast Screen Shot May 2010 6.7.1c Stripping and Draining May 2010 7.4b Emergency Cargo Pump Installation Sequence (i) May 2010
6.4.1d Loaded Voyage with Full Reliquefaction May 2010 6.7.2a Warming-Up Cargo Tanks - Venting May 2010 7.4c Emergency Cargo Pump Installation Sequence (ii) May 2010
6.4.1e Loaded Voyage with Excess BOG to GCU May 2010 6.7.2b Warming-Up Cargo Tanks - GCU May 2010 7.4d Emergency Cargo Pump Screen Shot May 2010
6.4.1f Reliquefaction Loaded Voyage with Excess BOG and May 2010 6.7.3a Gas Freeing Cargo Tanks - Venting May 2010 Text
Only One BOG Compressor 6.7.3b Gas Freeing Cargo Tanks - GCU May 2010 7.5 Fire and Emergency Breakaway May 2010
6.4.1g GCU Main Screen Shot May 2010 6.7.3c Gas Freeing - Liquid Line May 2010 7.6 Ship-to-Ship Transfer May 2010
Text 6.7.3d Gas Freeing - Spray Line May 2010 7.6.1 General Safety May 2010
6.5 Discharging and Ballasting May 2010 6.7.3e Gas Freeing - Gas and Vapour Lines May 2010 7.6.2 Pre-Mooring Preparations May 2010
6.5.1 Preparations for Discharging May 2010 6.7.3f Gas Freeing Machinery Room - Inert Gas May 2010 7.6.3 Mooring May 2010
6.5.2 Liquid Line Cooldown Before Discharging May 2010 6.7.3g Gas Freeing Machinery Room - Nitrogen May 2010 7.6.4 Transfer Operations May 2010
6.5.3 Arm Cooldown Before Discharging May 2010 6.7.4a Aerating Cargo Tanks May 2010 7.6.5 Unmooring May 2010
6.5.4 Discharging With Vapour Return from Shore May 2010 Text Text
6.5.5 Discharging Without Vapour Return from Shore May 2010 6.8 One Tank Operations May 2010 7.7 Cold Spots on Inner Hull May 2010
6.5.6 Ballasting May 2010 6.8.1 Warm-Up May 2010 7.8 LNG Jettison May 2010
Illustrations 6.8.2 Gas Freeing May 2010 Illustration
6.5.1a Preparations for Discharging May 2010 6.8.3 Aerating May 2010 7.8a LNG Jettison May 2010
6.5.2a No.1 Cargo Tank Screen Shot May 2010 6.8.4 One Tank Drying May 2010 Text
6.5.2b Cargo Tank Pump Start Permissive Screen Shot May 2010 6.8.5 Inerting at Sea May 2010 7.9 Vent Mast on Fire May 2010
6.5.2c Liquid Line Cooldown Before Discharge May 2010 6.8.6 One Tank Gassing-up at Sea May 2010
6.5.3a Arm Cooldown Before Discharge May 2010 6.8.7 One Tank Cooldown at Sea May 2010
6.5.4a Cargo Unloading Screen Shot May 2010 Illustrations
6.5.4b Discharge With Vapour Return from Shore May 2010 6.8.1a One Tank Warm-Up with Reliquefaction May 2010
6.5.5a Discharge Without Vapour Return from Shore May 2010 6.8.1b One Tank Warm-Up with Reliquefaction - GCU May 2010
6.5.6a Ballast System Screen Shot May 2010 6.8.2a One Tank Gas Freeing with Reliquefaction May 2010
6.5.6b Ballast Pumps Screen Shot May 2010 6.8.3a One Tank Aeration with Reliquefaction May 2010
6.5.6c Ballasting May 2010 6.8.4a One Tank Drying with Reliquefaction May 2010
Text 6.8.5a One Tank Inerting with Reliquefaction May 2010
6.6 Ballast Passage May 2010 6.8.6a One Tank Gassing-Up with Reliquefaction May 2010
6.6.1 Ballast Voyage with Reliquefaction May 2010 6.8.7a One Tank Cooling Down with Reliquefaction May 2010
6.6.2 Cooling Down Cargo Tanks Prior to Arrival May 2010 Text
6.6.3 Sloshing Inside the Cargo Tanks May 2010 7.1 LNG Vapour Leakage to Barrier May 2010
Illustrations Illustrations
6.6.1a Ballast Voyage With Reliquefaction May 2010 7.1a Insulation Space Purge May 2010
6.6.1b Ballast Voyage With Reliquefaction - Free-Flow May 2010 7.1b Insulation Space Evacuation May 2010
6.6.1c Ballast Voyage Without Reliquefaction - Free-Flow to May 2010 Text
GCU
7.2 LNG Liquid Leakage to the Primary Barrier May 2010
6.6.1d Off-Gas Flow vs. Inlet Supply Pressure at 20% CH4 May 2010
and 80% N2 Illustrations
6.6.2a Cooling Down Prior to Arrival May 2010 7.2a Portable Liquid Level Gauge May 2010
Text 7.2b Barrier Punch System May 2010
6.7 Pre Dry Dock Operations May 2010 Text
6.7.1 Stripping and Line Draining May 2010 7.3 Water Leakage to Barrier May 2010

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 10 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Cargo and Machinery Symbols and Colour Scheme

Straight Globe Valve Two-Way Cock Ball Valve


Steam Trap Discharge
with Drain Valve
Angle Globe Valve Three-Way Cock (L-Type) Ball Valve (L-Type)

Globe Screw-Down Sounding Cap


Three-Way Cock (T-Type) Ball Valve (T-Type)
LNG Liquid Non-Return Valve (S/C Weight)

Globe Screw-Down Sounding Cap Surface Drop


LNG Vapour Four-Way Cock
Angle Valve (Normal)
Nitrogen Sounding Cap
Gate Valve (Rising) Pressure Reducing Valve Deck Stand (Manual)
(Deck Piece)
Inert Gas
Gate Valve (Non-Rising) Quick-Closing Valve Vent Pipe H Deck Stand (Hydraulic)
Gas Line

Stripping and Spray Line Float Type Air Vent


Non-Return Valve (Flap) Filter
Head with Fire Screen
P
Superheated Angle Quick-Closing Valve
(Pneumatic) Float Type Air Vent
Non-Return Valve (Swing) Drain Trap
Head without Fire Screen
Sea Water
F Spectacle Flange
Ballast Water Non-Return Valve (Lift) Flow Control Valve Y-Type Strainer
( Open Shut)

Hydraulic Oil Angle Non-Return Valve (Lift) Diaphragm Operated Valve Blind (Blank) Flange Hand Operated (Locked Shut)
Fresh* / Distillate /
Technical / Potable Water/ Diaphragm Operated Valve Hand Operated (Locked Open)
Check Valve Suction Bellmouth
Cooling Water (3-Way Control)
Condensate
Check Valve with Spring Needle Valve Spool Piece Not Connected Crossing Pipe
Feed Water

Fire/Deck Water
Butterfly Valve H Hydraulically Driven Sight Glass Connected Crossing Pipe
CO2 Piping
Refrigeration
P Pneumatically Driven
Hose Valve Ejector (Eductor Injector) Branch Pipe
Marine Diesel Oil

Angle Hose Valve M Electric Motor Driven


Heavy Fuel Oil Hand Pump Hopper Without Cover

Lubricating Oil Safety Valve Pressure/Vacuum Centrifugal Pump


Compressed Air
Pressure/Vacuum
Angle Safety Valve Gas Freeing Cover
(High Velocity)
Bilges
Self-Closing Valve Needle Valve Flame Arrester
Waste Oil
Sewage Discharge
Self-Closing Angle Valve Pressure/Vacuum Breaker Overboard Discharge
Refrigeration Gas
Straight Needle Valve Orifice Plate Discharge/Drain
Glycol Water Line

Electrical Signal Angle Needle Valve Orifice Valve Flexible Hose Joint
Instrumentation
Three-Way Needle Valve Simplex Strainer Flow Meter
LNG Condensate

Waste Gas Ball Valve Mud Box


Screw Pump
S
Solenoid Valve Rose Box

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 11 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Introduction Safe Operation Details of valves which are OPEN during the different operations are provided
in-text for reference.
The safety of the ship depends on the care and attention of all on board. Most
General safety precautions are a matter of common sense and good housekeeping
and are detailed in the various manuals available on board. However, records
Illustrations
Although this ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single document which gives guidance on All illustrations are referred to in the text and are located either in-text where
through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual sufficiently small or above the text, so that both the text and illustration are
all times.
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform accessible when the manual is laid face up. When text concerning an illustration
and guide competent ship’s staff, and trainees in the operation of the systems covers several pages the illustration is duplicated above each page of text.
1. Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
be otherwise available. In some cases, the competent ship’s staff and trainees Where flows are detailed in an illustration these are shown in colour. A key of
such a condition immediately.
may be initially unfamiliar with this vessel and the information in this manual all colours and line styles used in an illustration is provided on the illustration.
is intended to accelerate the familiarisation process. It is intended to be used in Details of colour coding used in the illustrations are given in the colour
2. Make a point of testing all safety equipment and devices regularly.
conjunction with shipyard drawings and manufacturer’s instruction manuals, scheme.
Always test safety trips before starting any equipment. In
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing
particular, overspeed trips on auxiliary turbines must be tested
Orders, and in no way replaces or supersedes these publications, all of which Symbols given in the manual adhere to international standards and keys to the
before putting the unit into operation. symbols used throughout the manual are given on the following pages.
take precedence over this manual.

Information pertinent to the operation of the vessel has been carefully collated 3. Never ignore any unusual or suspicious circumstances, no matter
how trivial. Small symptoms often appear before a major failure Notices
in relation to the systems of the vessel and is presented in two on board
volumes consisting of CARGO OPERATING MANUAL and MACHINERY occurs. The following notices occur throughout this manual:
OPERATING MANUAL.
4. Never underestimate the fire hazard of petroleum products, WARNING
The Cargo Operating Manual and the Machinery Operating Manual are designed whether fuel oil or cargo vapour.
Warnings are given to draw reader’s attention to operations where
to complement MARPOL 73/78, ISGOTT and Company Regulations. DANGER TO LIFE OR LIMB MAY OCCUR.
In the design of equipment and machinery, devices are included to ensure that,
The vessel is constructed to comply with MARPOL 73/78. These regulations as far as possible, in the event of a fault occurring, whether on the part of the
can be found in the Consolidated Edition, 1991 and in the Amendments dated equipment or the operator, the equipment concerned will cease to function
1992, 1994 and 1995. without danger to personnel or damage to the machine. If these safety devices CAUTION
are neglected, the operation of any machine is potentially dangerous. Cautions are given to draw reader’s attention to operations where
Officers should familiarise themselves with the contents of the International DAMAGE TO EQUIPMENT MAY OCCUR.
Convention for the Prevention of Pollution from Ships.
Description
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of Note: Notes are given to draw reader’s attention to points of interest or to
The concept of this Operating Manual is based on the presentation of operating
Ballast Record Book. It is essential that a record of relevant ballast operations supply supplementary information.
procedures in the form of one general sequential chart (algorithm) which gives
are kept in the Ballast Record Book and duly signed by the officer in charge.
a step-by-step procedure for performing operations.
If any information in these manuals is believed to be inaccurate or incomplete, Safety Notice
The manual consists of introductory sections which describe the systems and
the officer must use his professional judgement and other information available
equipment fitted and their method of operation related to a schematic diagram
on board to proceed. Any such errors or omissions or modifications to the It has been recorded by International Accident Investigation Commissions that
where applicable. This is then followed where required by detailed operating
ship’s installations, set points, equipment or approved deviation from published a disproportionate number of deaths and serious injuries that occur on ships
procedures for the system or equipment involved.
operating procedures, must be reported immediately to the Operators Technical each year during drills involving lifesaving craft. It is therefore essential that
Operations Office, who should inform WMT so that a revised document may all officers and crew make themselves fully conversant with the launching,
Each operation consists of a detailed introductory section which describes the
be issued to this ship and in some cases, others of the same class. retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
objectives and methods of performing the operation related to the appropriate
flow sheet which shows pipelines in use and directions of flow within the
pipelines.

Issue: 1 - May 2010 IMO No: 9431135 Front Matter - Page 12 of 12


Produced by: WMT Limited, UK
Email: [email protected]
Section 1: Design Concept of the Vessel

1.1 Principal Particulars


1.1.1 Principal Particulars of the Ship

1.1.2 Principal Particulars of Cargo Equipment and Machinery

1.1.3 General Arrangement

1.1.4 Tank Capacity Tables

1.2 Rules and Regulations

1.3 Cargo System Technology


1.3.1 Cargo Containment System Principle

1.3.2 Gaz Transport Cargo Containment

1.4 Hazardous Areas and Gas Dangerous Zone Plan


Al Nuaman Cargo Operating Manual
1.1 Principal Particulars Draught Freeboard Displacement Deadweight Main Machinery
Loadline
Metres Metres Tonnes Tonnes
1.1.1 Principal Particulars of the Ship Manufacturer: Doosan-MAN B & W
Lightship 4.024 - 42,594.5 -
Model: 6S70ME-C
Ship’s name: Al Nuaman Tropical (FW) 14.205 7.398 168,324.1 125,729.6
Number of engines: 2
Shipbuilder: Daewoo Shipbuilding and Marine Engineering Co. Fresh 13.922 7.681 164,536.4 121,941.9
Type: Electronically controlled, two-stroke, single-acting,
Ltd. Tropical 13.904 7.699 168,402.8 125,826.3
direct reversible, crosshead diesel engine operating
Yard number: 2285 Summer 13.621 7.982 164,533.4 121,938.9 on uniflow scavenging with constant pressure
Year built: 2009 Winter 13.338 8.265 160,676.8 118,082.3 turbocharging and air cooler
Flag: Marshall Islands TCP = 136.6 at SDWT FWA = 301mm Number of cylinders: 6
Official number: Cylinder bore: 700mm
Port of registration: Majuro L-L-V-L-L all Bridge - Stern 60.0m Stroke: 2,800mm
Manifold
Call sign: V7QF7 ANSI 16" MCR output (100%): 16,550kW at 87 rpm
Type of ship: Twin slow speed diesel LNG carrier with Bow - Manifold 154.00 metres Bridge - 101.00m Mean effective pressure: 17.63 bar at MCR
reliquefaction plant Manifold NCR output (85%): 14,067 at 82.4 rpm
Type of cargo: LNG Manifold - Rail 3150mm Stern - Manifold 161.00m Mean effective pressure: 15.84 bar at NCR
Manifold - Deck 4800mm Manifold - Tray 1200mm Direction of rotation: Port: Clockwise looking from aft
Cargo tanks: 5 GT 96X
Manifold - Keel 31.80m Centre - Centre 3500mm
Stem: Bulbous bow and raked soft-nosed stem Starboard: Anti-clockwise looking from aft
Stern: Transom Minimum rpm: 21.5 rpm
CARGO TANKS Fuel oil: Specific gravity 0.905
Registered Suez Type: GT No. 96 X Lower calorific value 10,030kcal/kg
Gross tonnage: 136,980 138,766.67 Cargo capacity: 210,150.0m3 at 100% Consumption: 171g/kW per hour at 85% load
Net tonnage: 45,524 120,816.91 Cargo capacity: 205,947.082m3 at 98%

Classification: American Bureau of Shipping Steering Gear System


FUEL TANKS
+A1(E), Liquefied Gas Carrier,SH, SH-DLA,
SFA(40), SHCM ES2020, HM1, HM2+R, AMS, Heavy fuel oil capacity: 8,657.6m3 at 100% Manufacturer: Yoowon Mitsubishi
+ACCU, NIBS, RW, UWILD, TCM, PMS Heavy fuel oil capacity: 8314.7mt at 98% Type: 4-cylinder, 2-ram, Rapson Slide
including CMS, ES2020 Diesel oil capacity: 500.0m3 at 100% Model: YDFT-335-2-45-2
Diesel oil capacity: 416,5mt at 98% Quantity: 2 sets
Length: 315.00m (overall) Main pump type: Variable displacement (axial piston, tilting cylinder)
Length: 303.00m (between perpendiculars) Model: 3V-FH2B-MK
Breadth moulded: 50.0m Flow rating: 370 litres/minute per pump
Depth moulded: 27.0m Motor rating: 440V, 80kW, 60Hz, 1,190 rpm
Design draught: 12.00m (moulded) Tiller type: Solid, keyed
Scantling draught: 13.60m Rudder turning speed: 65° in 28 seconds with one pump running
Rudder angle: 35° at normal speed
Loaded deadweight: 95,663.8mt at loaded draught 11.67m 45° below 12 knots
Loaded displacement: 138,2583mt at loaded draught 11.67m 47° mechanical limit
Ballast deadweight: 70,761.4mt at ballast draught 9.76m
Ballast displacement: 113,356.0mt at ballast draught 9.76m

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.1 - Page 1 of 2


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Propellers Emergency Generator Engine
Manufacturer: H.H.I Manufacturer: STX-Cummins
Type: 5 fixed blades No of engines: 1
Quantity: 2 Model: KTA38DMGE
Diameter: 7.6m Type: Four-stroke, 60° V-type, 12 cylinder
Pitch: 6932.72mm Output: 1,490 bhp
Mean pitch ratio: 0.9122 Speed: 1,800 rpm
Fuel oil: Marine diesel oil
Auxiliary Boiler
Manufacturer: VKK Marine Boilers Emergency Alternator
No. of sets: 2 Manufacturer: Stamford Newage
Type: Oil-fired combined vertical water and smoke tube Type: PM734C1
Model: Ocean OF-V-WSP-7/7 Capacity/rating: 450V, 3ph, 60Hz, 910kW, 0.8pf, IP23
Evaporation: 7,000kg/h Speed: 1,800 rpm
Steam condition: 7.0 bar saturated steam

Exhaust Gas Economiser


Manufacturer: VKK Marine Boilers
No. of sets: 2
Type: Exhaust gas economiser
Model: Ocean EG-V-S-1,7/7
Evaporation: 2,665kg/h (at 85% MCR)
Working pressure: 7.0 bar

Main Electrical Generator Engines


Manufacturer: STX - MAN B&W
Type: 8L32/40
No. of sets: 4
No. of cylinders: 8 in-line
Speed: 720 rpm
Output: 3,860kW at 720 rpm

Main Alternators
Manufacturer: HHI
Type: HSJ7 809-16E
No. of sets: 5
Capacity/rating: 6,600V, 3-phase, 60Hz, 3,360kW, 367A, 4,220kVA
Speed: 720 rpm

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.1 - Page 2 of 2


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
1.1.2 Principal Particulars of Cargo Equipment Ballast Stripping Eductors Refrigerant Dryer
and Machinery
Manufacturer: Ki-Won Industrial Co. Manufacturer: Atlas Copco
CARGO/BALLAST PUMPS No. of sets: 2 Type: High pressure refrigerant
Type: Sea water driven No. of sets: 2
Main Cargo Pumps Driving pressure: 300kPa Capacity: R404a, 2.87kg
Driving capacity: 1,600m3/h Power: 3.4kW
Manufacturer: Shinko Industries Ltd.
Suction capacity: 350m3/h
Type: SM350, fixed vertical
Rated flow: 1,500m3/h at 150m differential head Oxygen Analyser
NITROGEN SYSTEM
Minimum flow: 600m3/h (continuous)
Manufacturer: SBS
Power required: 393kW (rated)
Nitrogen Gas Generator Model: 3500
No. of sets: 2
Stripping Cargo Pumps Manufacturer: ETech Process AS Range: 0.2 to 21%
Manufacturer: Shinko Industries Ltd. Package No: U-07406 - Integrated feed air compressor and
Type: SM60, fixed vertical nitrogen generator
Dew Point Analyser
Rated flow: 60m3/h at 140m differential head Type: Hollow fibre membrane
Minimum flow: 25m3/h (continuous) No. of sets: 2 Manufacturer: Alpha Moisture Systems
Power required: 24.9kW (rated) Unit capacity: 190m3/h at 97% nitrogen Model: AMT dew point transmitter
Oxygen content: <3 Vol No. of sets: 4
Nitrogen dew point: <-70°C at atmospheric pressure Overall range: -90 to +20°C
Emergency Cargo Pump
Inlet pressure: 1,150/1,400kPa (minimum/maximum)
Manufacturer: Shinko Industries Ltd. Inlet temperature: 25/80°C (minimum/maximum)
Type: SMR200, fixed vertical Discharge pressure: 500/1,000kPa (minimum/maximum) Nitrogen Buffer Tank
Rated flow: 550m3/h at 150m differential head Outlet temperature: 35/50°C (minimum/maximum) No. of sets: 1
Minimum flow: 220m3/h (continuous) Capacity: 59m3
Power required: 161kW (rated) Feed Air Compressor Design pressure: 1.3Ma
Operating pressure: 1.0MPar (maximum)
Ballast Pumps Manufacturer: Kaeser
Model: CSDX 162/14.5bar
Manufacturer: Teikoku Main Air Compressors
Type: Screw type
Type: Vertical centrifugal, self-priming
No. of sets: 2 Manufacturer: DongHwa Tanabe
Model: 550VCD-Am-BC-NV-S
Capacity: 655m3/h at 45°C and 80% RH No. of sets: 3
Capacity: 3,300m3/h x 30mth
Dew point: 5°C at 700kPa Model: H-373
Rotation: Clockwise viewed from the coupling
Oil capacity: 26.5 litres Type: Reciprocating, 2 cylinder, motor-driven
Electric motor
Cooling water: 50 litres/minute Capacity: 320m³/h x 29.4 bar free air delivery
Manufacturer: Hyundai
Power: 103kW
Model: HLES 354-66V
Voltage: 440V/60Hz/3ph
Max. power output: 390kW
Speed: 1,191 rpm
Starting method: Direct on-line

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 1 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
RELIQEFACTION SYSTEM Motor speed: 3,540 rpm Nitrogen Reservoir
Motor rated: 4.0kW
Boil-Off Gas Compressors Manufacturer: SB Verksted as
Type: Horizontal
Manufacturer: Hamworthy Nitrogen Companders Capacity: 30m³
Type: GT 032 T3K2
Manufacturer: Atlas Copco Energas GmbH Design pressure: 4.0Mpa
Quantity: 2
Mass flow: 6,635kg/h Type: GT032N3D0
Quantity: 2 CARGO MACHINERY
Inlet pressure: 103kPa(a) inlet; 800kPa(a) outlet
Design temperature: 36.5ºC outlet Compressor section: 88,900kg/hr (mass flow rate)
Motor rated duty: 1,100kW Compressor section: 1,002kPa (inlet pressure) High Duty Compressors
Rated speed: 38,243 rpm (rotor No.1) Compressor section: 4,329kPa (inlet pressure)
Compressor section: 39.7ºC (inlet temperature) Manufacturer: Cryostar
Rated speed: 42,492 rpm (rotor No.2)
Compressor section: 41.7ºC (outlet temperature) No. of sets: 2
Rated speed: 42,492 rpm (rotor No.3)
Compressor section: 20,444 rpm (rotor speed No.1) Model: CM 400/55
Rated speed: 3,552 rpm (drive motor)
Compressor section: 20,444 rpm (rotor speed No.2) Type: Centrifugal, single-stage, fixed speed with adjustable
inlet guide vanes
Compressor section: 25,555 rpm (rotor speed No.3)
Boil-Off Gas Condenser Design flow: 36,000m3/h
Compressor section: 4,100kW (drive rating)
Manufacturer: Linde Inter-cooler: 36ºC (inlet temperature)
Heat transfer: 998kW Inter-cooler: 46ºC (outlet temperature) Electric Motor
Vapour flow rate: 104,500kg/h Inter-cooler flow: 0.475m³/hr
Manufacturer: Hyundai
Design pressure: 9.65 bar Expander (inlet): 4,323kPa(a) (pressure)
No. of sets: 2
Nitrogen temperature: -168.4°C inlet; -140.3°C outlet Expander (inlet): 1,079kPa(a) (pressure)
Type: HRN7 453-26E
Expander (outlet): 88,900kg/hr (mass flow rate)
Motor type: 3-phase induction motor
Vent Gas Heater Expander (inlet): -109.3ºC (inlet temperature)
Rated motor power: 1,230kW, 6,600V, 60Hz
Expander (outlet): -161.0ºC (outlet temperature)
Manufacturer: Vahterus No. of poles: 2
Expander: 25,555 rpm
Type: PSHE 2HH-78/1/1 Insulation: F class
Flow rate: 0.4kg/s Starting method: Soft start
Capacity: 121kW Nitrogen Booster Compressor
Temperature (in): -166.1°C
Manufacturer: Compair High Duty Heater
Temperature (out): 40°C
Type: 2 cylinder, single-stage, water-cooled
Manufacturer: Cryostar
Max. pressure: 4.0MPa
LNG Transfer Pumps Type: 136-UT-38/34-4.0
Min. pressure: 1.0MPa
Design temperature: -196°C/+220°C (tube), +220°C (shell)
Manufacturer: Cryomec Temperature (max.): 45°C
Design pressure: 10 bar (tube and shell)
Type: VSMP 170-4-SC Speed (max.): 1,800 rpm
No. of sets: 1
Quantity: 1
Fluid: LNG
Nitrogen Dryer
Number of stages: 1
Flow rate: 250 litres/min Manufacturer: Donaldson Ultrafilter
Suction pressure: 350kPa(g) Type: MSD-0225S
Discharge pressure: 520kPa(g) Dew point: -70°C

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 2 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
LNG Vaporiser Independent High Level Alarm System FANS FOR HULL OUTFITTING

Manufacturer: Cryostar Manufacturer: Omicron Cargo Compressor Room Exhaust


Type: 65-UT-38/34-6.2 Model: OAS-5
No. of sets: 1 Sensor: HHL 8903A Manufacturer: Hi Air Korea Co. Ltd.
Number: 5 Type: MNA-1250/500
Vacuum Pumps Quantity: 2 (1 working, 1 redundancy)
COFFERDAM HEATING SYSTEM Air volume: 60,010m³/h
Manufacturer: MPR Ind. Fan speed: 1,182 rpm
Type: Rotary vacuum Power consumption: 25.89kW
Glycol Steam Heaters
Capacity: 1,700m3/h
Limit vacuum: 4kPa absolute Manufacturer: Aset Electric Motor
Normal operation range: 100 ~ 20kPa absolute No. of sets: 2 Manufacturer: ABB, CEMP
Gas handled: Air or nitrogen Type: BEU-323-1800 Type: EC30 225M6
Pump speed: 1,170 rpm Capacity: 50m3/h of glycol/water Pole: 6
Electric motor: 65kW at 1,170 rpm, 60Hz Inlet temperature: 77.5°C Power: 30kW
Delivery temperature: 170°C (approximately) Outlet temperature: 90°C (maximum) Revolutions: 1,182 rpm
Cooling water: 2,200l/h at 36°C Heating steam: 700kPa Rating current: 55.0A
Vol insulation spaces: 12,823m3 (total) Starting current: 357.5A
Pressure at cycle start-up: 101.3kPa absolute
Glycol Electric Heater
Residual pressure: 20kPa absolute
Pumping time: 8 hours (1 cycle) Manufacturer: Aset Electric Motor Room Supply
No. of sets: 1
Type: TB160+20E Manufacturer: Hi Air Korea Co. Ltd.
RADAR TANK LEVEL MEASUREMENT SYSTEM
Capacity: 50m3/h of glycol/water Type: AKA-800/350
Manufacturer: Kongsberg Outlet temperature: 70°C Quantity: 2 (1 working, 1 redundancy)
Type: AutroCARGO 2000 / CTS Heating: 180kW total (80kW, 40kW, 20kW, 20kW + 20kW Air volume: 15,500m³/h
System: GL-100/5 in reserve elements) 440V Tri 60Hz Fan speed: 1,730 rpm
Displays: 1 x 23 inch instant level monitor Operating pressure: 450kPa Power consumption: 3.47kW
1 x 23 inch CTS monitor
1 x 50” plasma screen display units Glycol Water Circulating Pump Electric Motor
Manufacturer: ABB, CEMP
Manufacturer: Teikoku Industries Type: M2QA 112L4A
Float Level Gauge No. of sets: 2 Pole: 4
Manufacturer: Whessoe Type: Vertical centrifugal Power: 4.6kW
Type: Figure 3304 Capacity: 50m3/h at 45mth Revolutions: 1,730 rpm
Quantity: 5 (1 per tank) Rating current: 9.34A
Accuracy: ±7.5mm Starting current: 65.4A
Repeatability: ±4.0mm
Transmitter type: 2047MT

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 3 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Duct Keel Space Exhaust Pilot Trunk Spaces (P and S) Exhaust Forward Emergency Fire Pump Room Exhaust (RV type)

Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd.
Type: MNA-1000/410 Type: HCA-400/150 Type: AKA-710/350
Quantity: 1 Quantity: 2 (1P and 1S) Quantity: 1
Air volume: 31,500m³/h Air volume: 1,500m³/h Air volume: 12,000m³/h
Fan speed: 1,764 rpm Fan speed: 1,704 rpm Fan speed: 1,728 rpm
Power consumption: 9.42kW Power consumption: 0.72kW Power consumption: 2.74kW

Electric Motor Electric Motor Electric Motor


Manufacturer: ABB, CEMP Manufacturer: ABB, CEMP Manufacturer: ABB, CEMP
Type: AC30 160L4 Type: AC30 90L4 Type: AC30 112M4
Pole: 4 Pole: 4 Pole: 4
Power: 15.0kW Power: 1.5kW Power: 4.0kW
Revolutions: 1,764 rpm Revolutions: 1,704 rpm Revolutions: 1,728 rpm
Rating current: 27.3A Rating current: 3.3A Rating current: 7.5A
Starting current: 161.8A Starting current: 15.6A Starting current: 51.4A

Passageway Under Trunk Deck Exhaust Bosun Store Exhaust Portable Water-Driven Gas Freeing Fan

Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Dasic Marine Ltd.
Type: MNA-1000/410 Type: AKA-710/350 Type: Jetfan 125
Quantity: 2 (1P and 1S) Quantity: 1 Quantity: 2
Air volume: 57,000m³/h Air volume: 15,000m³/h Air flow: 9,000m³/h
Fan speed: 1,770 rpm Fan speed: 1,730 rpm Water consumption: 33m³/h at 7 bar pressure
Power consumption: 22.30kW Power consumption: 3.27kW
Portable Air-Driven Gas Freeing Fan
Electric Motor Electric Motor
Manufacturer: ABB, CEMP Manufacturer: ABB, CEMP Manufacturer: Dasic Marine Ltd.
Type: EC30 200LB4 Type: M2QA 112L4A Type: Jetfan 65
Pole: 4 Pole: 4 Quantity: 2
Power: 30.0kW Power: 4.6kW Air consumption: 7 bar pressure
Revolutions: 1,770 rpm Revolutions: 1,730 rpm
Rating current: 49.1A Rating current: 9.34A
Starting current: 323.6A Starting current: 65.4A

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 4 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
INERT GAS SYSTEM Inert Gas Generator Air Dryer Unit FIXED GAS SAMPLING AND GAS DETECTION SYSTEMS

Manufacturer: Hamworthy Moss AS Manufacturer: Consilium Marine AB


Inert Gas Generator
No. of sets: 1 Location: CCR
Manufacturer: Hamworthy Moss AS Heater type: Finned coil (steam), tube element (electric) System: Salwico
No. of sets: 1 Electric heater capacity: 380kW Model: SW2020
Type: Moss high turbulent Medium: Air
Gas delivery rate: 21.000Nm³/h Operating pressure: 0.03~0.1 bar (air) Manufacturer: Consilium Marine AB
Gas delivery pressure: 0.25 bar Steam pressure: 7.0 bar Location: EER
Scrubber type: Triplex 3-stage with mesh demister Steam consumption: 640kg/h (to the dryer heater) Model: GS3000
Outlet temperature: 150~170°C (steam)
160~190°C (electric) RELIEF VALVES
Inert Gas Generator Air Blower Unit

Manufacturer: Flebu Inert Gas Generator Dew Point Sensor Cargo Tank Relief Valves
No. of sets: 4 (mounted as 2 x two-stage)
Type: Centrifugal, single-stage Manufacturer: Fukui Seisakusho
Manufacturer: Hamworthy / Moss
Fan: BK31.5-1 Type: PORV 10 *12
Model: DRYCAP 180M
Capacity: 3.0m3/second at 0.7 bar Model: PSL-MD13-131-NS1(B)
Motor: 185kW, 440V, 60Hz, 3,550 rpm Tag No: CF101/102////501,502
Inert Gas Generator Oxygen Analyser No. of units: 10
No. per tank: 2
Inert Gas Generator Refrigeration/Cooling Plant Manufacturer: Hamworthy Moss AS
Set pressure: 25kPa(g)
Model: SBS 3500
Manufacturer: Hamworthy Moss AS / Tecknotherm Closing pressure: 22kPa(g)
Sensor type: Zirconia oxide (heated)
No. of sets: 1 Blowdown pressure: 3kPa(g)
Model: HSO 4223 Blowdown %: 12%
Inert Gas Composition Flow rate per valve: 24,490Nm³/h
Compressor: J & E Hall, HSO 2024, screw-type
Condenser type: Shell and tube, HOR 60.240 Vacuum setting: -1kPa(g) (±25%)
Oxygen: 1~2% by volume
Cooling medium: Brine (20% glycol/water) Carbon dioxide: 14% by volume
Gas inlet condition: 37°C at 100% relative humidity (maximum) Carbon monoxide: 100ppm maximum Liquid Dome Casing Vent
Gas outlet condition: 5°C at 100% relative humidity (maximum) Sulphur oxides: 1ppm maximum
Refrigerant: R404a Manufacturer: Tank Tech
Nitrogen oxides: 100ppm maximum
Compressor motor: 232kW, 440V, 60Hz, 3,570 rpm Set pressure: 14kPag
Motor: Y2E2 315L2-2 Set vacuum: -3.5kPag
Motor rating: 232kW, 440V, 3,570 rpm

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 5 of 11


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
Insulation Spaces Tank Liquid Header Type: Conventional
Size: 2*J*3
Manufacturer: Fukui Seisakusho Manufacturer: Fukui Seisakusho Model: REC131-S1(E)
Type: PORV 6*6 Type: Conventional No. of units: 2 (CF506, CF508)
Model: PSL-MD12-131-S1(B) Size: 1.1/2*H*3 Set pressure: 1MPag (10 bar)
Tag Nos: CF171//174////571//574 Model: REC131-S1(N) Closing pressure: 0.9MPag (9.0 bar)
Number of units: 20 No. of units: 4 (CF103///403) Blowdown: 0.1MPag
Number per tank: 4 Set pressure: 1MPag (10 bar) Flow rate per valve: 6,975Nm³/h
Set pressure: 1kPag Closing pressure: 0.9MPag (9.0 bar)
Closing pressure: 0.8kPag Blowdown pressure: 0.1MPag Type: Conventional
Blowdown pressure: 0.2kPag Flow rate per valve: 4,306Nm³/h Size: 1*E*2
Blowdown %: 20% Model: REC131-S1(N)
Flow rate per valve: 1,505Nm³/h Type: Conventional No. of units: 3 (CF207///CF407)
Vacuum block: -80kPag (no leakage for 1 minute) Size: 1.1/2*H*3 Set pressure: 1MPag (10 bar)
Model: REC131-S1(E) Closing pressure: 0.9MPag (9.0 bar)
No. of units: 1 (CF503) Blowdown: 0.1MPag
PIPELINE RELIEF VALVES
Set pressure: 1MPag (10 bar) Flow rate per valve: 1,315Nm³/h
Closing pressure: 0.9MPag (9.0 bar)
Liquid Header
Blowdown pressure: 0.1MPag Type: Conventional
Manufacturer: Fukui Seisakusho Flow rate per valve: 6,975Nm³/h Size: 4*M*6
Type: Conventional Model: REC131-S1(E)
Size: 4*M*6 Stripping Header No. of units: 1 (CF709)
Model: REC131-S1(E) Set pressure: 1MPag (10 bar)
No. of units: 6 (CF105//505),CF315 Type: Conventional Closing pressure: 0.9MPa (9.0 bar)
Set pressure: 1MPag (10 bar) Size: 1.1/2*H*3 Blowdown pressure: 0.1MPag
Closing pressure: 0.9MPa (9.0 bar) Model: REC131-S1(N) Flow rate per valve: 19,480Nm³/h
Blowdown pressure: 0.1MPag No. of units: 1 (CF106)
Flow rate per valve: 19,480Nm³/h Set pressure: 1MPag (10 bar)
Spray Lines
Closing pressure: 0.9MPag (9.0 bar)
Type: Conventional Blowdown pressure: 0.1MPag Manufacturer: Fukui Seisakusho
Size: 1*E*2 Flow rate per valve: 4,306Nm³/h Type: Conventional
Model: REC131-S1(N) Size: 1*D*2
No. of units: 1 (CF107) Type: Conventional Model: REC131-S1(N)
Set pressure: 1MPag (10 bar) Size: 3*K*4 No. of units: 1 (CF104)
Closing pressure: 0.9MPag (9.0 bar) Model: REC131-S1(E) Set pressure: 1MPag (10 bar)
Blowdown pressure: 0.1MPag No. of units: 4 (CF206///CF406, CF507) Closing pressure: 0.9MPag (9.0 bar)
Flow rate per valve: 1,315Nm³/h Set pressure: 1MPag (10 bar) Blowdown pressure: 0.1MPag
Closing pressure: 0.9MPag (9.0 bar) Flow rate per valve: 639Nm³/h
Blowdown: 0.1MPag
Flow rate per valve: 9,949Nm³/h

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 6 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Type: Conventional Type: Conventional Cold Box Pressure Relief Safety Valve
Size: 1*E*2 Size: 3*K*4
Model: REC131-S1(N) Model: REC131-S1(E) Manufacturer: TAI Milano SpA
No. of units: 4 (CF204//504) No. of units: 4 (CF701, 703, 705, 707) Type: Spring-loaded
Set pressure: 1MPag (10 bar) Set pressure: 1MPag (10 bar) Model: Series 3000
Closing pressure: 0.9MPag (9.0 bar) Closing pressure: 0.9MPag (9.0 bar) Size: 1D2
Blowdown pressure: 0.1MPag Blowdown pressure: 0.1MPag No. of units: 2
Flow rate per valve: 1,315Nm³/h Flow rate per valve: 9,949Nm³/h Tag No: RR 808/809
Set pressure: 1MPa(g)

Port Manifold Machinery Space - Vaporiser


LNG Transfer Pump Valve
Manufacturer: Fukui Seisakusho Manufacturer: Fukui Seisakusho
Type: Conventional Type: Conventional Manufacturer: TAI Milano SpA
Size: 1.1/2*F*2 Size: 1*D*2 Type: Spring-loaded
Model: REC131-S1(N) Model: REC131-S1(N) Model: Series 4000
No. of units: 4 (CF802, 804, 806, 808) No. of units: 1(601) Size: ¾D1
Set pressure: 1MPag (10 bar) Set pressure: 1MPag (10 bar) No. of units: 2
Closing pressure: 0.9MPag (9.0 bar) Closing pressure: 0.9MPag (9.0 bar) Tag No: RR 811/812
Blowdown pressure: 0.1MPag Blowdown pressure: 0.1MPag Set pressure: 1MPa(g)
Flow rate per valve: 1,763Nm³/h Flow rate per valve: 639Nm³/h
Nitrogen Reservoir
Type: Conventional Type: Conventional
Size: 3*K*4 Size: 2*J*3 Manufacturer: TAI Milano SpA
Model: REC131-S1(E) Model: REC131-S1(E) Type: Spring-loaded
No. of units: 4 (CF801, 803, 805, 807) No. of units: 1(602) Model: Series 3000
Set pressure: 1MPag (10 bar) Set pressure: 1MPag (10 bar) Size: 1D2
Closing pressure: 0.9MPag (9.0 bar) Closing pressure: 0.9MPag (9.0 bar) No. of units: 1
Blowdown pressure: 0.1MPag Blowdown pressure: 0.1MPag Tag No: RR601
Flow rate per valve: 9,949Nm³/h Flow rate per valve: 6,975Nm³/h Set pressure: 4.4MPa(g)

Starboard Manifold BOG Compressor Nitrogen Booster Compressor Skid

Manufacturer: Fukui Seisakusho Manufacturer: TAI Milano SpA


Manufacturer: TAI Milano SpA
Type: Conventional Type: Spring-loaded
Type: Spring-loaded
Size: 1.1/2*F*2 Model: Series 3000
Model: Series 3000
Model: REC131-S1(N) Size: 1D2
Size: 3K4
No. of units: 4 (CF702, 704, 706, 708) No. of units: 2
No. of units: 2
Set pressure: 1MPag (10 bar) Tag No: RR801, 802
Tag No: RR805/806
Closing pressure: 0.9MPag (9.0 bar) Set pressure: 3.45MPa bar(g)
Set pressure: 1MPa(g)
Blowdown pressure: 0.1MPag
Flow rate per valve: 1,763Nm³/h

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 7 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Manufacturer: TAI Milano SpA GCU Oil Igniter/Waste Gas Support Burner Fan/motor speed: 3,495 rpm
Type: Spring-loaded Motor power: 6.6kW
Model: Series 3000 Igniter oil: 17kg/h MGO constant
Size: 4M6 Igniter oil: 500kPa(g) - 100kPa(g) supply pressure
VALVE REMOTE CONTROL SYSTEM
No. of units: 2 Compressed air: 700kPa(g) to 600kPa(g) minimum for oil atomising
Tag No: RR803, 804
Hydraulic Power Pack for Cargo Valve Control
Set pressure: 5.2MPa(g) GCU Combustion Air Fans
Manufacturer: Amri-Seil
Quantity: 2 Operating pressure: 120 bar
GAS COMBUSTION UNIT
Model: VR63-S13-C1-EM1250-RG045-MMVO Relief valve pressure: 143 bar
Capacity: 60% each Main pump capacity: 78 litres/minute (each)
Gas Combustion Unit Combustion air: Ambient air Top-up pump capacity: 18 litres/minute
Manufacturer: Saacke Temperature: -10°C to +45°C Main pump motor: 25.0kW, 440V, 1755 rpm
Model: GCU 560 Flow: 82,100m3/h with 1 fan Topping-up motor: 4.6kW, 440V, 1740 rpm
Quantity: 1 98,520m3/h each with two fans Oil reservoir capacity: 3,800 litres (approximately)
Fuel consumption: 5643kg/h at 100% CH4 maximum Pressure: 5.5kPa(g) Accumulator capacity: 200 litres (4 sets each of 50 litres)
Heat release: 78,100MW (maximum) 7,810kW (minimum) Fan/motor speed: 1,784 rpm
Outlet temperature: 450°C maximum Motor power: 288kW, 440V, 60Hz, 1,784 rpm
Current: 458A (normal), 3,185A (starting)
Hydraulic Power Pack for Ballast and Engine Room Valve
Furnace pressure: Approximately 1kPa (± 200mPa) Control
Main burner: SSBGL natural gas and oil
GCU Dilution Air Fans Manufacturer: Amri-Seil
Model: SS-HP-1300
GCU Dual Fuel Burner Quantity: 2 Operating pressure: 120 bar
Number of burners: 1 at the bottom of GCU Model: VML-1600 12.6 Relief valve pressure: 143 bar
Type: SSBGL natural gas and oil (MDO) burner Capacity: 60% each Main pump capacity: 36 litres/minute (each)
Construction: Gas lance with integrated main oil burner nozzle Dilution air: Ambient air Top-up pump capacity: 18 litres/minute
Pressure drop: 4kPa (combustion air) Temperature: -10°C to +45°C Main pump motor: 9.0kW, 440V, 1750 rpm
Firing capacity: Gas: 78,110kW (max.); MDO: 7,000kW (max.) Flow: 216,000m3/h with 1 fan Topping-up motor: 4.8kW, 440V, 1750 rpm
Turndown ratio: Gas 1:10 / MDO 1:1 180,000m3/h each with two fans Oil reservoir capacity: 1,300 litres (approximately)
Fan/motor speed: 1,140 rpm Accumulator capacity: 64 litres (2 sets each of 32 litres)
Motor power: 210kW, 440V, 60Hz
GCU Support Main Oil Current: 334A (normal), 2,331A (starting)
Emergency Handpump
Fuel: MDO
Lower heat value: 41,000kJ/kg GCU Ignition and Cooling Air Fans Manufacturer: Amri-Seil
Supply pressure: 100 - 500kPa(g) at inlet of pump station Number: 3 sets
Supply temperature: 20°C to 40°C Quantity: 2 Capacity: 25cm3 per stroke
Oil flow rate: 604kg/h Model: VR35-S19-C1-EM0500-LG270-MMUO Reservoir capacity: 5 litres
Atomising medium: Compressed air Capacity: 100% each
69kg/h at 700kPa gauge Temperature: -10°C to +45°C
Viscosity: 12-6cSt at supply temperature Flow: Approximately 2,500m3/h (maximum)
Pressure: 4.5kPa gauge

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 8 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
DECK EQUIPMENT Warping Drum Forward Emergency Towing Equipment

Each drum has one fixed warping drum keyed onto the main shaft, of non- Manufacturer: Saejin Industrial Co. Ltd.
Mooring Equipment whelped construction: Type: ETS-4000FSB-SJ
Manufacturer: Rolls-Royce Marine AS
Load: 30 tonnes (approximately)
Type: BFCX63.117 (W1 and W2, forward) Aft Emergency Towing Equipment
Speed: 0 - 15m/min (approximately)
WMC22030 (M1 and M2 forward, M3 to M8 aft)
Light line speed: 0 - 45m/min (approximately)
Manufacturer: Saejin Intech Co. Ltd.
Type: ETS-4000ASR-SJ
Anchor Forward Hydraulic Power Pack
Manufacturer: Kum Hwa Cast Steel & Ind. Mach. Co. Ltd. Lifting Equipment
Type: 4PV CLE1101
Type: High holding power, stockless
Working pressure: 64 bar
Electric motors: 4 x 152kW Hose Handling Cranes
Anchor Chain Oil delivery: 4 x 1,313 litres/min
Manufacturer: MacGregor
Pump speed: 1,750 rpm
Manufacturer: Dai Han Anchor Chain Mfg. Co. Ltd. Type: HH 400-1025,6
No. of sets: 2 No. of sets: 2
After Hydraulic Power Pack SWL: 10.0 tonnes
Radius maximum: 25.6m
Mooring Complement Type: 3PV CLE1101
Radius minimum: 5.1m
Working pressure: 64 bar
24 mooring ropes: 275m x 44mm SAMSON EPX-75 MBL 137T. Hook travel: 76m
Electric motors: 3 x 152kW
24 rope tails: 11m x 57mm SAMSON polyester P-7 rope tails, Hoisting speed, no load: 20m/min
Oil delivery: 3 x 1,313 litres/min
MBL 183T, each with a leather protected 2m eye Hoisting speed at SWL: 10m/min
for where port regulations require their use Pump speed: 1,750 rpm
Slewing sector: 360 degrees
Slewing speed: 0.7 rev/min
Rope Drum Air-Driven Capstan Luffing: 120 seconds
List/trim: 5/2 degrees
Declutchable split drum with band brake: Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd.
Weight of crane: 28.0 tonnes (approximately)
Winding load: 0.6 tons
Drive source: Electro-hydraulic low pressure Steel wire rope: 18mm diameter x 182 metres
Winding speed: 20m/min
Clutch control: Manual Electric motor: 3 ~ 60Hz ~ 440V
Brake control: Manual Model: 289-24250-801
Air Motor Rated power: 37.5kW (continuous)
Nominal load: 30 tonnes, 1st layer
Winding speed: 0 - 15m/min at nominal load, 1st layer RPM: 1768
Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd.
Light line speed: 0 - 45m/min (approximately) Start current: 410A
Model: SAM-45VP-85
Brake holding load: 109.6 tonnes Working air pressure: 6 bar
Rating: 4.5hp at 850 rpm

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 9 of 11


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
Provisions Cranes Cargo Machinery Room Crane Small Equipment Davit on Trunk Deck

Manufacturer: MacGregor Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd. Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd.
Type: GP 250-08,519 Type: Fixed boom type (winch driven by fixed pneumatic Type: Portable tripod leg type (winch driven by fixed
No. of sets: 2 motor) pneumatic motor)
SWL: 8.5 tons No. of sets: 1 No. of sets: 1
Radius maximum: 19.0m SWL: 5.0 tonnes SWL: 2.0 tonnes
Radius minimum: 3.8m Hoisting speed: 4~5m/min Hoisting speed: 10m/min
Hook travel: 60m Radius maximum: 7.75m Hoisting height: 2.5m
Hoisting speed average: 10m/min Hook travel: 50m Lifting height: 5m
Slewing sector: 360 degrees Slewing sector: 360 degrees Winch type: YN-AW-1020
Slewing speed: 0.5 rev/min Winch type: YN-AW-2510 Hoisting air motor: SAM-7VP-55 (7.3HP x 550 rpm)
Luffing: 60 seconds (approximately) Hoisting air motor: SAM-7VP-66 (7.3HP x 660 rpm) Working air pressure: 600kPa (max 900kPa required regulator)
Weight of crane: 15.2 tonnes (approximately) Slewing air motor: SAM-2.5VP-30 (2.5HP x 290 rpm) Steel wire rope: 10mm diameter x 16m (18x7, FC,GSWR)
Steel wire rope: 18mm diameter Working air pressure: 600kPa (max. 900kPa required regulator)
Steel wire rope: 14mm diameter x 115m (18x7, FC,GSWR) Davit for Injured Person
Davit for Emergency Cargo Pump
Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd.
Steering Gear Room Crane
Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd. Type: Portable type (winch driven by fixed pneumatic
Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd. motor)
Hoisting load: 3,000kg
Type: Fixed boom type (winch driven by fixed pneumatic No. of sets: 1
Hoisting speed: 8m~10m/min
motor) SWL: 2.0 tonnes
Lifting distance: 6.5m
No. of sets: 1 Hoisting speed: 10m/min
Hoisting height: 45m
SWL: 2.0 tonnes Working radius: 0.6m
Working radius: 4.05m
Hoisting speed: 10m/min Hoisting height: 40m
Winch: YN-AW-1520-W270
Radius maximum: 1.7m Winch type: YN-AW-0310
Air motor: SAM-10VP-55 (10hp x 550 rpm)
Hoisting height: 2.5m Hoisting air motor: SAM-16VP-85 (1.6HP x 850 rpm)
Air pressure: 700kPa (max. 900kPa)
Lifting height: 20m Working air pressure: 600kPa (max. 900kPa required regulator)
Wire rope: 12mm (18x7) x 100m
Winch type: YN-AW-1020 -W220 Steel wire rope: 6.3mm diameter x 44m (7 x 19, 1 WRC, GALV)
Hoisting air motor: SAM-7VP-55 (7.3HP x 550 rpm)
Slewing: 360 degrees manual Bosun’s Store Davit
Working air pressure: 600kPa (max. 900kPa required regulator)
Steel wire rope: 10mm diameter x 45m (18x7, FC,GSWR) Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd.
Type: Portable type (tripod type with carrying wheels)
No. of sets: 1
SWL: 0.9 tonnes
Davit height: 3.0m
Radius maximum: 1.7m
Hook travel: 15m
Hoisting method: Manual chain block

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 10 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Spool Piece Davit

Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd.


Type: Fixed davit with portable manual chain block
No. of sets: 4
SWL: 0.5 tonnes
Manual working radius: 0.6m
Hoisting height: 10m
Hoisting method: Manual chain block
Slewing method: Manual guy ropes

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.2 - Page 11 of 11


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
1.1.3 GENERAL ARRANGEMENT
No.4 Water Aft Heavy Profile Midship Section
No.5 Water Fuel Oil
Illustration 1.1.3a General Arrangement Ballast Tank
Ballast Tank
(Port and Deep Tank
(Port and No.4 Cargo
Starboard) No.3 Water No.2 Water No.1 Water (Central) Bosun Store
Starboard) Tank
Ballast Tank Ballast Tank Ballast Tank Forward
Electric Cargo Cargo Store and Fwd Deep Water Fwd
No.5 Cargo (Port and No.3 Cargo (Port and No.2 Cargo (Port and No.1 Cargo Pump
Motor Compressor Dry Powder Ballast Tank Void
Tank Starboard) Tank Starboard) Tank Starboard) Tank Room
Room Room Station (Port an
Nav. Dk
Starboard)
D. Deck
Fwd Heavy Fuel
C. Deck
Oil Deep Tank
(Central) B. Deck
Trunk Space
Trunk Space Trunk Space A. Deck
Upp. Deck
6
7

Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
8
1 2 9 12 Cargo Tank

3 10 11
4 Engine
Room

5 13

A.P 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 Water Pipe Water
Ballast Tank Duct Ballast Tank
850mm 2,550mm 4,020mm 3,400mm 4,020mm 3,400mm 4,020mm 3,400mm 4,020mm 3,400mm 4,020mm 2,550mm 850mm

Key
1. Fresh Water Tank (Port and Starboard)
2. Distilled Water Tank (Port and Starboard)
Upper Deck 3. Aft Peak Tank
4. Sea Water Supply Pump for High Expansion Foam
5. Stern Tube Central Water Tank
6. Marine Gas Oil Settling Tank (Starboard)
7. Void (Port and Starboard)
8. Marine Gas Oil Settling Tank (Starboard)
9. Heavy Fuel Oil Settling Tank (Starboard)
10. Engine Room Water Ballast Tank (Port and Starboard)
11. Heavy Fuel Oil Tank (Starboard)
Dn

12. Main Engine System Oil Settling Tank (Starboard)


Up
13. Fuel Oil Overflow Tank (Port and Starboard)
14. Distilled Water Tank (Port)
Up

Up

15. Sea Water Supply Pump Room


16. Distilled Water Tank (Starboard)
17. Main Engine Cylinder Oil Storage Tank
for Marine Gas Oil
18. Generator Engine Lubricating Oil Storage Tank (Port)
19. Generator Engine Lubricating Oil Settling Tank (Port)
20. Stern Tube Lubricating Oil Drain Tank (Port)
21. Main Engine System Oil Sump Tank (Port)
Engine Room Heavy 22. Main Engine System Oil Settling Tank (Port)
Heavy Fuel Water Ballast Fuel Tank
Tank Top 23. Fuel Oil Overflow Tank (Port)
Heavy Fuel Oil Serving (Port) Tank (Port) (Port)
No.4 Water No.3 Water No.2 Water No.1 Water 24. Renovating Tank (Port)
Oil Settling No.5 Water Fwd Deep
Fresh Water
(Port)
Low Sulphur No.4 Cargo Tank Ballast No.2 Cargo Tank Ballast No.2 Cargo Tank Ballast No.1 Cargo Tank Ballast 25. Main Engine System Oil Storage Tank (Port)
Tank (Port) Fuel Oil Tank No.5 Cargo Tank Ballast Fwd Water Ballast
Aft Peak Tank (Port) Tank (Port) Tank (Port) Tank (Port) 26. Main Engine Cylinder Oil Storage Tank (Port)
(Port) Tank (Port) Pump Tank (Port)
Tank 27. Oily Bilge Tank (Central)
Void Room
28. Fuel Oil Drain Tank (Port)
(Port)
29. Main Engine Jacket Cooling Water Drain Tank (Port)
18 Fwd
17 30. Clean Bilge Water Tank
19 Void 31. Main Engine Jacket Cooling Water Drain Tank
22
37 (Starboard)
14 20 Engine 21 23 24
32. Fuel Oil Drain Tank (Starboard)
Room
25 33. Main Engine Cylinder Oil Storage Tank (Starboard)
34. Main Engine System Oil Storage Tank (Starboard)
Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
15 29 28 26 35. Renovating Tank (Starboard)
30 27
31 32 33
36. Fuel Oil Overflow Tank (Starboard)
37. Bilge Well
34 38. Main Engine System Oil Settling Tank (Starboard)
16 39 36 35 39. Main Engine Oil Sump Tank (Starboard)
37
38

Fwd Heavy Principal Dimensions


Fuel Oil Length OA approx. 315.00m
Deep Tank Length BP 303.00m
Void No.5 Water No.4 Water No.3 Water No.2 Water No.1 Water (Central)
(Starboard) Aft Heavy Fwd Deep Breadth (Mld) 50.00m
Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast
Fresh Water (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) Fuel Oil Water Depth (Mld) 27.00m
Deep Tank Ballast Tank
Tank (Starboard) Heavy Fuel Heavy Fuel Engine Room Heavy (Starboard) Draft Design (Mld) 12.00m
(Central)
Oil Settling Oil Serving Water Ballast Fuel Tank Scant. (Mld) 13.60m
(Starboard) (Starboard) Tank (Starboard) (Starboard)

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.3 - Page 1 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 1.1.3b Accommodation D Deck and Navigation Bridge Arrangement

Lobby
D Deck

Navigation Bridge Deck


Up Dn
Dn

T/B
2nd Engineer Bedroom
Bedroom Day Room

Chief Engineer
Day Room
Lobby
Lobby T/B
Cargo Engineer
Day Room
Lobby
Lobby

Officers’ Cable
Bedroom
3rd Engineer Laundry Trunk

T/B No.2 No.1


Battery Battery
Room Room
Drying T/S Public
Room Toilet Wheelhouse
T/S Stairway

T/S 4th Engineer


Navigation
Equipment
DL Locker Room
Pilot Up Dn
3rd Officer Dn
Up
CL Locker
Lift Lift
T/S CGR Machinery Wheel
Lift T/S Room
Locker
Deck Store
Baggage T/B
Locker Duct/
2nd Officer
Cable
Safety Trunk Bedroom
Equipment
Locker
Lobby
Lobby
Owner Day
Room
Lobby Lobby T/B Captain
Day Room
C/O
Day Room
Bedroom
Bedroom

T/B Lobby
Dn
Up Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.3 - Page 2 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 1.1.3c Accommodation B Deck and C Deck Arrangement

Package Air Conditioning Room


for Cargo Control Room
Public
B Deck Fire Bottle Room Lobby Toilet C Deck

Up Dn Up Dn

T/S
Electrician No.1 Fire
Oilers (A) Control
Machinists Machinists Crew’s Trainer Station
(A) (B) Changing Officer Lobby
Room (1+1) (B)

T/S T/S T/S


Cargo
T/S Control
T/S Oilers (B)
Room

T/S Officers’
Lobby
Ordinary Change Cable
Cable Room
Seaman (A) Electric Trunk
Trunk
Assistant Officer
Steward (B) T/S

No.2 Locker T/S Locker


T/S T/S
Electrical
Night Rest
Equipment Training Pantry Area
Room Room Stairway
Stairway
Ordinary Cadets (1+1) (B)
2nd Cook
Seaman (B) Up Dn
Up Dn
Stationary
Locker

Cadets (1+1) (A)


Able Conference Room/
Chief Cook Seaman (A) Administration
No.1 Office
Electrical Baggage
Equipment Locker Lift
Lift T/S
T/S Room T/S

Female
T/S Changing
Assistant Junior Engineer Duct/
Room Cable
Steward (A) Duct/
Cable Able Trunk
Lobby Library Trunk Seaman (B) CGR
T/S
T/S

Able T/S Public Toilet


T/S
Seaman (C)
T/S
T/S
Reception Central
Trainee Trainer Area
Crew’s Office
Officer
Laundry
Chief Petty Able (1+1)(A)
Officer Seaman (E) Able
Seaman (D)
T/S
T/S

Up Dn
Up Dn
Lobby

Linen Drying Lobby


Locker Room

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.3 - Page 3 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 1.1.3d Accommodation Upper Deck and A Deck Arrangement

Up
Rescue Boat (6P)

A Deck

Up
Dn
Accommodation Upper Deck

Up

Fire Bottle Room Up

CGR
Lobby Crew’s TV
4-Suez 4-Suez
Crew (A) Crew (B) Room Hospital
Ship’s Public Toilet
Laundry Crew’s Recreation Lobby
Room
T/S T/S
T/B
Treatment
No.2 Dispensary
Meat Room High Voltage Room
Dry Cargo
Vegetable Room Switchboard
Store Room
Deep Freeze
Crew’s Mess Room Cable Smoking Room
Room
Trunk
Cable
Trunk
Dairy Room
Dn

Lobby
Lobby No.2
Low Voltage Crew’s
Cargo Gymnasium
Pantry Up Dn
Bonded Switchboard
Store Room
Galley
Lobby
Dry
Provisions Crew’s
Deck Room Duty
Toilet Up
No.1 Mess Public Toilet
Low Voltage Room
Soft Cargo
Up Lift
Drinks Switchboard Dn
Store Room
Up Lift
Locker
Duct/ Electrical
Officers’ Officers’ Cable Distribution
Pantry Duty Mess Room Trunk Panel Room

HD

HD
Air Conditioning
Public No.1
Machinery
Toilet High Voltage
Room
Cargo Officers’ Officers’
Switchboard Mess Room Recreation Room
Room Officers’
Public Toilet TV Room
No.2 Fire
Control
Station Female Public
Toilet
Up
Telephone Lobby
Lobby
Booth
Fire Bottle Room
Dn
Up

Issue: 1 - May 2010 IMO No: 9431135 Section 1.1.3 - Page 4 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
1.1.4 Tank Capacity Tables

CARGO TANKS (Excluding Dome Space) FRESH WATER TANKS SG: 1.000
Location Capacities Max. Max.
Compartment Volume Centre of Gravity Free Compartment Location Capacities Centre of Gravity Free
Frame Surface Surface
100% 98.5% LCG VCG Moment Frame Volume Weight LCG VCG Moment
from AP from BL of Inertia 100% 100% from AP from BL of Inertia
m3 m3 m m m4 m3 tons m m m4
No.1 Cargo Tank 112-120 28063.4 27642.5 248.541 17.592 116460 Distilled Water Tank (P) 10-14 36.6 36.6 10.203 19.714 5
No.2 Cargo Tank 101-111 45519.0 44836.2 210.400 17.792 274174 Distilled Water Tank (S) 10-14 36.6 36.6 10.203 19.714 5
No.3 Cargo Tank 90-100 45518.6 44835.8 166.800 17.792 274172 Fresh Water Tank (P) 6-14 158.7 158.7 8.686 19.836 154
No.4 Cargo Tank 79-89 45523.1 44840.2 123.200 17.792 274199 Fresh Water Tank (S) 6-14 158.7 158.7 8.686 19.836 154
No.5 Cargo Tank 68-78 45526.0 44843.1 79.600 17.792 274217 Sub Total 390.7 390.7
Sub Total 210150.1 206997.9
* The above data may be revised according to result of cargo tank measurement.
HEAVY FUEL OIL TANKS SG: 0.980
WATER BALLAST TANKS SG: 1.025 Max.
Max. Compartment Location Capacities Centre of Gravity Free
Compartment Location Capacities Centre of Gravity Free Surface
Surface Frame Volume Weight LCG VCG Moment
Frame Moment 100% 98% from AP from BL of Inertia
Volume Weight LCG VCG m4
100% 100% from AP from BL of Inertia m3 tons m m
m3 mt m m m4
Fwd Deep HFO Tank (C) 133-149 2629.8 2525.7 284.349 12.969 1904
Fwd Deep WB Tank (P) 121-149 1882.9 1930.0 279.953 11.101 2027 Aft Deep HFO Tank (C) 125-133 2412.4 2316.9 275.237 12.829 4432
Fwd Deep WB Tank (S) 121-149 1882.9 1930.0 279.953 11.101 2027 HFO Tank (P) 52-67 1096.3 1052.9 51.670 19.290 384
No.1 WB Tank (P) 111-121 5519.3 5657.3 250.307 13.158 12462 HFO Tank (S) 44-67 1638.2 1573.3 48.697 18.209 590
No.1 WB Tank (S) 111-121 5519.3 5657.3 250.307 13.158 12462 Low Sulphur Tank (P) 44-56 541.9 520.5 42.684 16.022 308
No.2 WB Tank (P) 100-111 6099.4 6251.9 208.033 8.662 35832 HFO Settling Tank (P) 44-56 81.4 78.1 42.500 19.150 14
No.2 WB Tank (S) 100-111 6099.4 6251.9 208.033 8.662 35832 HFO Settling Tank (S) 44-56 81.4 78.1 42.500 19.150 14
No.3 WB Tank (P) 89-100 6470.7 6632.4 165.099 8.289 40494 HFO Service Tank (P) 44-56 88.1 84.6 42.500 19.150 18
No.3 WB Tank (S) 89-100 6470.7 6632.4 165.099 8.289 40494 HFO Service Tank (S) 44-56 88.1 84.9 42.500 19.150 18
No.4 WB Tank (P) 78-89 6232.7 6388.5 121.900 7.865 40336 Sub Total 8657.6 8314.7
No.4 WB Tank (S) 78-89 6232.7 6388.5 121.900 7.865 40336
No.5 WB Tank (P) 67-78 5598.6 5738.5 79.382 9.063 29862
No.5 WB Tank (S) 67-78 5598.6 5738.5 79.382 9.063 29862
E/R WB Tank (P) 44-67 1509.1 1546.8 47.817 13.857 904
E/R WB Tank (S) 44-67 1509.1 1546.8 47.817 13.857 904
Aft Peak Tank -5-14 2259.7 2316.2 4.541 14.282 17556
Sub Total 68885.1 70607.2

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DIESEL FUEL OIL TANKS SG: 0.850 MISCELLANEOUS TANKS


Max. Max.
Compartment Location Capacities Centre of Gravity Free Compartment Location Capacities Centre of Gravity Free
Surface Surface
Frame Volume Weight LCG VCG Moment Frame Volume Volume LCG VCG Moment
100% 98% from AP from BL of Inertia 100% 100% from AP from BL of Inertia
m3 tons m m m4 m3 m3 m m m4
MGO Service Tank (P) 44-52 63.0 52.5 40.800 23.625 12 Oily Bilge Tank 56-67 127.1 127.1 52.044 2.162 1481
MGO Service Tank (S) 44-52 63.0 52.5 40.800 23.625 12 Clean Bilge W Tank 34-48 190.5 190.5 35.012 3.604 553
MGO Settling Tank (P) 44-52 58.2 48.5 40.800 23.625 9 Sludge Tank (P) 20-32 17.1 17.1 22.100 10.755 4
MGO Settling Tank (S) 44-52 58.2 48.5 40.800 23.625 9 Sludge Tank (S 20-32 17.1 17.1 22.100 10.755 4
MGO Storage Tank (P) 44-52 128.7 107.2 40.800 25.383 204 Stern Tube LO Drain Tank (P) 32-34 6.3 6.3 28.050 2.310 5
MGO Storage Tank (S) 44-52 128.7 107.2 40.800 25.383 204 Stern Tube LO Drain Tank (S) 32-34 6.3 6.3 28.050 2.310 5
Sub Total 500.0 416.5 Bilge Holding Tank 30-34 71.7 71.7 27.116 7.515 169
Main Engine JCW Drain Tank (P) 49-52 17.0 17.0 42.970 2.061 16
Main Engine JCW Drain Tank (S) 49-52 17.0 17.0 42.970 2.061 16
FO Drain Tank (P) 53-56 8.0 8.0 46.386 2.460 14
LUBRICATING OIL TANKS SG: 0.900
LO Drain Tank (S) 53-56 8.0 8.0 46.386 2.460 14
Max.
Compartment Location Capacities Centre of Gravity Free Generator Engine LO Storing Tank (P) 39-41 12.1 12.1 34.000 18.875 3
Surface Generator Engine Settling Tank (P) 39-41 14.2 14.2 34.018 18.875 5
Frame Volume Weight LCG VCG Moment FO Overflow Tank (P) 58-67 46.4 46.4 52.763 2.145 59
100% 98% from AP from BL of Inertia FO Overflow Tank (S) 58-67 46.4 46.4 52.763 2.145 59
m3 tons m m m4 Stern Tube Cooling Water Tank (P) 7-18 58.0 58.0 12.299 4.004 7
Main Engine System Oil Settling Tank (P) 61-67 44.6 39.3 54.400 18.875 16 Stern Tube Cooling Water Tank (S) 7-18 58.0 58.0 12.299 4.004 7
Main Engine System Oil Settling Tank (S) 61-67 44.6 39.3 54.400 18.875 16 Sewage Holding Tank 37-41 46.7 46.7 33.229 1.542 8
Main Engine System Oil Storage Tank (P) 61-67 44.6 39.3 54.400 18.875 16 Service Oil Backflushing Tank 54-55 0.8 0.8 46.325 1.485 0
Main Engine System Oil Storage Tank (S) 61-67 44.6 39.3 54.400 18.875 16 Service Oil Backflushing Tank 54-55 0.8 0.8 46.325 1.485 0
Main Engine Cylinder Oil Storage Tank 61-67 55.7 49.1 54.400 18.875 32 Sub Total 769.2 769.2
(P)
Main Engine Cylinder Oil Storage Tank 61-67 55.7 49.1 54.400 18.875 32
(S)
Main Engine CO Storage Tank for MGO 34-39 59.7 52.7 31.049 18.875 57
(S)
Main Engine System Oil Sump Tank (P) 46-57 37.5 33.1 44.259 1.589 22
Main Engine System Oil Sump Tank (S) 46-57 37.5 33.1 44.259 1.589 22
Renovating Tank (P) 61-67 33.4 29.5 54.400 18.875 7
Renovating Tank (S) 61-67 33.4 29.5 54.400 18.875 7
Sub Total 491.5 433.5

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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 110 psi abs. to 25 psi abs.
Gases in Bulk’ known as the Gas Carrier Code or GC Code and adopted under
The 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 of
recommendation for all gas carriers in this fleet of ships. General Worldwide
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 as
trading in the USA’s waters. Air (at 5 knots): -29°C (–20°F)
defined in the society’s rules, for example, chapter II Ship Survival Capability,
chapter XIV Personnel Protection and chapter XVII Operating Requirements. Still sea water: - 2°C (28°F)
The applicability of the code is as follows:
However, where the societies are authorised to issue the International
Gas Carriers Built After June 1986 (the IGC Code) Certificate of Fitness, these requirements, together with any amendments or
interpretations adopted by the appropriate national authority, will be applied
The code which applies to new gas carriers (built after June 1986) is the
where applicable.
‘International Code for the Construction and Equipment of Ships carrying
Liquefied Gases in Bulk’ known as the IGC Code.
Since the IMO recommendations defer some matters to the discretion of each
administration, and in other matters are not specific enough for Coast Guard
At a meeting of the MSC in 1983 approving the second set of amendments to
regulatory purposes, several major changes have been introduced from the
SOLAS, the requirements of the IGC Code become mandatory with almost
code in the proposed Coast Guard rules. These changes are discussed in the
immediate effect.
following paragraphs.

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The proposed regulations specify enhanced grades of steel for crack arresting The latest version of the following regulations and recommendations l) ILO Convention concerning Crew Accommodation On Board
purposes in the deck stringer, sheer strake and bilge strake. The minimum incorporating all subsequent additions and amendments currently in force, or Ships, No.92 and 133.
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
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. m) ILO Guide to Safety and Health in Dock Work, 1977 and
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an 1979.
equivalent steel that is specially approved by the Commandant (G-MMT). a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia,
Oman, Australia, Japan and Qatar for entry into those ports. n) SOLAS 1994 Chapter V, Emergency Towing Arrangements for
The Code allows pressure and temperature control of cargoes by venting cargo Tankers.
vapours to the atmosphere when the vessel is at sea and in port if accepted by b) International Convention on Loadlines, 1966, amendments
the receiving administration. It is proposed to prohibit normal venting of cargo 1971,1975, 1979 and 1983 and Protocol of 1988 as amended by o) ICS Guide to Helicopter / Ship Operations.
into the atmosphere in many ports. Resolution A513(XIII) / A514(XIII).
p) OCIMF Recommendations on Equipment for the Towing of
The Code requires the cargo system to be designed to withstand the full vapour c) International Convention for the Safety of Life at Sea, 1974 with Disabled Tankers, September 1981.
pressure of the cargo under conditions of the upper ambient design temperature, Protocol of 1978 and Amendments of 1981, 1983, 1989, 1990,
or have other means to maintain the cargo tank pressure below the maximum 1991, 1992 and 1994 and 1998. GMDSS amendments including q) OCIMF Standardisation of Manifold for Refrigerated Liquefied
allowable relief valve setting (MARVS) of the tank. These regulations propose International Code for the Construction and Equipment of Ships Gas Carriers (LNG).
that when the cargo carried is a liquefied gas, the cargo tank pressure must be Carrying Liquefied Gases in Bulk (IGC-code) (herein called
maintained below the design vapour pressure indefinitely, the pressure on the ‘SOLAS’). r) OCIMF Guidelines and Recommendations for the Safe Mooring
LNG tank would be maintained below the design pressure for a period of not of Large Ships at Piers and Sea Islands (except special conditions
less than 21 days. Cargo tank pressure may be maintained below the design d) International Convention for the Prevention of Pollution from of the intended terminal).
pressure by several methods including refrigeration systems, burning boil-off Ships, 1973 (Annex I, IV &V), as modified by the Protocol
in waste heat or catalytic furnaces, using boil-off as fuel, or a combination of 1978 relating thereto (herein called ‘MARPOL 73/78’) and s) OCIMF Ship to Ship Transfer Guide (Liquefied Gases) 1995.
these methods. Using the boil-off as a fuel for propulsion is limited to a vessel amendment 1987, 1989, 1991 and 1992.
carrying LNG. t) SIGTTO Recommendations for Emergency Shut Down Systems
e) Convention on the International Regulations for Preventing 1997.
The proposed regulations also include the following: Collisions at Sea, 1972 with Amendments of 1981, 1987 and
1989 as amended by resolution A493(XII) and A494(XII). u) SIGTTO Recommendations for the Installation of Cargo
1. Transfer requirements for vinyl chloride. Strainers.
f) International Convention on Tonnage Measurement of
2. Loading requirements for methyl acetylene propadiene mixture. Ships, 1969, as amended by IMO Resolution A493(XII) and v) IMO Resolution A708(17) Navigation Bridge Visibility and
A494(XII). Function.
3. Additional operating requirements.
g) International Telecommunication Convention, 1973 with annex w) International Electro-technical Commission (IEC).
4. Requirements for inspection or re-inspection of US flag vessels at intervals
and revisions 1974, 1982 and 1983/87.
that are the same as for vessels inspected under Sub-chapter D. Inspection
x) IMO Publication No.978 Performance Standards for Navigational
for certification would be required every 2 years and re-inspection would be
h) IMO Resolution A343(IX) Recommendation on Method of Equipment (1988 edition).
required between the 10th and 14th month following the issue of a Certificate
Measuring Noise Levels at Listening Posts.
of Inspection.
y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids.
i) IMO Resolution A468(XII) Code on Noise Levels On Board Measurement of liquid levels in tanks containing liquefied gases
5. Requirements for the initial and periodic inspections and tests of the cargo
Ships. electric capacitance gauges.
containment system, cargo and process piping, and hull heating and cold
spots.
j) USGG for foreign flag vessels operating in the navigable waters z) IMO Resolution A601(15) Provision and Display of Manoeuvring
of the United States except Alaskan waters (CFR Title 33- Information On Board Ships.
The proposed Coast Guard regulations and the Classification Society’s rules
have cross-references showing the corresponding IMO code numbers to allow Navigation and Navigable Waters, Part 155, 156, 159 and 164
identification of the required paragraph. and CFR Title 46-Shipping, Part 154) and Public Law 95-474,
1978 ‘Port and Tanker Safety Act 1979’.

k) ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation


of Vibration in Merchant Ships, 1984’.

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1.3 Cargo System Technology Illustration 1.3.1a Cargo Tank Lining Reinforcement

1.3.1 Cargo Containment System Principle

The cargo containment system consists of five double insulated cargo tanks Void Area

encased within the inner hull and situated in-line from forward to aft. The
containment system serves two purposes:
• To contain LNG cargo at cryogenic temperature (-160°C)
Cofferdam

• To insulate the cargo from the hull structure Reinforced Area

Reinforced Area
Secondary........... Type RS
The spaces between the inner hull and outer hull are used for ballast and will
Primary................ Type RP
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
Primary Membrane
bottom tanks extend to the side of the cargo tanks as far up as the underdeck
pipe passage.

The cargo tanks are separated from other compartments, and from each other,
by six transverse cofferdams which are all dry compartments. The LNG to Secondary Membrane
be transported is stored in the five cargo tanks numbered 1 to 5, from fore to
aft. All cargo tanks have an octagonal transverse section matching with the
supporting inner hull.

Non Reinforced Area


Non Reinforced Area

Between the two transverse bulkheads, each tank is composed of a prism Secondary........... Type S

placed in a direction parallel to the keel plate. Primary................ Type P

The boundaries of the tanks are as follows:


• One flat bottom, parallel to the keel plate raised along the ship’s
Key
plating by two inclined plates, one on each side. Primary Insulation
Ballast
• Two vertical walls each extended at their upper parts by an
Void
inclined plate, in order to limit the liquid free surface effect Secondary Insulation

when the tanks are full. Cofferdam


Ballast Tank
• One flat top parallel to the trunk bottom.

The materials used for the hull structure are designed to withstand varying
degrees of low temperature. At temperatures below their specified limits, these
steels will crystallise and embrittle. The materials used for the containment
system are required to reduce the heat transfer from the hull structure to
minimise the boil-off gas from the cargo, as well as to protect the hull structure
from the effects of cryogenic temperature.

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Illustration 1.3.2a Construction of Containment System - Flat Area

Plywood
Box Cover

Primary Box Primary Invar

Insulating
Material
Insulating
Insulating Material
Material

Plywood Bridge

Insulating Material

Perlite Wedge
Insulation
Packing Washers

Secondary Box

Secondary Invar

Epoxy Rope
Bearing Product

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1.3.2 Gaz Transport Cargo Containment The composition of Invar is : The secondary insulation is 300mm thick, whereas the primary insulation is
230mm thick. (The designed boil-off rate, ie, 0.132% of the total cargo tanks’
Ni: 35 - 36.5% volume per day governs the thickness.)
Cargo Containment System Principle C: < 0.04%
Si: < 0.25% The insulation dimensions have been determined to ensure that:
The cargo tanks are of double membrane, Gaz Transport No.96-X System Mn: < 0.2 to 0.4%
design. • The heat flow into the tank is limited to such an extent that the
S: < 0.003%
evaporation, or boil-off rate, is about 0.132% per day.
P: < 0.008%
The inner hull, ie, the outer shell of each of the cargo tanks, is lined internally S + P: < 0.02% • The inner hull steel does not attain a temperature below its
with the Gaz Transport integrated tank containment and insulation system. This Fe: Remainder minimum design value, even in the case of failure of the primary
consists of a thin, flexible membrane called the primary membrane, which is in barrier.
contact with the cargo, a layer of plywood boxes filled with Perlite called the Thermal expansion coefficient = 2.0 x 10-6/°C
primary insulation, a second flexible membrane, similar to the first one, called • Any deflections resulting from applied strains and stresses are
between 0°C and -180°C acceptable by the primary barrier.
the secondary membrane, and a second layer of boxes also filled with Perlite (about ten times less than for stainless steel AISI 304 type)
in contact with the inner hull called the secondary insulation. The double
membrane system meets the requirement of the relevant regulations on the In addition to these requirements, the insulation acts as a barrier to prevent any
Charpy Test at -196°C, > 12 bar contact between ballast water and the primary barrier, in the event of leakage
cargo containment system to provide two different ‘barriers’ to prevent cargo
leakage. through the inner hull.
The coefficient of thermal expansion is low enough to enable flat, rather than
corrugated sheets, to be used. The entire surface area of the membrane is thus
The tank lining thus consists of two identical layers of membranes and in contact with the supporting insulation, so that the load which the system is Membrane Cargo Containment
insulation, so that in the event of a leak in the primary barrier, the cargo will able to carry is limited only by the load bearing capacity of the insulation.
be contained indefinitely by the secondary barrier. This system ensures that the The plywood boxes forming the secondary insulation are laid on the ship’s inner
whole of the cargo hydrostatic loads are transmitted through the membranes The primary and secondary insulation spaces are made up of boxes fabricated hull through the transition of a hard epoxy resin bearing product deposited on
and insulation to the inner hull plating of the ship. from plywood and filled with expanded Perlite. This insulation system allows the box in the shape of ropes by means of an automatic depositing machine.
free circulation of nitrogen and therefore permits gas freeing or inerting to be These ropes are of adjustable thickness and compensate for the flatness defects
The function of the membranes is to prevent leakage, while the insulation carried out in the barrier spaces without difficulty. of the inner hull. The boxes are held in position by stainless steel coupler rods
supports and transmits the loads and, in addition, minimises heat exchange anchored to the inner hull through their welded sockets. To absorb the ship’s
between the cargo and the inner hull. The secondary membrane, sandwiched Perlite is obtained from a vitreous rock of volcanic origin which, when heated hull deformation, each coupler is fitted with an elastic coupling made up of
between the two layers of insulation, not only provides a safety barrier between to a high temperature (above 800°C), is transformed into very small balls. several spring washers tightened down on the setting plates for secondary boxes
the two layers of insulation, but also reduces the convection currents within the These balls have diameters that measure between a few hundredths to a few by securing nuts, refer to illustration 1.3.2b. The number of spring washers
insulation. tenths of a millimetre. The cellular structure so obtained from the process gives used depends on the location of the box. Boxes on the ballast boundaries have
the expanded Perlite its lightness and thus its excellent insulation properties. a higher number of spring washers (5) because the hull deformation has the
The primary and secondary insulation spaces are under a pressure controlled The water repellency of the Perlite is increased by a silicon treatment. largest effect on this area.
nitrogen atmosphere. The primary space’s pressure must never exceed the
cargo tank pressure in order to prevent the primary membrane from collapsing The insulation is distributed over the hull in two specific areas: A continuous Invar tongue is held in slots running along the whole length of
inwards. To avoid pollution of the secondary insulation space, in the event of each secondary box cover. The secondary membrane strakes are resistance
leakage from the tank into the primary insulation space, it is recommended that • Reinforced area located in the upper part of the tank and covering
seam welded with the continuous tongues in between.
the pressure in the primary insulation space be maintained at 0.2kPa above the approximately 30% of the total tank height (including the tank
secondary insulation space pressure. ceilings). This area is fitted with reinforced type boxes.
The primary boxes are secured in position by collar studs. The collar studs are
• Standard area (or non-reinforced area) covering approximately screwed into setting (clamp) plates for collar studs linked to the setting plate
Construction of the Insulation and Barriers 70% of the tank height (including the tank bottom). This area is for secondary boxes by two securing screws. A plywood bridge is installed
fitted with normal boxes (refer to illustration 1.3.1a). between the two setting plates to limit any thermal conduction through the box
The primary and secondary barriers are identical and are fabricated from fixations.
cryogenic Invar (a 36% nickel steel, with a very low coefficient of thermal The secondary and primary boxes in the reinforced area are specially built
expansion, 0.7mm thick). with thicker internal stiffeners to resist the impacts which can be created by the To allow some flexibility, each collar stud is fitted with an elastic coupling,
liquid sloshing inside the tanks. The primary reinforced boxes have two 12mm similar to those on the secondary boxes.
thick plywood covers stapled on it.
Each collar stud is fitted with a single spring washer and tightened down on the
setting plate for primary boxes by securing nuts.

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Illustration 1.3.2b Arrangement of Transverse Corner

Transverse Bulkhead B or D

Strake-End Thickness 1.5mm

Strake-End Thickness 1.5mm


1B 3B

8B 9B 7B 6B 2B
Anchoring Flat Bar Primary Box Key

Perlite

7B Flexible Insulation

5B Plywood
9B
1B Secondary Box

Glass Wool

8B

Longitudinal Wall E, F or G

Anchoring Flat
Bar

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The primary insulation boxes have lipped Invar tongues stapled along slots The four cargo tanks are connected with each other by the liquid, vapour and
running lengthwise. Continuous Invar tongues are positioned in the lip of the stripping/spray headers which are located on the trunk deck. The nitrogen
fixed tongues on the boxes. The primary membrane strakes are resistance seam mains supplying the primary and secondary insulation spaces, and other
welded with these tongues in between. services directly associated with the cargo system, are also located on the trunk
deck together with the fire main and deck spray main.
Each primary and secondary membrane strake terminates on an Invar angle
structure, 1.5mm thick, fitted around the perimeter of each transverse bulkhead
and welded to it. Due to their superposition, the secondary and primary
membranes cross each other in both ways, forming a square tube. This is
prefabricated to allow an easier erection process and is attached to the double
hull by four anchoring bars.

With this system, the membranes are directly connected to the inner hull so that
any membrane tension is directly and uniformly taken by the ship’s structure
(refer to illustrations 1.3.2a, c and d).

In the secondary and primary insulation spaces respectively, the gaps between
the secondary boxes and the primary boxes are insulated with a combination
of rigid insulating materials and glass wool.

Cargo Tank Outfitting

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.
• Spray line arrangement for cooldown purposes.
• Two pressure/vacuum relief valves set at 25kPa(g) and -1kPa(g)
vacuum, venting to the nearest vent mast riser.
• Pick-up for pressure sensors.
• Liquid line safety valves exhaust.

In addition, each cargo tank has a liquid dome located near the ship’s centre
line at the aft part of the tank. The liquid dome 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 emergency pump well, 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 two main cargo pumps
are mounted on the base plate of the tripod mast, while the stripping/spray
pump is mounted on the pump tower support. An emergency pump column,
float gauge column and the filling line are also located in the liquid dome.

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Illustration 1.3.2c Longitudinal Dihedron

x
Bo
y
ar
im
Pr

x
Bo
y
ar
nd
co
Se
3A

3A

Key

Perlite
1A

Flexible Insulation

1A
Plywood

Glass Wool

Rigid Insulation

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Illustration 1.3.2d Prefabricated Invar Tube Combined With Perlite Box

Hole For Gas Circulation Plywood Type B


(3 Per Tube)

Glued Fibreglass

Thermal Protection

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Illustration 1.3.2e Pump Column Base Support

Main Pump

Stripping Pump

Temperature and Level Measurement Column

Lower Part Of Pump Column


Primary Barrier

Primary Insulation

Secondary Barrier

Secondary Insulation

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Illustration 1.4a Gas Hazard Area Plan

Profile

Trunk Space

Cargo Tank

Midship Section

Upper Deck

Dn

Up

Up

Up

Key

Area Classification as Zone 0

Area Classification as Zone 1

Area Classification as Zone 2

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1.4 Hazardous Areas and Gas Dangerous
Zone Plan

Introduction

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

Gas dangerous spaces or zones, are zones on the open deck within 3.0m of
any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and
entrances and ventilation openings to the cargo compressor house.

They also include the open deck over the cargo area and 3m forward and aft of
the cargo area on the open deck up to a height of 2.4m above the weather deck,
and a zone within 2.4m of the outer space of the cargo containment system
where such spaces are exposed to the weather.

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

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

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

All electrical equipment used in these zones, whether a fixed installation or


portable, is certified ‘safe type equipment’. This includes intrinsically safe
electrical equipment, flame-proof type equipment and pressurised enclosure
type equipment. Exceptions to this requirement apply when the zones have
been certified gas free, eg, during refit.

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Section 2: Properties of LNG

2.1 Properties of LNG


2.1.1 Physical Properties and Composition of LNG

2.2 Characteristics of LNG


2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures

2.2.2 Supplementary Characteristics

2.3 Health Hazards


Al Nuaman Cargo Operating Manual

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

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2.1 Properties of LNG purging is continued until the O2 content is below 2%. This safety aspect is flammable range of vapour-air mixture does not extend significantly beyond
explained in detail later in this section. the perimeter of the white cloud. The auto-ignition temperature of methane,
2.1.1 Physical Properties and Composition of ie, the lowest temperature to which the gas needs to be heated to cause self-
The boil-off vapour from LNG is lighter than air at vapour temperatures above sustained combustion without ignition by a spark or flame, is 595°C.
LNG
-100°C or higher depending on the LNG composition, therefore when vapour
is vented to atmosphere, the vapour will tend to rise above the vent outlet
LNG results from a liquefaction process which consists in removing, by means
and will be rapidly dispersed. When cold vapour is mixed with ambient air,
of a condensation-vaporisation cycle, the sensible and latent heats of natural
the vapour-air mixture will appear as a readily visible white cloud due to the
gas.
condensation of the moisture in the air. It is normally safe to assume that the
Compared to natural gas, the volume of LNG is reduced by a factor of
approximately 600. Illustration 2.1.1b Composition of Typical LNG

Except nitrogen, the components of LNG are hydrocarbons whose molecules


Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2 Density (kg/m3)
contain only hydrogen and carbon atoms. Their general formula is CnH2n+2;
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 may 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. The LNG Badak 91.09 5.51 2.48 0.88 0 0.03 N/A
is 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 0.01 0 443
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 Ras Lafan 89.5 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.

The flammability range of methane in air (21% oxygen) is approximately 5.3


to 14% (by volume). To reduce this range the oxygen content is reduced to 2%,
using inert gas from the inert gas generators, prior to loading after dry dock.
In theory, an explosion cannot occur if the O2 content of the mixture is below
13% regardless of the percentage of methane, but for practical safety reasons,

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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)

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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.

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
board the vessel. The presence of the heavier components in LNG increases the
boiling point of the cargo for a given pressure.

The relationship between boiling point and pressure of LNG will approximately +20
follow a line parallel to that shown for 100% methane.
0
Illustration 2.1.1d Properties of Methane Lighter than air
- 20

Boiling point at 1 bar absolute -161°C - 40

Liquid density at boiling point 426.0kg/m3 Methane Vapour - 60


Temperature
Vapour SG at 15°C and 1 bar absolute 0.554 °C - 80
Gas volume /liquid volume ratio at -161.5°C at 1 bar absolute 619
-100
Flammable limits in air by volume 5.3 to 14%
-120
Heavier than air
Auto-ignition temperature 595°C
-140
Higher Specific Energy (Gross Heating Value) at 15°C 5550kJ/kg
-160
Critical temperature -82.5°C

Critical pressure 43 bar a

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5

Density of Methane Vapour


Ratio =
Density of Air

(Density of air assumed to be 1.27kg/m3 at 15°C)

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Illustration 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures

Area EDFE
B
21 flammable
E CAUTION
20
This diagram assumes complete mixing
19 which, in practice, may not occur.
F
18
17
Y
16
M
15
Mixtures of air and methane
N
14 cannot be produced above
G X line BEFC
13
D
12
11
%
10
O 9
x
y 8
g 7
e
n 6
5
4 Area HDFCH
Capable of forming flammable
3
mixtures with air, but containing too
2 much methane to explode by itself

1
Z C
A0 10 H 20 30 40 50 60 70 80 90 100
Methane %
Area ABEDHA
Not capable of forming
flammable mixture with air

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2.2 Characteristics of LNG Using the Diagram b) Tanks and piping containing methane are to be inerted with inert
gas provided by the inert gas generator before admitting air until
2.2.1 Flammability of Methane, Oxygen and Assume that point Y on the oxygen-nitrogen axis is joined by a straight line all sampling points indicate 5% methane.
Nitrogen Mixtures to point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
composition Y is mixed with a methane-nitrogen mixture of composition Z, It should be noted that some portable instruments for measuring methane
The ship must be operated in such a way that a flammable mixture of methane 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
and air is avoided at all times. The relationship between the gas/air composition 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
and flammability for all possible mixtures of methane, air and nitrogen is are added. analyser will not work with methane-nitrogen mixtures that do not contain
shown in illustration 2.2.1a above. oxygen. For this reason, special portable instruments of the infrared type have
Note: In this example, point X, representing changing composition, passes been developed and are supplied to the ship for this purpose.
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane through the flammable zone EDF, that is, when the methane content of the
present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen mixture is between 5.5% at point M, and 9.0% at point N.
(79% nitrogen) at point B. The latter point represents the composition of
atmospheric air. Applying this to the process of inerting a cargo tank prior to cool down, assume
that the tank is initially full of air at point B. Nitrogen is added until the oxygen
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen content is reduced to 13% at point G. The addition of methane will cause the
present, ranging from 0% methane (100% nitrogen) at point A, to 100% mixture composition to change along the line GDC which, it will be noted,
methane (0% nitrogen) at point C. does not pass through the flammable zone, but is tangential to it at point D. If
the oxygen content is reduced further, before the addition of methane, to any
Any single point on the diagram within the triangle ABC represents a mixture point between 0% and 13%, that is, between points A and G, the change in
of all three components, methane, oxygen and nitrogen, each present in specific composition with the addition of methane will not pass through the flammable
proportion of the total volume. The proportions of the three components zone.
represented by a single point can be read off the diagram.
Theoretically, therefore, it is only necessary to add nitrogen to air when inerting
For example, at point D: until the oxygen content is reduced to 13%. However, the oxygen content is
Methane: 6.0% (read on axis A-C) reduced to 2% during inerting because, in practice, complete mixing of air and
nitrogen may not occur.
Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (remainder) When a tank full of methane gas is to be inerted with nitrogen prior to aeration,
a similar procedure is followed. Assume that nitrogen is added to the tank
The diagram consists of three major sectors: containing methane at point C until the methane content is reduced to about
14% at point H. As air is added, the mixture composition will change along line
1) The Flammable Zone Area EDF. Any mixture whose composition is HDB, which, as before, is tangential at D to the flammable zone, but does not
represented by a point which lies within this area is flammable. pass through it. For the same reasons as when inerting from a tank containing
air, when inerting a tank full of methane it is necessary to go well below the
2) Area HDFC. Any mixture whose composition is represented theoretical figure to a methane content of 5%, because complete mixing of
by a point which lies within this area is capable of forming a methane and nitrogen may not occur in practice.
flammable mixture when mixed with air, but contains too much
methane to ignite. The procedures for avoiding flammable mixtures in cargo tanks and piping are
summarised as follows:
3) Area ABEDH. Any mixture whose composition is represented
by a point which lies within this area is not capable of forming a a) In practice, the tanks and piping containing air are to be inerted
flammable mixture when mixed with air. with inert gas provided by the inert gas generator, as the nitrogen
generator capacity is far too small to inert the cargo tanks, before
admitting methane until all sampling points indicate 5% or less
oxygen content.

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2.2.2 Supplementary Characteristics 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
Properties of Nitrogen and Inert Gas
1) The boiling of LNG is rapid, due to the large temperature those beyond the cloud, though there will be burns from thermal
difference between the product and the water. radiation. Nitrogen

2) LNG continuously spreads over an indefinitely large area, Nitrogen is used on board for the pressurisation of the cargo tank wedge
Reactivity and insulation spaces, the purging of cargo pipelines and heaters, boiler gas
and it results in a magnification of its rate of evaporation until
vaporisation is complete. lines and Whessoe gauges, and for the sealing of the LNG compressors. It is
Methane is an asphyxiant in high concentrations because it dilutes the amount
produced by the nitrogen generators, whose principle is based on hollow fibre
of oxygen in the air below that necessary to support life. Due to its inactivity,
3) No coherent ice layer forms on the water. membranes to separate air into nitrogen and oxygen.
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
Physical Properties of Nitrogen
below 40%, flameless explosions are possible when the LNG
strikes the water. It results from an interfacial phenomenon in Cryogenic Temperatures Nitrogen is the most common gas in nature since it represents 79% in volume
which LNG becomes locally superheated at a maximum limit of the atmospheric air.
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.
At room temperature, nitrogen is a colourless and odourless gas. Its density is
before ageing to that concentration. near that of air, 1.25kg/m3 under the standard conditions.
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
When liquefied, the temperature is -196°C under atmospheric pressure, density
distances downward (only methane when warmer than -100°C deck, the high thermal stresses generated from the restricted possibilities of
of 810kg/m3 and a vaporisation heat of 199kJ/kg.
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.
Properties of Nitrogen
Behaviour of LNG in the Cargo Tanks
When Agitated by Water Molecular weight: 28.016
When loaded into the cargo tanks, the pressure of the vapour phase is Boiling point at 1 bar absolute: –196°C
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 Liquid SG at boiling point: 0.8086
water jet be directed into the drip tray. Such action will cause
The external heat passing through the tank insulation helps generate convection Vapour SG at 15°C and 1 bar absolute: 0.97
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 Gas volume/liquid volume ratio at –196°C: 649
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 Flammable limits: None
the drip tray warmed with water spray on the sides or base.
substantially constant, the LNG remains at its boiling temperature.
Dew point of 100% pure N2: Below –80°C
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

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Chemical Properties Avoidance of Cold Shock to Metal In order to avoid brittle fracture occurring, measures must be taken to ensure
that LNG and liquid nitrogen do not come into contact with the steel structure
Nitrogen is considered as an inert gas; it is non-flammable and without Structural steels suffer brittle fracture at low temperatures. Such failures can be of the vessel. In addition, various equipment is provided to deal with any
chemical affinity. However, at high temperatures, it can be combined with other catastrophic because, in a brittle steel, little energy is required to propagate a leakages which may occur.
gases and metals. 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
Hazards 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
WARNING 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
Due to the absence or to the very low content of oxygen, nitrogen is an 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
asphyxiant. 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 2.2.2a, is typical for plain Permanent drip trays are fitted underneath the items most likely to cause
In a liquid state, its low temperature will damage living tissue and any spillage carbon steels. problems and portable drip trays are available for any other requirements.
of liquid nitrogen on the ship’s deck will result in metal failure (as for LNG).
For this reason, materials which do not show such sharp transition from ductile During any type of cargo transfer and particularly whilst loading and
to brittle fracture as the temperature is lowered, have found obvious application discharging, constant patrolling on deck must be conducted to ensure that no
Inert Gas for use in cryogenic situations in general and particularly in liquid methane leakages go undetected.
carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel,
Inert gas is used to reduce the oxygen content in the cargo system, tanks, 9% nickel steel and some aluminium alloys such as 5083 alloy. All of these In the event of a spillage or leakage, water spray should be directed at the
piping, void spaces and compressors. This is in order to prevent an air/CH4 materials behave in a ductile manner at -162°C, so that the chance of an spillage to disperse and evaporate the liquid and to protect the steelwork. The
mixture prior to aeration post warm-up, before refit or repairs and prior to the unstable brittle fracture propagating, even if the materials were overloaded, is leak must be stopped, suspending cargo operations if necessary.
gassing-up operation post refit before cooling down. negligible.
In the event of a major leakage or spillage, the cargo operations must be
Inert gas is produced on board using an inert gas generator supplied by stopped immediately, the general alarm sounded and the emergency deck water
Illustration 2.2.2a Structural Steel Ductile to Brittle Transition Curve
Hamworthy Gas System, which produces inert gas at 21,000nm3/h with a spray system put into operation.
-45°C dew point burning low sulphur content gas oil. This plant can also
Notched
produce dry-air at 21,000nm3/h and -45°C dew point (see Section 4.8 for more bar test
details). energy
absorbed
The inert gas composition is as follows:
Ductile
Oxygen: < 2.5% in volume fracture
Fracture transition
Carbon dioxide: < 15% in volume range (mixed fracture
appearance)
Carbon monoxide: < 65ppm by volume Brittle
fracture
Sulphur oxides (SOx): < 1ppm by volume
Nitrogen oxides (NOx): < 65ppm by volume For a typical mild steel:
T1 might be -30;
Nitrogen: Balance
T2 might be +15.
Dew point: < -45°C Although this depends
on composition, heat
Soot: Complete absence treatment etc, the curve
can shift to left or right.

The inert gas is slightly denser than air: 1.35kg/m3 abt at 0°C.

WARNING T1 T2
Due to its low oxygen content, inert gas is an asphyxiant.

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2.3 HEALTH HAZARDS


Illustration 2.3a Methane Safety Card FIRE AND EXPLOSION DATA
Flash Point -175ºC approximately Explosive Hazards
Auto-Ignition Temperature 595ºC Vapour can form a flammable mixture with air which, if ignited,
METHANE/LNG SYNONYMS may release explosive force causing structural damage.
Flammable Limits -5-16% by volume
Appearance Colourless Carburetted Hydrogen
THE MAIN HAZARD Firedamp
Odour 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 Dangerous reaction possible with chlorine
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 2.3b
0.55 (kJ/kg)
Specific Gravity See graph in Figure A1.2
Molecular Weight
See graph in Figure 2.3b 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

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Illustration 2.3b 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)

Drawing Reference: WMT Library

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Illustration 2.3c Nitrogen Safety Card


FIRE AND EXPLOSION DATA
Flash Point - Non-flammable Explosive Hazards
Auto-Ignition Temperature - Non-flammable None
NITROGEN SYNONYMS
Appearance: Colourless LN2 Flammable Limits - Non-flammable
THE MAIN HAZARD Liquid Nitrogen
Odour: Odourless NXX
FROST-BITE
UN Number: 1977
MFAG Table: 620 CHEMICAL DATA
Formula - N2 Chemical Family - Noble gas

EMERGENCY PROCEDURES

Fire NOT FLAMMABLE. Cool nitrogen tanks with water spray in the event of fire near to them.
REACTIVITY DATA
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible. Water, Fresh or Salt - No reaction; Other Liquids or Gases
nitrogen does not dissolve in water No reaction

DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently. Air - No reaction
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin assistance as soon as possible.

REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or PHYSICAL DATA
Inhaled assistance as soon as possible.
Boiling Point at Freezing Point -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. prevent asphyxiation
No
ON SKIN. Cold vapour could cause damage. Ship Type 3G
Gauging Closed or Indirect
WHEN INHALED
Effect of Independent Tank Required No
Acute Effect. Asphyxiation. Headaches, dizziness, unconsciousness or even death could result.
Vapour
Chronic Effect. Nil.

Personal Protection MATERIALS OF CONSTRUCTION


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

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Section 3: Integrated Automation System (IAS)

3.1 Cargo Control Room Arrangement

3.2 Integrated Alarm and Control System


3.2.1 Integrated Alarm and Control System Overview

3.2.2 IAS Operator Station

3.2.3 Screen Displays

3.2.4 Extension Alarm System

3.3 Custody Transfer System (CTS)


3.3.1 Radar Primary System (Radar Gauges and Custody Transfer System)

3.3.2 Float Level Gauge

3.3.3 Independent High Level Alarm System

3.3.4 Trim and List Indicator

3.3.5 Loading Computer


Al Nuaman Cargo Operating Manual

Illustration 3.1a Cargo Control Room Layout

Cargo Control Room Layout

Key
1 19
20 18
1 - Office Table 2
2 - Alarm Printer (for IAS)
3 - Loading Computer Printer 21
3
4 - IAS Log / Report Printer (for Cargo)
5 - Office Table with Capacity Plan
17
6 - File Cabinet 4
7 - Oil Transfer Procedure Plan
8 - Bookcase
9 - Key Cupboard 16
22
10 - Network Computer Station
11 - 52” Monitor Screen 23 23
12 - Logbook Storage Box 24 24 24 24
5
13 - White Board
14 - Dry Powder Remote Release Cabinets
25
15- Air Conditioning Unit
16 - CO2 Fire Extinguisher
17 - Gas Detection Main Panel (Sampling Type) 6 15
18 - Tank Sounding Board
19 - Inclinometer
6
20 - Notice Board 24
24 14
21 - Cargo Console 7
12 8 8 8
6
22 - PA Speaker 5W
13
23 - Smoke Detector 12
10
24 - Swivel Armchair
26 10
25 - Fax Connector for Ship / Shore Communication System 8
26 - First Aid Kit 1
11
9 8

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3.1 Cargo Control Room Arrangement • UHF main unit and microphone
• No.3 VHF main unit and microphone
Introduction • Auto telephone and directory
• Hotline telephone
The cargo control room (CCR) is situated on the port side of deck level C on
the forward side of the accommodation block and has a forward facing view • Common battery telephone
over the cargo tanks. Here, all the necessary equipment and controls are located • IS battery telephone
to permit the centralised supervision of the cargo operations during the loading
and discharging of a cargo. • Inmarsat-F remote telephone
• Talk-back remote controller with microphone
The main control console is shown in illustration 3.1b and contains a number
of workstations which are used for the operation of the cargo machinery and • PA remote controller with microphone
associated equipment through the IAS. The workstations are complete with • Fire alarm pushbutton
keyboard, trackball and colour flat screen monitors.
• General alarm pushbutton
The console also contains the following equipment:
Also located in the CCR but not fitted on the main console are the following
• 23” TFT monitors for the IAS items of equipment:
• 23” TFT monitors for the CTS • Deck dry powder fire fighting release cabinets
• IAS operating control panels with trackballs • Air conditioning unit
• 23” TFT monitor (CCTV) • Gas detection main panel (sampling type)
• CCTV keyboard • Tank sounding board
• Load computer monitor, mouse and keyboard • Inclinometer
• Mooring tension monitor, mouse and keyboard • Key cupboard
• Ship/shore link selector switch
There are also working tables, bookcases, cupboard space and general notice
• Voyage mode push switch/lamp indicators boards provided around the room on which the following are located:
• Pneumatic selection push switch/lamp indicators • LCD screen for guest viewing of cargo operations
• Terminal selection push switch/lamp indicators • Alarm printer (for IAS)
• ESDS selection push switch/lamp indicators • Loading computer printer
• ESDS mode selection switch • IAS log/report printer (for cargo)
• BOG mode selection push switch/lamp indicators • Oil transfer procedure plan
• Ship/Shore communication push switch/lamp indicators • Network computer stations
• ESDS link push switch/lamp indicators • Network scanner unit
• ESDS reset pushbutton
• ESDS trip pushbutton
• Emergency stop pushbutton for the GCU
• Emergency stop pushbutton ICG
• Cargo/ESDS alarm switch
• Wind speed/direction indicator
• Receiver for Whessoe float level gauge

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Illustration 3.1b Cargo Control Room Console Arrangment

On CCR Aft Bulkhead


1 35 41 44 35

5 6 21 22 23 28 29 36 37 47 48
FIRE
GENERAL
ALARM

HIGH LEVEL AND OVERFILL ALARM SYSTEM


12
BREAK GLASS
11 1 BUSY CALL

10 2 VU
1 2 3
4 5 6
9 3

2 7 8 9 42 45 50 52
MIC 7 8 9

8 4 *

49
0

14
7
6

10 11 12 13 24 25 26
38 39
30 31 32 9
15 16 17 18 19 27

33 34 40 51 53

3 20 11 22 33
44 55 66
43 46
77 88 99

** 00 ##

Key

1 - CTS Monitor 23” (OS33) 16 - Ship / Shore Communication Push Switch/ Lamp Indicators 31 - Automatic Telephone Directory 46 - Operator Panel (OS31)
2 - CTS Monitor 23” (OS33) 17- ESDS Link Push Switch/ Lamp Indicators 32 - CCTV Monitor Directory 47 - UHF Remote Controller
3 - Operator Panel (OS33) 18 - ESDS Reset Pushbutton 33 - Common Battery Telephone 48 - IS Battery Telephone Directory
4 - Plasma Display 50” (Mounted on CCR Aft Bulkhead)) 19 - ESDS Trip Pushbutton 34 - IS Common Battery Telephone 49 - IS Battery Telephone
5 - No.3 VHF Radio Transceiver 20 - Shore PABX Phone 35 - CCTV Monitor 23” (OS31-1) 50 - Loading Monitor
6 - Wind Speed / Direction Indicator 21 - High Level and Overfill Alarm Panel 36 - PA Remote Controller and Mic 51 - Loading Keyboard and Mouse
7 - Lamp Test Pushbutton 22 - Fire Alarm Pushbutton 37 - Hotline Telephone 52- Mooring Tension Monitor
8 - Buzzer Test Pushbutton 23 - General Alarm Pushbutton 38 - External Buzzer for Inmarsat-F Telephone 53 - Mooring Tension Keyboard and Mouse
9 - Buzzer Stop Pushbutton 24 - GDU Emergency Stop Pushbutton 39 - Hotline Telephone Speaker
10 - Voyage Mode Push Switch/ Lamp Indicators 25 - IGG Emergency Stop Pushbutton 40 - Inmarsat-F Telephone
11 - Pneumatic Selection Push Switch/ Lamp Indicators 26 - Cargo / ESDS Alarm Switch 41 - CTS Monitor 23” (OS32)
12 - Terminal Selection Push Switch/ Lamp Indicators 27 - Receiver for Float Gauge 42 - CTS Monitor 23” (OS32)
13 - ESDS Selection Push Switch/ Lamp Indicators 28 - Clock 43 - Operator Panel (OS32)
14 - ESDS Mode Selection Switch 29 - Talk-back Control Panel and Mic 44 - CTS Monitor 23” (OS32-2)
15 - BOG Mode Selection Push Switch/ Lamp Indicators 30 - Common Battery Telephone Directory 45 - CTS Monitor 23” (OS31)

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Illustration 3.2.1a IAS System Screen Shot

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3.2 Integrated Alarm and Control System History Station The operator panel is used to interact with the display and control the process.
This is achieved by the use of the trackball and buttons to point and click on
A history station is a specific computer on the network, which runs the operator
3.2.1 Integrated Alarm and Control System symbols and menus.
station software. It also contains the historical database, storing an historical
Overview (time/date) series of process (samples). These series are used to produce trends
and reports at the operator and history stations. Displays and Views
Manufacturer: Kongsberg Maritime AS
The system is made up of the following types of views:
Type: Vessel Control System (VCS) Communication Network
• Process
The network used is a dual local area network (LAN) connecting the operator,
The Integrated Alarm and Control System (IAS) is a machinery monitoring and • Flow
history and process stations. All the communication between the operator and
control system, which covers all the important plant on board the vessel such • Event
the controlled/monitored equipment takes place on this network.
as propulsion, power generation, boilers, auxiliary machinery and cargo/ballast
systems etc. • Trends
Network Distribution Units • Equipment
The basic functions include: The network distribution units are network hubs for LAN A or LAN B. Each
• Process and system monitoring NDU is in its own cabinet housing multiport repeaters and patch panels. The Display and Control of System Processes
• Event logging and monitoring The number of views in a system depends upon the equipment under system
Process Stations control. The operator can select views with varying levels of detail.
• Control functions (motor control, valve control and PIDs)
The process stations are interface and processing units. They are related to
The main applications to which these functions are applied are: particular pieces of equipment, or plant, and provide the interface between the When a view is selected showing an overall process, there may not be enough
IAS system and the actual plant or equipment. Process stations also contain the room to display all the detail on a single view. To account for this, the system
• Power management will therefore have a number of views, accessed from the main view, that show
operating software for the associated equipment.
• Propulsion plant these details.
• Gas handling The IAS system on board is called a distributed processing system, because
the process control functions are defined locally in the process stations and not Operators must fall in to one of three user groups to access the IAS system:
• Cargo and ballast control in the operator stations. The operator stations function independently, so they • Users - system operation and/or monitoring of the system.
• Watch call system can be located at the ship control centres. This also means that each station is
capable of controlling any process, provided it has control of the appropriate • Power users - senior personnel with additional control to allow
command group and the user is logged-on with the correct access code. changes of limits and parameters.
Main Components • Administrators - full access.
Each station computer has a hard disk containing the software files for the
The IAS system is made up of operator and history stations connected by a fitted equipment. Process values to be displayed at the operator stations are There is also a Guest category within the user group which allows monitoring
dual redundant bus to the network distribution units (NDUs) and the process generated in the process stations and transferred to each station as required. of the system data only.
stations. The process stations contain the input/output cards to and from the
equipment controlled and/or monitored. Use is made of UPS units to reduce
the incidence of power supply loss. These UPS units are configured as shown Watch Alarm Panels System Peripheral Equipment
in the System Topology window and illustration 3.2.1a. There are 15 watch call panels located around the vessel, which are used to Printers
alert staff to any system anomalies during periods of unmanned machinery
space (UMS). Certain operator stations are connected directly to a dedicated printer for
Operator Stations printing out events and may be interfaced to one or more network printers for
The operator stations are the main interface between the operator and the event and report printing. Two printers are located in the CCR and two in the
processes under the operator’s control. The operator station has a colour monitor, The Operator Interface ECR.
an operator panel with buttons and trackball, and a controller computer. These The graphic displays are shown on the monitor of the operator stations. These
are installed in the cargo control room (OS32, 33, 34), the engine control room displays show all or part of a system or process using standard symbols to Additionally, the ECR and CCR also have the facility to print to a colour
(OS41, 42, 43), the bridge (OS51) and cargo motor room (OS61). represent the actual plant/equipment (valves, motors etc). Events (alarms and printer, providing colour screen dumps.
messages) are also shown on the displays.

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Illustration 3.2.1b IAS Overview Cargo Screen Shot

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Monitoring and Control Illustration 3.2.1c IAS Symbols Screen Shot

Monitoring and control is performed by software modules. The basic modules


are:
• Buttons
• Analogue measurement modules
• Digital measurement modules
• Pulse measurement modules
• Motor/pump control modules
• Valve control modules
• PID controller modules

All display views are made up from a set of standard modules. The symbols
on the screen are the symbols associated with these modules, valves, motors,
measurements etc.

Symbols
The symbols indicate the operational mode and status of the represented
equipment (motor/pump etc) by means of tag mark characters and changes in
colour and appearance.

Opposite are some of the available templates which are used for controlling the
various valves, pumps and controllers.

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Illustration 3.2.1d IAS Overview Machinery Screen Shot

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Illustration 3.2.2a IAS Operator Station Panel


Home Page - Showing Alternative Option for Views Selection

Kongsberg Panel

VIEWS PANEL
POWER FAULT
FIRE & MACH. MAIN IAS
SAFETY POWER CTS
GAS MAIN CARGO SYSTEM
COMMAND

CARGO CARGO CARGO CARGO CARGO CARGO KYMA TAKE GIVE STATUS
OVERVIEW
TANK 5 TANK 4 TANK 3 TANK 2 TANK 1

GAS
ALARMS
LOADING UN BALLAST RELIQ. GCU NAV
HANDLING
LOADING
ALARM

CARGO ALARM
CCTV FANS N2 HSMS ACK
MISC. PREV NEXT VIEW
GEN

Buttons to access systems views

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 _
]

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3.2.2 IAS Operator Station 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 3.2.2a. • 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. This group also contains the cursor control buttons the active alarms in the view are acknowledged, the LED illuminates steadily.
(HOME, END, ARROWS etc), which can be used to move between fields in If there are no active alarms in the view, the LED will be off. Alarms Group
dialogue boxes and to scroll through lists.
This group contains an alarm indicator lamp and three buttons that are used
to indicate, acknowledge and handle alarms and events. The ALARM lamp
The trackball group consists of three unannotated buttons and a trackball. The
flashes when unacknowledged alarms are active in the system. When all the
trackball is used to position the cursor on the screen.
active alarms in the system are acknowledged, the lamp becomes steadily
Illustration 3.2.2b Input Panel illuminated. If there are no 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
4 INPUT display the alarms event window.
2
2 2
1 2 3 PAGE HOME
abc def UP 3 Command Group
This group contains the TAKE, GIVE and STATUS buttons. The TAKE and
Key GIVE buttons allow the operator to transfer command control between the
PAGE
1
4 5 6 ESC operator stations. Above each of these buttons there is a green status LED that
ghi jkl mno DOWN 1 - Roller Ball
2 - Mouse Buttons
indicates control transfer status. The STATUS button allows the operator to
3 3 view the current status of the command control.
3 - Arrow Keys
4 - Alphanumeric Input Keys
7 8 9
pqrs tuv wxyz 5 - Toggle Key
6 - Light Sensor

- 0 . abc...
3
a/A _
5 6

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Illustration 3.2.3a Cargo Main Screen Shot

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3.2.3 Screen Displays The system is made up of the following types of views: No. Tag Mark Meaning Used by
• Process: Showing the process equipment under system 11 m Manual PID Motor
Displays and Views control. Valve, etc
Various areas for display are selected from the views panel on the operator • Flow: Showing the process equipment under system control 12 a Auto Motor
console. for software configuration. Valve, etc
• Event: Showing process events and events generated by the 13 i Internal PID
The home page primary screen shows the ship mimic and buttons are displayed system. 14 ““ Not Mark
(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 • Trends: Showing historic trend curves for process variables. The dynamics of a process are shown by changes in the colour of the symbols
ship mimic screen showing further buttons to select these sub-areas. • Station Status: Showing the status of the process and operator in a view. For example, the colour of a motor symbol will be grey (background)
• Safety control units. when it is stopped, yellow when it is starting up or shutting down (transient
state), and green when running and fully operational.
• Fire and gas detection Both process and flow types of view can display the same information.
• Machinery main Normally, process views are used by the system. The system can also present Symbol Grey Yellow Green Blue Red
detailed information regarding a single component, for example, a motor, valve Motor Stopped Transient. Running Standby Alarm
• Power
or pump. This information is then displayed via dialogue boxes.
• Cargo main Pump Stopped Transient Running Standby Alarm
The screen toolbar functions are as shown in illustration 3.2.3a. Valve Closed Transient Open Standby Alarm
• Custody transfer system (CTS)
Generator Stopped Transient Running Standby Alarm
• Integrated automation system (IAS) Circuit-breaker Open Transient Closed Standby Alarm
Mode Indication
• Main engine port
Process elements can be operated in various modes. To reflect the mode that The standard Kongsberg symbol and pipe colours used to indicate status and
• Heavy fuel oil service system a process element is in, a tag mark character is displayed next to its module fluids carried is listed as follows:
• LO service system symbol. The characters used and their colours are as follows:
• Compressed air systems Pipe Colour Fluid
No. Tag Mark Meaning Used by
• Cooling water systems Blue Fresh water
01 “” Detached PID Motor Condensate
• Auxiliary machinery Valve
Circuit-Breaker Black Heavy fuel oil
• Main engine starboard 02 L Local Motor Green Bilge water
• Tank levels Valve Sea water
Circuit-Breaker Glycol
• Auxiliary boiler 03 ! Error Motor Nitrogen
• Diesel generators Nos.1, 2, 3 and 4 Valve Yellow Lubricating oil
Circuit-Breaker
• Navigator Hydraulic oil
04 S Shutdown Motor Diesel
• Closed-circuit television (CCTV) Valve, etc
White Chemicals
05 O Override PID Motor Steam
• Fans Valve etc
• Nitrogen generator Cyan/Light Blue Compressed air
06 i Inhibit PID Motor
Valve etc Orange Nitrogen
• Oil mist detector (OMD)
07 ! Override Interlock Motor Light Brown Diesel
• Bilge Valve Grey Inert gas
Circuit-Breaker etc
• Previous and next images Pink Hydraulic oil
08 I Interlock Motor
Valve
Circuit-Breaker etc The colour intensity will vary according to an RGB code in order to further
differentiate services within any colour.
09 F Follow & Freeze PID
10 e External PID

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.3 - Page 2 of 8


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Illustration 3.2.3b IAS Example Screen Display


History Navigator (All Message Event Process Bus
Navigator Systems Available) Manager Pop-Up I/O Image Trend Command
House Page System
Report Event Graph Controls Mimic Name Date and Time
Manager List Station
Parent Page

Previous Page
Most Recent Alarm

Pump not running and set to Local

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.3 - Page 3 of 8


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Measurement Symbols • Type 3 - The pumps are interlocked to prevent them both 2) Both pumps are set to automatic and the pump changeover is
running at the same time. selected on a toggle button where one pump will be running and
Various symbols may be used to display analogue values of temperature and
the other off.
pressure etc. These can take the form of a graphic display such as a pump
The normal operating procedure for duty/standby pumps is to select either
rpm, a valve position in %, a bar to indicate a value or a representation of an
DUTY 1 or DUTY 2 on the dialogue box (see illustration 3.2.3a). The dialogue
analogue meter. Cargo Pumps
box will be either green (available), or red (not available). Select the ON
button to start the duty pump and set both pumps to automatic mode to allow Each cargo tank has two pumps, which can be run singly or simultaneously,
Valve Module Symbols automatic switchover should the duty 1 pump fail. with one being powered from the starboard switchboard and the other from the
port switchboard. After starting the pump, the soft start will prevent the pump
Valve symbols will indicate the type of valve (open/close or variable flow)
If the main pump is put in local or manual mode while running in DUTY/ from being re-started for 1.5 minutes. One or both pumps can be started before
and will carry a symbol representing the type of actuator fitted, whether this
STBY/AUTO function, there will be a duty/standby pair alarm. This is shown the branch valve is opened.
be pneumatic, hydraulic or hand operated. The latter will be indicated on the
screen mimics, but the IAS system will have no control over the valve. A on the alarm page and on the duty/standby dialogue as ‘Error’. The system will
numeric value next to the valve symbol will indicate the percentage the valve not start if the standby pump is in local, has an error or is interlocked. Analogue Valve - Manual Control (Open) Analogue Valve (Shut)
is open if it is a proportional (variable flow) valve. A coloured letter symbol
will indicate the valve status, whether in automatic (a), manual (m) or local The standby pump will still start if there is a fault on the duty pump or low
control (L). pressure is detected. The duty pump will then stop when the standby pump run
signal has been confirmed. m m
When the valve is closed, the valve symbol will carry no colour, but when
open, it will carry the colour of the service in which it is being used. In the case of a blackout on the 440V switchboards, the pumps will be restarted Digital Valve - Automatic (Open) Hand Operated Valve (Shut)
when normal power has been recovered. The initial pump situation will
normally be restored.
Pump and Motor Module Symbols
a
Pump symbols will contain an arrow indicating the direction of flow, while Standby/Start Configuration
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) The control modules can be connected in one of two configurations:
mode. These pumps can be started/stopped by initiating the cargo unloading/loading
1) Duty pump is in manual mode and the standby pump is in
sequence in the cargo unloading/loading view or by the start/stop button on the
automatic mode. The duty pump is running and the logic will
cargo tank view (CT1 - 5) dialogue box. The sequence will also control the
start the other automatically if the output falls below a preset
Basic Operating Procedure limit.
position of the load/unload valves. The pumps may also be started manually
by opening the pump menu and clicking on the pump mimic, or by starting the
Many functions carried out by the IAS are automatic, based on sensors and pump from the switchboard.
detectors which identify changes in liquid levels and pressures, etc, these Measurement Display Examples
changes will be addressed by the system logic. Pump, Manual Mode (Stopped) Electrical Motor, Local Mode (Stopped)
Windings pump 1 Eng. Speed
Manual intervention is carried out when required via the mimic screens by R S T
opening valves, starting and stopping pumps etc. Automatic sequences can also 100
be initiated from the mimic screens. Symbols indicate which components can
m L
be controlled from the mimic.
Pump, Manual Mode (Running) Electrical Motor, Manual Mode (Running)

Duty/Standby Pumps
Critical service pumps have a main/standby pump arrangement. The standby
pump has an automatic start should the main pump fail. Some pumps will have m m
-63 -63 -63 0
an automatic start which is controlled by, for example, discharge pressure. Ventilation Fan, Local Control Mode
°C °C °C -100 RPM
There are 3 types of standby pump control:
• Type 1 - The chosen pump will run until stopped by the
L
operator. 0.0 Kg/h
• Type 2 - When the standby pump has been started, the other
(duty) pump will be automatically stopped.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.3 - Page 4 of 8


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Illustration 3.2.3c Cargo Tank Pump Start Permissive Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.3 - Page 5 of 8


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Al Nuaman Cargo Operating Manual
The name of the item of equipment that the module controls is displayed in the • STANDBY START - The motor/pump control modules have a • FULLY CLOSE - This command causes the valve to close until
title bar of the module operation menu. This menu is used to operate the module standby start function that allows a maximum of three electrical it reaches a position that is below the predefined close limit.
and the commands on the menu reflect the actions that can be performed. motors to be defined as part of a duty/standby sequence. They This command can be used to cancel an open position, but has
include: no effect on a closed valve. If a valve close operation fails, the
The following operating buttons are available on the menu for a single speed RESET command recovers the alarm situation. The command is
1) A motor continuing to run when put into automatic mode
electrical motor-driven pump: only available in manual mode.
after initially starting in the manual mode.
• STOP - This stops the motor and is only available in the • STOP - The stop command causes a moving valve to stop
2) A motor automatically starting if another in the sequence
MANUAL mode. operating and remain at the current position. This command can
stops due to a failure.
be used to cancel an open or close position, but has no effect on
• START - This starts the motor and is only available in the
3) A motor automatically starting if, for example, a pressure a stationary valve. The command is only available in manual
MANUAL mode.
switch is used to start an additional LO pump if the LO mode.
• RESET - This command resets the appropriate time-out pressure is too low in a generator.
• FULLY OPEN - The open command causes the valve to operate
counters and can be used to recover from a failed start or stop
• BLACKOUT RESTART - This function causes a motor to until it reaches the fully open position. This command can be
operation.
restart automatically when power is re-established after a used to cancel a close position but has no effect on an open
• AUTO - This command selects the automatic mode and cancels blackout, provided that the motor was running before the valve. If a valve open operation fails, the RESET command
the MANUAL mode. When in automatic mode, the motor/pump blackout occurred. A start delay is provided on each motor to recovers the alarm situation. The command is only available in
is controlled by an output signal from another module and not prevent too many motors starting at the same time. manual mode.
via the operation menu. In this case the STOP and START
• SHUTDOWN - The control modules have a shutdown function • PULSE DOWN - This command closes the valve by a
buttons will become blank.
that overrides all other control inputs to the module and provides predefined amount, as defined by the configuration pulse length.
• MANUAL - This command cancels the automatic mode and an emergency stop facility. This command has no effect on a fully closed valve and is only
allows the motor/pump to be controlled via the operation menu. available in manual mode.
• DUTY/STANDBY - The control modules may be connected in
Selection of the manual mode is not possible if the Lock in Auto
different duty/standby configurations. • PULSE UP - This command opens the valve by a predefined
Mode parameter is set to 1 during the system configuration.
amount, as defined by the configuration pulse length. This
• ACKNOWLEDGE - This will only become available (with command has no effect on a fully opened valve and is only
black button text) when an unacknowledged alarm is active for Basic Operation Procedure for Valves available in manual mode.
the module concerned. All the alarms are acknowledged when
There are three types of valves used: • RESET - This command resets the appropriate time-out
this button is pressed.
counters and can be used to recover from a failed start or stop
• Throttle valve - Hydraulically operated, multi-position with
operation.
Configuration Options feedback and stops at each position.
• AUTO - This command selects the automatic mode and cancels
During system configuration, one or more of the following functions may have • Control valve - Pneumatically operated, with a PID control
the manual mode. In this mode the valve is controlled by an
been configured for the motor/pump control modules: connection and may or may not have a position feedback.
output signal from another module and not from the module
• LOCAL/REMOTE MODE - All the motor/pump control modes • Digital valve - May be pneumatically or hydraulically operated, operation menu.
have a normal/lock function which allows the motor to be started but only opens or closes as commanded.
• MANUAL - This command selects the manual mode and cancels
either from the local panel or from the IAS. Transfer between the automatic mode. If the ‘Lock in Auto Mode’ parameter is
local and remote control is performed at the local panel. All the valves on the IAS screen mimics are supported by operation modules.
set to position 1 during system configuration, the selection of
Move the cursor over the module symbol to be operated and press the left
• CONTROL LOGIC INTERLOCKS - These functions prevent the manual mode is not possible. The valve is controlled via the
trackball button to open the symbol operation menu.
the motor/pump from being damaged. For the electrical module operation menu when in the manual mode.
motors, the interlock functions inhibit the starting and stopping The menu is used to operate the module and the commands on the menu reflect • ACKNOWLEDGE - This will only become available (with
commands or execute the starting and stopping commands of the actions that can be performed. black button text) when an unacknowledged alarm is active for
the motors. For hydraulic pumps, the interlock functions inhibit the module concerned. All the alarms are acknowledged when
all commands. Control valve menus allow a set point to be input and is only available in this button is pressed.
• POWER DEMAND - The motor/pump control modules for the manual mode.
heavy consumers have a power interlock function that prevents Control Valve Menu
the motor/pump from being started if there is insufficient power Throttle Valve Menu The close, open, reset, automatic, manual and acknowledge commands on the
available.
The commands on the operation menu of a throttle valve are as follows: operation menu of a control valve are similar to those on the throttle valve. The
exception is the set point command, which allows the operator to specify the

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.3 - Page 6 of 8


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Illustration 3.2.3d No.1 Cargo Tank Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.3 - Page 7 of 8


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Al Nuaman Cargo Operating Manual
position set point for the valve. When the command is selected, it displays the Illustration 3.2.3e Operational Faceplates
numerical input dialogue box. The displayed numeric value is the current value
set point in % terms. A new value is entered either using the INC (increase) or
DEC (decrease) buttons, or typing directly into the NUMERIC INPUT field PID Controller Digital Value Single Speed Pump
using the operator panel keyboard and clicking the OK button. The position of
the valve opening changes to the new set point. This command is only available
in manual mode.

Digital Valve Menu


The close, open, reset, automatic, manual and acknowledge commands on the
operation menu of a digital valve are similar to those on the throttle valve.

Alarm Handling
Alarms
The alarm and monitoring is an integrated function within the IAS. Alarms
from sub-systems, propulsion, power, etc, are collated via the redundant
network to form a uniform alarm system for the vessel. Alarms and events are
logged by the system and printed out on the alarm printer.

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 Control Valve Hydraulic Driven Pump Throttle Valve
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

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
operator where equipment which is not running, may generate spurious alarms
through, for example, low pressure. When an alarm is suppressed, the status
indicator colour changes to cyan.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.3 - Page 8 of 8


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Al Nuaman Cargo Operating Manual

Illustration 3.2.4a Extension Alarm Control Panel System Architecture

From OS 51

ON DUTY WATCH BRIDGE UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS

CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT
ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN

2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW
ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN

3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL
ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM
SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU

4TH BRIDGE 4TH CALL 4TH CALL 4TH CALL 4TH CALL 4TH CALL 4TH CALL 4TH CALL
SELECT NON- SELECT NON- SELECT NON- SELECT NON- SELECT NON- SELECT NON- SELECT NON- SELECT NON-
ENG. A WATCH ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM
VITAL VITAL VITAL VITAL VITAL VITAL VITAL VITAL
BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE

4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE
ENG. B ENG. B ENG. B ENG. B ENG. B ENG. B ENG. B ENG. B
TAG TAG TAG TAG TAG TAG TAG TAG
DETAILS DETAILS DETAILS DETAILS DETAILS DETAILS DETAILS DETAILS

ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE
ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN
CALL ENGINE CALL CALL CALL CALL CALL CALL CALL
DUTY WATCH FROM FROM FROM FROM FROM FROM FROM
CHIEF ENG. CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE
REPEAT REPEAT REPEAT REPEAT REPEAT REPEAT REPEAT REPEAT
ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM

LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT
TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL

No.1 Extension Alarm Panel No.2 Extension Alarm Panel No.3 Extension Alarm Panel No.4 Extension Alarm Panel No.5 Extension Alarm Panel No.6 Extension Alarm Panel No.7 Extension Alarm Panel No.8 Extension Alarm Panel
Wheelhouse Surveillance 3rd Officer’s Room (407) 4th Engineer’s Room (405) Chief Engineer’s Day Room 2nd Engineer’s Day Room 3rd Engineer’s Room (425) 2nd Officer’s Room (421) Chief Officer’s Day Room (413)
Console (Cargo) (Machinery) (401) (Machinery and Cargo) (431) (Machinery) (Machinery) (Cargo) (Cargo)
(Machinery and Cargo)

Buzzer
Buzzer Buzzer
Chief Officer’s
Chief Engineer’s 2nd Engineer’s
Bedroom (415)
Bedroom (403) Bedroom (433)

Junction
Box

ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS ON DUTY NORCONTROL WATCH CABIN UNIT ALARMS

CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT CHIEF SHUT
ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN

2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW 2ND SLOW
ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN ENG. DOWN

3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL 3RD VITAL
ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM ENG. SYSTEM
SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU SCREEN MENU

4TH CALL 4TH CALL 4TH CALL 4TH CALL 4TH CALL 4TH CALL 4TH CALL
SELECT NON- SELECT NON- SELECT NON- SELECT NON- SELECT NON- SELECT NON- SELECT NON-
ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM ENG. A FROM
VITAL VITAL VITAL VITAL VITAL VITAL VITAL
BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE

4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE 4TH FIRE
ENG. B ENG. B ENG. B ENG. B ENG. B ENG. B ENG. B
TAG TAG TAG TAG TAG TAG TAG
DETAILS DETAILS DETAILS DETAILS DETAILS DETAILS DETAILS

ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE ELEC. BILGE
ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN ENG. DEADMAN
CALL CALL CALL CALL CALL CALL CALL
FROM FROM FROM FROM FROM FROM FROM
CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE CHIEF ENGINE
REPEAT REPEAT REPEAT REPEAT REPEAT REPEAT REPEAT
ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM ELEC. ALARM

LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT LAMP SOUND UNIT
TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL TEST OFF FAIL

No.9 Extension Alarm Panel No.10 Extension Alarm Panel No.11 Extension Alarm Panel No.12 Extension Alarm Panel No.13 Extension Alarm Panel No.14 Extension Alarm Panel No.15 Extension Alarm Panel
Conference Room / Central Office Room (305) Officers’ Recreation Room (113) Officers’ TV Room (114) Officers’ Mess Room (118) Off Duty Mess Room (119) Gymnasium (106)
Administration Office (304) (Machinery and Cargo) (Machinery and Cargo) (Machinery and Cargo) (Machinery and Cargo) (Machinery and Cargo) (Machinery and Cargo)
(Machinery and Cargo)

Engine Control Room

SVC OS 41 SVC OS 42

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.4 - Page 1 of 5


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
3.2.4 Extension Alarm System The main functions of the WBU are to indicate engine room alarms on the The alarms will be routed to the engineer on duty as appropriate, for example,
bridge, to indicate and accept the transfer of machine watch responsibility to cargo alarms will be routed to the cargo engineer when a cargo system alarm
and from the bridge. is activated, and machinery alarms will be routed to the engine room duty
Introduction engineer.
The main functions of the WCU are to indicate alarms with buzzer and light
The alarm extension system will alert the duty officer in the event of any in the cabins and the public quarters of the engineer on duty while in bridge
monitored parameter exceeding its set value as monitored by the alarm and • ON DUTY indicators with buttons that show and select on-duty
control.
monitoring system. The system comprises a number of self-contained, wall- officers.
mounted watch call panels that are installed at selected locations. The panels The ‘Watch Call’ system is communicating with the operator stations located When the green LED in the top right-hand corner is lit it
are controlled from operator stations and are used to warn the bridge and on- in the ECR by a CAN bus interface. Two operator stations are required and indicates that the officer on the label is on duty. When the LED
duty officers of alarm conditions. will work in a master/slave configuration, ie, the ‘Watch Call’ system will flashes it indicates that a call has been made and when the call is
be operating with only one operator station up and running at the time. The accepted the flashing LED changes to a steady light. These also
The system has two main functions: ‘Watch Call’ system can be managed from two different managing groups: act as watch buttons that transfer watch responsibility between
• Alarm Extension the bridge and the engine control room. They have a yellow
1. ECR Manager
LED located next to the top right corner of the button label that
This is a group alarm status and on-duty officer indication 2. CCR Manager flashes to indicate a responsibility transfer request has been
facility with a built-in on-duty acceptance, fault indication and made. When the transfer request is accepted, by pressing the
test facilities. From the operator stations in the ECR, the duty engineer can be selected for BRIDGE WATCH or ECR WATCH button, the flashing LED
• Officer Call ECR and the watch responsibility can be requested and transferred to and from changes to a steady light.
the bridge. From the operator stations in the CCR, the duty officer for CCR
This is an individual and general calling facility for officers that • ALARM indicators that show in which process area there are
can be selected. Selecting/changing duty officer must be done when watch
can be activated from selected vessel control locations. active alarms.
responsibility is in ECR.
• A REPEATER ALARM indicator that shows if there is a repeat
Watch Call Panels The ‘Alarm Extension’ panels will be set up to belong to a unit group. Three of a previous alarm.
different main unit groups are available: • When the patrol man system is active, a green LED illuminates
There are two types of watch call panels:
1. Bridge Group in the top right corner of the button.
• Watch bridge unit - for use on the bridge
2. Officer Group • An LCD screen with a 40-character by 4-line display, which is
• Watch cabin unit - for use in cabins and public places
used to show the date and time or an alarm summary.
3. Public Group
There are seven categories of alarm as follows: • A LAMP TEST button which is used to check the serviceability
For the officer group, several groups can be defined, ie, ‘Officer Group 1’, of the indicator, button LEDs and the buzzer. It is also used,
• Machinery critical
‘Officer Group 2, ‘Officer Group 3, and up to ‘Officer Group 8’. The panels in conjunction with the up and down and SELECT buttons, to
• Machinery non-critical belonging to officer groups are defined as duty panels, while panels belonging adjust the light intensity of the LCD screen, indicator and button
to the public group are defined for installation in public quarters. LEDs and the background lighting.
• Cargo critical
• When an alarm summary is displayed, the up and down buttons
• Cargo non-critical The officer groups will be set up with a ‘Duty Officer Qualification’, which are used to scroll the list shown on lines two to four on the LCD
• Fire defines the type of alarms the panel will subscribe to. Two different types of screen.
‘Duty Officer Qualification’ are available:
• Personnel • The SELECT button is used to choose the type of information
1. Machinery shown on the LCD screen. Pressing the button for the first time
• Unit failure
2. Cargo displays the Alarm Summary. Repeated pressing of the button
The alarm extension system comprises two kinds of panels: cyclically displays the Alarm Summary and the date and time.
The alarm groups defined in the system will be set up to belong to either • When the Alarm Summary is displayed on the LCD screen, the
1. Watch bridge unit (WBU) machinery or cargo. When an alarm is triggered in the system the ‘Alarm TAG DETAILS button is pressed to show (on lines three and
2. Watch cabin unit (WCU) Extension Panel Interface’ application will read the alarm group, check which four) the details of the alarm shown on line two.
group it is belonging to (engine or cargo), and then route the alarm to the correct
The WBU and the WCU are units required by the classification society to run duty panel(s), to all public panels and the bridge panel if in bridge watch. • The SOUND OFF button is pressed to stop the buzzer from
a vessel with unmanned engine room. sounding and acknowledging group alarms and officer calls.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.4 - Page 2 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 3.2.4b Watch Call Panels

Wheelhouse Extension Alarm Panel

ON DUTY WATCH BRIDGE UNIT ALARMS


Chief MACH
Eng. CRITIC

MACH
2nd
Eng. NON
CRITIC Personnel Alarm System

3rd CARGO
Eng. SCREEN MENU CRITIC

Personnel
4th Alarm BRIDGE CARGO
WATCH SELECT
Eng. is Active NON
CRITIC

Chief CALL Fire


TAG
Off. DUTY
CARGO DETAILS

2nd
Off Personnel
CALL ECR
DUTY WATCH
ENGINE
Cargo
Eng.

LAMP SOUND
UNIT
TEST OFF FAIL

Cabin Extension Alarm Panel

ON DUTY WATCH CABIN UNIT ALARMS


CHIEF MACH
ENG. CRITIC

MACH
2ND
ENG. NON
CRITIC

3RD CARGO
ENG. SCREEN MENU CRITIC

4th BRIDGE CARGO


SELECT
ENG. CALL NON
CRITIC

CHIEF Fire
CCR TAG
Off.. CALL
DETAILS

2nd Personnel
Off Alarm
ECR
CALL

Cargo
Eng.

LAMP SOUND
UNIT
TEST OFF FAIL

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.4 - Page 3 of 5


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
Panel Operation • If a duty engineer is selected from the software panel on the 7) Personal Alarm
control mimic, without transferring the watch responsibility
• When a “Personal Alarm” is activated, all officers with
1) Alarm Acknowledge During Wheelhouse Watch Mode to the bridge (Harbour mode), alarms will be routed to the
machinery qualification are called. The public area panels
duty engineer panel as well as public panels. Repeat alarms
• Initially the alarm will sound on the bridge panel, on the will also call these officers.
and personal alarms will be activated as normal during this
duty engineer panel and on the public panels. condition.
• Pressing the “Sound Off” button on a public panel will turn Manual Engineer Call
off the sound only on the panel operated. Alarm indicator 4) Engineer/Officer Call from ECR/CCR
will continue to flicker until the alarm is acknowledged, and A call facility is available to duty panels and mess/day room panels from one
• Two types of call functions are supported, “Call Duty” or of three dedicated buttons on the panel in each control room area, or from the
then changes to a steady light. Indicator will be turned off “Call All”.
when the alarm condition is no longer present. watch call mimic of the operator stations.
• The “Call Duty” operation will activate buzzer/lamps on the
• Pressing the “Sound Off” button on the bridge panel will designated duty engineer panel and on public panels. The The watch panel LCD will display the source of the call.
turn off the sound only on the bridge panel. Alarm indicator “Call Duty” button will not work unless a duty engineer is
will continue to flicker until the alarm is acknowledged, and selected.
then changes to a steady light. Indicator will be turned off
when the alarm condition is no longer present. • Acknowledging the call on the designated duty engineer
panel will silence all panels.
• Pressing the “Sound Off” button on the duty engineer panel
will turn off the sound on the duty panel and public panels • Acknowledging the call on a public panel will silence that
(bridge panel must be silenced separately). Alarm indicator specific panel only. Indicator lamps will continue to flicker
will continue to flicker until the alarm is acknowledged, and on all panels.
then changes to a steady light. Indicator will be turned off • The “Call All” function is more of an emergency operation.
when the alarm condition is no longer present. Pressing the “Call All” button will activate buzzer/lamp on
• Operating the “Ack” function on OS in ECR (for machinery all panels. Acknowledging the call on one engineer/officer
alarms) or the OS in CCR (for cargo alarms), will silence all panel will silence that specific panel only. Acknowledging
panels and give a steady alarm indication. Indicators will be the call on a public panel will silence that specific panel
turned off when the alarm condition is no longer present. only.

5) Duty Engineer/Officer Call from Wheelhouse


2) Alarm Acknowledge During ECR/CCR Watch Mode
• Operating the “Call Duty” from the bridge panel will
• Extension panels will only show alarm status. No sound activate the buzzer/lamp on the selected duty engineer panel
device will be set off. and on all public panels. Again, the “Call Duty” function
requires that an engineer/officer actually has been set on
For cabin panels and bridge panel, it is selectable whether alarm status should duty.
be shown or not when no people are on duty. This must be selected from the
watch call interface on the operator station. • Acknowledge functions are the same as calls initiated from
the ECR/CCR.
3) Duty Engineer/Officer Selection
• To transfer machinery responsibility to the bridge (bridge 6) Repeat Alarm
watch mode), the operator must first select a duty engineer
on duty from the software panel on the control mimic. • Repeat alarm will be triggered when an active watch call
The duty lamp is activated on all panels. Then the “Bridge group alarm has not been acknowledged from an operator
Watch” button is selected and the buzzer/lamp is activated station within a predefined time. This predefined time is
at the bridge panel. Pressing the “Bridge Watch” button on normally set to three minutes. Repeat alarm one will be
the bridge panel will accept the watch transfer and a lamp given at bridge panel, duty engineer/officer panel and at
indicator will indicate bridge watch mode. A transfer from public panels.
bridge to ECR must be initiated from the ECR; buzzer/lamp
is activated at the bridge panel. Upon acceptance from the
bridge, watch responsibility is transferred to the ECR.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.4 - Page 4 of 5


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Patrol Man (Personal Alarm) Illustration 3.2.4c Patrol Man Sequence

Patrol man (personal alarm ) is a facility for safe, lone man, visits to the Machinery Alarm
System ON Bridge Watch
machinery spaces when responding to watch alarms. Points around the ON
machinery space must be acknowledged within a given time in order to prevent
the patrol man alarm being generated.

This facility can be set from the watch panel inside the ECR/CCR or
automatically from the alarm extension system when an alarm is activated.
Start/Reset
Timer
The personal alarm system can be activated in four different ways.
1. From one of two start panels located at the ECR console and
accommodation upper deck. In this case, the stop function can
be activated from the start panel or from the IAS mimic panel.
Reset button
Yes No
2. From one of the reset panels, located around the machinery activated
space.
No
As above, the stop function can be activated from the start panel or from the
IAS mimic panel. Timer > 13
minutes?
3. Automatically when a machinery alarm occurs at extension
panels during the bridge watch. In this case, the alarm must be
Yes Yes
silenced at the operator station before the stop can be activated
from the start panel or IAS mimic panel.
Set warning
4. Start and stop are available from the IAS mimic panel. light in
machinery area

The personal alarm will be set off 15 minutes after activation. A pre-warning
will be activated at 13 minutes. A pre-warning signal is interfaced to the alarm
column which will start flashing the pre-warning lamps.
Reset button
See the flow chart below for more details. activated No

If the system is switched off before the pre-warning or personal alarm is No


initiated, the sequence will terminate and switch off the System On lamp.
Timer > 13
minutes?

Yes

Activate Dead
Man Alarm

Activate Extension
Alarm System,
Dead Man Alarm

Issue: 1 - May 2010 IMO No: 9431135 Section 3.2.4 - Page 5 of 5


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Illustration 3.3.1a CTS Main Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 1 of 9


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Illustration 3.3.1b CTS CT1 Configuration Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 2 of 9


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3.3 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 If the trim/list values are to be calculated from the ship’s draught gauges and to
board the LNG ship to ensure more accurate volumetric measurements. comply with the specification, the gauges used must be calibrated.
Temperature Measurement
All measurement devices used in the system are calibrated and verified by The temperature values are obtained from sensors installed at different levels System Description
a third party (ie, NKKK, SGS, KIMSCO) selected by the customer. The in the tank. Normally five sensors with a back-up of an additional five 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 The CTS shall take signals from the primary level gauges and shall
+ 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. Position of the automatically and continuously calculate cargo volumes, corrected for trim and
to the liquid surface. sensor elements in the tank are normally tank top (always in the vapour space) list, from signals taken from an inclinometer, with accuracy better than ±0.025º
at 75% level, 50% level, 25% level and tank bottom (approximately 5% level). for list and ±0.01º for trim. The trim and list sensor shall be sealed.
The temperature sensors used are of resistance thermometers PT100/⅓ If a sixth sensor is installed on membrane tanks, this is placed as close to the
bottom as possible (50mm above bottom). The inclinometer used has a range of ±2° for the trim and ±5° for the list. The
DIN (Class A) 4 wires, and shall have an error not more than ± 0.2 °C for
instrument measures an angle based upon the position of its installation. The
temperatures ranging between -165 and -145 °C / ± 1.5 °C for temperatures
The operator of the system can from the display unit select which sensors shall base plate of an inclinometer is very small, seen in relation to the overall axis
ranging between -145 and +50 °C.
be used for temperature measurement at each level, main sensor or back-up. it shall measure and it assumes that the axis is a straight line. The inclinometer
The system will not allow the operator to select two sensors at the same level in takes no consideration to sag/hog of the ship’s hull. It is therefore important to
The pressure transmitter for measuring the vapour pressure shall have accuracy
the tank. It is also possible to insert manual values for each temperature which consider where the instrument is installed.
better than ±1 % of full scale at all ambient temperatures.
are used as parameters when the system does the calculation. If this option is
used it will be notified in the report that calculations are done with manually The positioning of the instrument can have direct influence to the result of the
The inclinometer used for trim/list measurement shall have accuracy better
set values. measurement, especially for trim.
than ±0.025º for list and ±0.01º for trim.

The exact length of each temperature sensor referred to the top “0” point is
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 five 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.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 3 of 9


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Illustration 3.3.1c Radar Gauge System

Cargo Control Room Electrical Equipment Room Cargo Control Room


Cargo Control Console Cabinet Cabinet OAS 5
NDU/PDU Cabinet Omicron Alarm and
GLN100/886UPS High Level and Overfill
DACS Monitor Instant Level Monitor Alarm System Override Panel

NDU A1 HIGH LEVEL AND OVERFILL ALARM SYSTEM

96% CARGO TANK NO. 1 99 % CARGO TANK NO. 1

23” Display
96% CARGO TANK NO. 2 99 % CARGO TANK NO. 2

96% CARGO TANK NO. 3 99 % CARGO TANK NO. 3

50” Display 96% CARGO TANK NO. 4

96% CARGO TANK NO.5


99 % CARGO TANK NO. 4

99 % CARGO TANK NO.5

NDU B1 LOOP FAILURE HIGH LEVEL

SYST./POWER FAIL. HIGH LEVEL


LOOP FAILURE OVERFILL

SYST./POWER FAIL. OVERFILL

ALARM ACCEPTED

LAEH (99.2%) and LAVH (98.7%)


LOOP FAILURE ACCEPTED

BUZZER ACCEPT/ ALARM LAMP


SILENCE RESET BUZZER HOLD TEST ON/OFF

NDU C1 and Override LAEH and LAVH to


PDU A1 ESD Panel OMICRON
CTS Monitor
TONSBERG - NORWAY

99 % 99 % 99 % 99 % 99 %

AC 230V Yard Main Supply


OVERRIDE OVERRIDE OVERRIDE OVERRIDE OVERRIDE AT
CT 1. CT 2. CT 3. CT 4. CT 5. SEA

PDU B1
23” Display
DC 24V Yard Back-up Supply

Patch
Panel AC 230V AC 230V
4-20mA Trim/List Signals
Key

Electrical Signal
WS AC 230V

CTS

Alarm Printer Laserjet Printer

Safe Area

Hazardous Area

Vapour Vapour Vapour Vapour Vapour


Passageway Pressure Passageway Pressure Passageway Pressure Passageway Pressure Passageway Pressure
Transmitter Transmitter Transmitter Transmitter Transmitter
Node Cabinet Radar Node Cabinet Radar Node Cabinet Radar Node Cabinet Radar Node Cabinet Radar
GLA-100/5 GLA-100/5 GLA-100/5 GLA-100/5 GLA-100/5
Node Node Node Node Node

LEAH LEAH LEAH LEAH LEAH

LAH LAH LAH LAH LAH

Cargo Tank No.5 Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 4 of 9


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3.3.1 Radar Primary System (Radar Gauges and Tank Radar Gauges Pressure Measurement
Custody Transfer System) The radar tank gauges GLA100/5SSN6 measure the distance to the product A GT402 pressure transmitter of the absolute type is installed on each tank
surface by transmitting a microwave pulse in a still pipe. This is reflected from dome to monitor the vapour pressure in the tank. The tank pressure is displayed
K-Gauge LNG/CTS Level Gauge System the surface of the cargo and the process unit for the radar antenna calculates in the system and on the CTS report. The outlets from the vapour pressure
the level in the tank. outlet are connected to the pressure gauge board on deck and are also displayed
Manufacturer: Kongsberg in the CTS system.
Type: AutroCARGO 2000 / CTS Reference data related to the calibration of the radar unit, including the
System: GL-100/5 processing unit and reference signatures in the still pipe, are stored in the system
Displays: 1 x 23 inch instant level monitor memory and is taken into consideration when the tank level is calculated and Trim/List Measurement
presented as a value. The level is stored in the system and the arithmetic mean
1 x 23 inch CTS monitor The trim and list is automatically input to the CTS, but can also be input
of the last five measurements within a 15 second time interval is then displayed
1 x 50” plasma screen display units as the average level in the tank. manually if required.

The measurement level is compensated with a temperature correction factor The CTS takes the signals from the primary level gauges and automatically
General Description of the Tank Radar System for the still pipe. The level is then corrected for trim and list values obtained and continuously calculates the cargo volumes, corrected for trim and list, from
from the inclinometer, calculated from the vessel’s draught system or inserted signals taken from an inclinometer, with accuracy better than ±0.025º for list
The radar transmitters on the top of each cargo tank emit microwaves, directed and ±0.01º for trim. The trim and list sensor shall be sealed. The inclinometer
manually.
by an antenna, towards the surface of the tank contents. The antenna then used has a range of ±2° for the trim and ±5° for the list.
picks up the echo from the surface and the difference in frequency between
All correction factors used are printed on the CTS report.
the transmitted and reflected signal is directly proportional to the measured The instrument measures an angle based upon the position of its installation.
distance, ie, the ullage.
Temperature Measurement The base plate of an inclinometer is very small, seen in relation to the overall
The tank radar system, which is the main part of the cargo tank control system Two sets of MN3927PU temperature sensors, one main and one back-up, axis it shall measure and it assumes that the axis is a straight line. The
is made up of the following units: are mounted on the tank adapter flange with the level gauge. There are two inclinometer takes no consideration to sag/hog of the ship’s hull. It is therefore
• Level unit connection boxes at the tank adapter flange for the connection of the temperature important to consider where the instrument is installed.
sensors. Signals from the connection boxes are sent via LON nodes mounted in
• Transmitters The positioning of the instrument can have direct influence to the result of the
the trunk deck passageway to the level unit cabinet for processing.
• Workstation measurement, especially for trim.
These sensors are mounted at different levels within the tank, each in an open
Level Unit Cabinet pipe, except the bottom sensor which is mounted on a special bracket: Workstation
• Tank top (always in the vapour space) The workstation is used by the operator for monitoring the tank liquid levels
Located in the electrical equipment room, the level unit cabinet contains
terminals for the intrinsically safe connection of the radar transmitters, • 75% level (ullage), liquid and vapour average temperatures, cargo volumes at average
temperature and pressure sensors, as well as the independent high level alarm temperatures, and all the other data that is handled by the tank radar. The
• 50% level
unit. It contains the electronics used for processing the signals from the workstation takes care of the alarm handling of the measured values and the
transmitters for calculating the tank parameters, average cargo temperature and • 25% level transfer of all requested data to the IAS.
for communicating with the workstation. Signals from the high level alarm unit • 5% (approximately tank bottom)
are also processed and sent to the workstation display and the IAS alarm unit. The workstation is a part of the cargo control console, comprises two 23 inch
monitors and is operated with a trackball and keyboard to activate various
If a sixth sensor is installed on membrane tanks, this is placed as close to the
functions. The display works under the Windows-XP environment.
Transmitters bottom as possible (50mm above bottom).
Mounted on the tank dome are the units required for the measurement and Different windows can be opened and displayed, a Laserjet 4700 has been
The operator can select from the display unit which sensor is to be used for
calculation of the the tank contents. Signals from the various units are sent provided for printing the CTS reports.
measurement at each level (main or back-up), but it should be noted that it is
back to the level unit where they used to calculate the tank contents and then not possible to access two sensors at the same level. It is also possible to input
displayed at the workstation and NL296 graphic displays. manual temperature values for use in the calculation if necessary. Operation
The position of each sensor element is corrected according to the temperature a) Move the trackball (mouse) pointer to the area on the screen to
in the vapour space. By knowing the level in the tank, the system can determine be activated or selected.
which sensor is immersed in liquid and which sensors are in the vapour
space.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 5 of 9


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Illustration 3.3.1d 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

Snapshot Report
Sorting of Snapshot 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

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 6 of 9


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b) Select the area to be activated, then click on with the left-hand Averaging of Temperature Before Unloading:
button. This registers a ‘hit’ and activates the function of the • Total corrected volume is corrected by the average liquid
area where the cursor was positioned. The average vapour temperature will be calculated as follows: temperature.
• Summation of all vapours temperature read-outs in all tanks
c) If the trackball should fail, it is possible to move the cursor with After Loading:
divided by the total number of temperature sensors in vapour.
the arrow keys on the keyboard.
• Total corrected volume is corrected by the average liquid
The average liquid temperature will be calculated as follows: temperature which is used before unloading.
d) Press an arrow key once to move it just slightly, or keep it
pressed to move the cursor quickly. • Summation of all liquid temperature read-outs in all tanks
divided by the total number of temperature sensors in liquid. Loading:
e) To activate a function, once the cursor has been positioned
correctly, press the CONTROL key and the RETURN key at the Transfer Liquid Volume:
Custody Transfer System
same time, this corresponds to a ‘hit’ by the trackball. • Total corrected volume before loading.
The CTS process image can be accessed via the drop-down menu by selecting • Total corrected volume after loading.
Alarms WINDOW, then CTS DATA. The display has the following main purposes:
The TankRadar system together with the Omicron Independent High Level • To display the measured values relating to the CTS. Before Loading:
Alarm System raises alarms at different levels within the IAS system. These • Total corrected volume is corrected by the average vapour
• To enable the generation of reports at the start and end of cargo
are as follows: temperature.
loading.
• Extreme high alarm: 99% volume - ESDS, (Omicron level
• To enable the generation of reports at the start and end of cargo After Loading:
sensor).
discharging.
• Very high level alarm: 98.8% volume - tank fill valve closes, • Total corrected volume is corrected by the average liquid
• To allow the operator to enter values manually. temperature.
(radar) at sea.
• High high level alarm: 98.2% volume - tank fill valve closes, The report headings contain the following information:
(radar) in port. Calculation of Transferred Volumes
• Ship’s name (fixed in the report).
• High alarm: 96.0% volume - (Omicron level sensor). For the loading operation, the transferred volume is the difference between the • Port name (inserted by the operator before the report is
• Low level alarm: 0.37 metre (radar). total liquid volume at the closing (high liquid level) and opening (low liquid started).
level).
• Low low level alarm: 0.2 metre (radar). • Cargo number (inserted by the operator before the report is
For the unloading operation, the transferred volume is the difference between started).
Independent High Level Alarm the total liquid volume at opening (high liquid level) and closing (low liquid • Chief officer (inserted by the operator before the report is
level). started).
Each tank is fitted with an independent high level and overfill float alarm,
Section 3.3.3 of this manual refers. • Date format (YY/MM/DD) default can be changed.
Note: The total liquid volume is expressed as cubic meters at -160 °C.
• Time format (hours/minutes) default can be changed.
Calculations
CTS Operation Normally three sheets are generated for one report:
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. The CTS reporting system automatically creates the report print-out when the
• Measured data, quantity after loading/unloading.
operator activates the CTS function, based on the following information:
The displayed data is used in the calculation of the average and corrected level, • Transfer document of loading/unloading.
total liquid volume, average vapour and liquid temperature, ship’s average
vapour pressure and transferred volume. Unloading:
Measured Data, Quantity Before Loading/Unloading
Transfer Liquid Volume:
When the custody transfer operation is activated by the operator, the system
• Total corrected volume before unloading.
starts to log the actual measured and calculated values. After it has taken five
• Total corrected volume after unloading. readings at intervals of 15 seconds, 80 seconds in total, the system prints the
first report sheet. The values presented are the condition stored as start values.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 7 of 9


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Illustration 3.3.1e Custody Transfer Data

CUSTODY TRANSFER DATA CUSTODY TRANSFER DATA

Before Loading After Loading


SHIP NAME THIS SHIP SHIP NAME THIS SHIP
DATE (DD/MM/YYYY) 05-10-2008 DATE (DD/MM/YYYY) 06-105-2008
LOCAL TIME (HH:MM) 10:55 LOCAL TIME (HH:MM) 12:20
PORT NAME RAS LAFAN PORT NAME RAS LAFAN
BERTH 1 BERTH 1
VOYAGE 08001E VOYAGE 0801E
CARGO NO. 08003/2008-019 CARGO NO. 08003/2008-019
CHIEF OFFICER A.N.OTHER CHIEF OFFICER A.N.OTHER

TRIM (METERS) 0.00 (M) Even Keel TRIM (METERS) 0.00 (M) Even Keel
LIST (DEGREES) 0.00 (M) Upright LIST (DEGREES) 0.07 (M) to Port
SHIP AVG VAPOUR TEMP 31.08 DEG C SHIP AVG VAPOUR TEMP -134.45 DEG C
SHIP AVG LIQUID TEMP -------- DEG C SHIP AVG LIQUID TEMP -159.77 DEG C
SHIP AVG VAPOUR PRESS 1,153 mbar(a) SHIP AVG VAPOUR PRESS 1,142 mbar(a)

TANK 5 TANK 4 TANK 3 TANK 2 TANK 1 TANK 5 TANK 4 TANK 3 TANK 2 TANK 1
LEVEL MEASUREMENT (m) No.1 0.010 0.010 0.010 0.010 0.010 LEVEL MEASUREMENT (m) No.1 26.902 26.869 26.887 27.020 27.020
No.2 0.010 0.010 0.010 0.010 0.010 No.2 26.904 26.870 26.887 27.018 27.018
No.3 0.010 0.010 0.010 0.010 0.010 No.3 26.901 26.870 26.888 27.021 27.021
No.4 0.010 0.010 0.010 0.010 0.010 No.4 26.900 26.870 26.889 27.021 27.021
No.5 0.010 0.010 0.010 0.010 0.010 No.5 26.902 26.871 26.889 27.020 27.020
AVERAGE LEVEL(m) 0.010 0.010 0.010 0.010 0.010 AVERAGE LEVEL(m) 26.902 26.870 26.888 27.020 27.020

TRIM CORRECTION (m) 0.000 0.000 0.000 0.000 0.000 TRIM CORRECTION (m) 0.000 0.000 0.000 0.000 0.000
LIST CORRECTION (m) 0.000 0.000 0.000 0.000 0.000 LIST CORRECTION (m) -0.001 -0.001 -0.001 -0.001 -0.001
CORRECTED LEVEL (m) 0.010 0.010 0.010 0.010 0.010 CORRECTED LEVEL (m) 26.901 26.869 26.887 27.019 27.019

TEMPERATURE (DEG C) TEMPERATURE (DEG C)


99.5% 19.30 V -4.03 V 19.34 V 19.93 V 19.93 V 99.5% -142.31 V -132.74 V -132.03 V -130.73 V -130.73 V
75% 19.29 V -4.84 V 19.31 V 19.92 V 19.92 V 75% -159.81 L -159.82 L -159.76 L -159.81 L -159.81 L
50% 19.23 V -5.52 V 19.24 V 19.87 V 19.87 V 50% -159.80 L -159.77 L -159.79 L -159.79 L -159.79 L
25% 19.14 V -5.60 V 19.12 V 19.83 V 19.83 V 25% -159.80 L -159.84 L -159.84 L -159.79 L -159.79 L
0% 19.11 V -9.39 V 18.93 V 19.59 V 19.59 V 0% -159.74 L -159.59 L -159.59 L -159.74 L -159.74 L

TANK AVG VAPOUR TEMP (DEG C) 19.21 -5.88 19.19 19.83 19.83 TANK AVG VAPOUR TEMP (DEG C) -142.31 -132.74 -132.03 -130.73 -130.73
TANK AVG LIQUID TEMP (DEG C) -------- -------- -------- -------- -------- TANK AVG LIQUID TEMP (DEG C) -159.79 -159.76 -159.75 -159.78 -159.78

TANK VAPOUR PRESS (mbar(a) 1,154 1,153 1,153 1,153 1,153 TANK VAPOUR PRESS (mbar(a) 1,142 1,141 1,141 1,142 1,142

TANK VOLUME (M3) 0.0 0.0 0.0 0.0 0.0 TANK VOLUME (M3) 38,766.354 44,215.946 44,206.934 44,206.940 25,475.076
VOLUME SUMMED (M3) 0.0 (A) VOLUME SUMMED (M3) 196,871.24 (B)

Company Name Company Name

SHIP'S MASTER SHIP'S MASTER

BUYER(S) BUYER(S)

SELLER(S) SELLER(S)

SURVEYOR SURVEYOR

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 8 of 9


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Al Nuaman Cargo Operating Manual
The system will continue to log and memorise all of the data as long as the Illustration 3.3.1f Certificate of Loading
operation is active.

Measured Data, Quantity After Loading/Unloading


When the transfer operation is complete, the operator has to stop the logging
function in the system. With the function terminated, the system prints the CERTIFICATE OF LOADING
SHIP NAME
second report sheet. The values presented are the condition stored as stop PORT/BERTH NAME
values. VOYAGE/CARGO NO. 02
CHIEF OFFICER

BEFORE LOADING
Transfer Document of Loading/Unloading DATE (DD/MM/YYYY) 03-04-2007
LOCAL TIME (HH:MM) 10:50
This is a print-out of the third sheet and completes the report. The report TRIM (METRES) 0.94 BY STERN
LIST (DEGREES) 0.65 PORT
presents the calculated values based on the two previous sheets and summarises SHIP AVG VAPOUR TEMP -131.49 DEG C
the total quantity loaded. SHIP AVG LIQUID TEMP -159.88 DEG C
SHIP AVG VAPOUR PRESS 1,100 mbarA

TANK 5 TANK 4 TANK 3 TANK 2 TANK 1


Snapshot Report AVG LEVEL MEASUREMENT (M)
TRIM CORRECTION (M)
During the transfer operation the operator can generate a snapshot report. LIST CORRECTION (M)
This report has a fixed format and presents the actual condition at the time of CORRECTED LEVEL (M)
TANK AVG VAPOUR TEMP (DEG C)
printing.
TANK AVG LIQUID TEMP (DEG C)
TANK VAPOUR PRESS (mbarA)
TANK VOLUME (M3)
Failure of the CTS Equipment SHIP TOTAL VOLUME (M3) (A)
AFTER LOADING
If the CTS equipment should fail in one tank during custody transfer, the levels DATE (DD/MM/YYYY) 03-04-2007
LOCAL TIME (HH:MM) 11:01
for that tank would have to be measured using the Whessoe float gauge. The TRIM (METRES) 1.65 BY STERN
volume calculations and corrections then have to be made by hand, using the LIST (DEGREES) 1.01 STARBOARD
SHIP AVG VAPOUR TEMP -131.49 DEG C
hard copy of the tank gauge tables. SHIP AVG LIQUID TEMP -159.88 DEG C
SHIP AVG VAPOUR PRESS 1,100 mbarA

The float gauges must be kept blocked at their top stored position when at sea. TANK 5 TANK 4 TANK 3 TANK 2 TANK 1
In port, during cargo operations, the floats should be manually lowered to the AVG LEVEL MEASUREMENT (M)
TRIM CORRECTION (M)
liquid level. The float will then automatically rise and lower with the liquid
LIST CORRECTION (M)
level. CORRECTED LEVEL (M)
TANK AVG VAPOUR TEMP (DEG C)
After the cargo operations have been completed, the floats should be returned TANK AVG LIQUID TEMP (DEG C)
TANK VAPOUR PRESS (mbarA)
to their raised stored position before the vessel leaves the port. TANK VOLUME (M3)
SHIP TOTAL VOLUME (M3) (B)
In this case a Cargo Record Report Sheet is manually completed using the VOLUME LOADED (M3) (B-A)
gauging tables. These contain the correction figures for trim, list, and thermal
value (level gauge) of each individual tank in order to give the corrected level Company Name (Print) Signature

and volume in each cargo tank. SHIP'S MASTER

BUYER(S)

SELLER(S)

SURVEYOR

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.1 - Page 9 of 9


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Illustration 3.3.2a Whessoe Gauge System

1084 Receiver

Hazardous Area Control Room WHESSOE


1084 Receiver
VAREC
Transmitter Fig. 2047MT Transmitter Fig. 2047MT Transmitter Fig. 2047MT
(Tank 1) (Tank 2) (Tank 3)
MAIN MENU
OPERATION
CONFIGURATION
PRINTER
HELP
Output to Ship’s IAS / Host Computer MAINTENANCE
3304 Gauge 3304 Gauge 3304 Gauge Cargo PS
No.4

Transmitter Fig. 2047MT Transmitter Fig. 2047MT


(Tank 4) (Tank 5)

Key

This is the enter or validate key and is used to confirm a selection, command
Junction an action or to validate data.
Box

Move cursor right key. In user mode this is used to continue to the next screen.
In configuration mode it is used to continue to the next tank.

3304 Gauge 3304 Gauge Move cursor left key. In user mode this is used to return to the previous screen.
In configuration mode it is used to return to the previous tank.

Move cursor down key. This is used to select a line or to scroll through available
choices. In user mode it is used to continue to the next tank.
220V AC 60Hz

Move cursor up key. This is used to select a line or to scroll through available
choices. In user mode it is used to return to the previous tank.

Exit without validating key. This is used to quit a menu or to return to a higher level.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.2 - Page 1 of 4


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3.3.2 Float Level Gauge The Whessoe gauge is float actuated and employs a tensator spring as a counter- CAUTION
balancing mechanism which maintains a constant tape tension at the float. This
To reduce the risk of tape failure and wear on the gauging mechanism,
Manufacturer: Whessoe ensures that the float maintains the same level of immersion, irrespective of the
the floats should be fully stowed when the ship is at sea. Care should
Type: Figure 3304 amount and weight of the tape paid-out.
be taken when stowing the float as excessive tension may cause tape
Quantity: 5 (1 per tank) breakage.
Accuracy: ±7.5mm Illustration 3.3.2b Flotation Graph for PVC
Repeatability: ±4.0mm Illustration 3.3.2c Whessoe Float Level Gauge
Readout Window Transmitter
Operating range: 0 to 44 metres
Ambient temperature to -200°C 1.0
22.5° angle to the vertical (maximum) Float Weight = 2 kg
Transmitter type: 2047MT 0.9

0.8
Handle To Raise
The Float
Introduction 0.7
S.G.
Each of the five cargo tanks is provided with an approved secondary level 0.6
measurement system via a Whessoe gauge as shown in illustration 3.3.2a. This
secondary system provides an alternative means of cargo level measurement 0.5

in the event of the failure of the primary radar gauges system. During cargo
0.4
loading or discharge operations, it is normal to lower the float to the product
level and allow the float to follow the changing liquid level during these 0.3
operations. At the completion of the operation, and before the vessel departs 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
the terminal, the float has to be stored in the gauge head to prevent the gauge Flotation Level Dimension ‘A’ (Millimetres)
spring, float and tape being damaged by the rapid level changes that would
occur when the vessel is at sea.

The Whessoe Figure 3304 Marine Liquid Level Gauge has been designed and
developed specifically for low temperature liquefied gas carriers to measure The accurately perforated tape transmits float movement to a sprocket wheel,
accurately and continuously liquid levels in marine cargo tanks during loading which in turn drives a counter mechanism providing local digital read-out,
and discharging. The float in each gauge should be lowered to the liquid level visible through a window in the counter housing.
after the ship is securely moored at the LNG terminal. The levels obtained from
the floats and from the Saab radar gauges should be recorded in the cargo log The shrinkage of the float invar tape in LNG vapour at -140°C is about 1mm
at the start and completion of each cargo loading or unloading operation. Any when the tank is full and about 8mm when the tank is empty. The still well is
deviation over 10mm should be investigated during the voyage. installed 75mm above the tank bottom and the minimum level which can be 300mm Closure Valve
read from the gauge is 181mm.
Each gauge is fitted with a 2047MT type transmitter connected to a 1084
mini receiver located in the CCR. The 1084 receiver is a stand-alone display
unit which functions as a mini tank gauging system and the data is displayed Mean Coefficients of Thermal Expansion
on an LCD panel on the front of the instrument. The level is shown in large ‘INVAR’ (36% NICKEL-IRON ALLOY) TAPE
12mm high characters, as well as a graphic display of percentage level, tank 0.0000022 per degree C, per unit length at 0 to -250°C
temperature and pressure. Command entry is by means of a splash-proof 0.000002 per degree C, per unit length at 0 to -125°C
membrane keypad. 0.0000012 per degree C, per unit length a 20°C to 100°C
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
and IAS have not been corrected for tape shrinkage.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.2 - Page 2 of 4


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Illustration 3.3.2d Whessoe Float Gauge with FLIV Valve

Local Read-out Window Read-out 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

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.2 - Page 3 of 4


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

The float must be raised and secured whenever the vessel is at sea.

An inspection housing is provided between the gauge head and the closure
valve on each unit. The closure valve is used to cut off vapour flow to the
inspection housing. The inspection housing is provided with a pipe connection
for inerting the space with nitrogen before inspection or renewal of the tape or

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.2 - Page 4 of 4


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Al Nuaman Cargo Operating Manual

Illustration 3.3.3a High Level and Overfill Alarm System

HIGH LEVEL AND OVERFILL ALARM SYSTEM


Float Switch Arrangement
96% CARGO TANK NO. 1 99 % CARGO TANK NO. 1 230V AC Supply
Protective Cap
96% CARGO TANK NO. 2 99 % CARGO TANK NO. 2 High Level System

96% CARGO TANK NO. 3 99 % CARGO TANK NO. 3

Test Lift Button 230V AC Supply


96% CARGO TANK NO. 4 99 % CARGO TANK NO. 4
Overfill System
96% CARGO TANK NO.5 99 % CARGO TANK NO.5

LOOP FAILURE HIGH LEVEL LOOP FAILURE OVERFILL

SYST./POWER FAIL. HIGH LEVEL SYST./POWER FAIL. OVERFILL


Connection
Box ALARM ACCEPTED

LOOP FAILURE ACCEPTED

Cargo Tank Dome Shell BUZZER ACCEPT/ ALARM LAMP


SILENCE RESET BUZZER HOLD TEST ON/OFF

OMICRON
TONSBERG - NORWAY

99 % 99 % 99 % 99 % 99 %
OVERRIDE OVERRIDE OVERRIDE OVERRIDE OVERRIDE AT
CT 1. CT 2. CT 3. CT 4. CT 5. SEA

Float Guide

Overfill Level (99%)


Low Density Float

Sensor Switch

Intrinsically Safe Inputs


SAFE AREA

High Level (98.4%) HAZARDOUS AREA

Level Sensor Level Sensor Level Sensor Level Sensor Level Sensor
Tank No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.3 - Page 1 of 2


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3.3.3 Independent High Level Alarm System Note: Any loop/wiring or system faults must be rectified as soon as possible, Alarm Hold Facility
as a sensor with a loop failure will not alarm. In addition to the normal alarm functions detailed above, there is also an
Manufacturer: Omicron ALARM HOLD button fitted. This function handles all of the tanks separately
Model: OAS-5 and independently and is selected by pressing the ALARM HOLD button on
Sensor: HHL 8903A Testing the alarm panel. The function remains in operation as long as the button is
Number: 5 activated. The alarm hold function operates as follows:
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switch’s If, prior to loading, the ALARM HOLD button has already been activated, it
Introduction junction box. By lifting the testing device slowly, the HIGH LEVEL alarm must be released and reactivated. This will then clear any previous alarms.
(98.4%) for that particular tank will be raised. Lifting the device further will
The vessel’s cargo tank high level alarm system is fitted to comply with the cause the OVERFILL alarm (99%) to be raised. If the ALARM HOLD button is on, the first alarm from each tank activates
IMO, USCG and Classification Societies’ requirements. To comply with these, the alarm horn and light on deck, the buzzer on the control panel and the IAS
the high level alarm and overfill alarms are completely separate from any other When testing is complete, the test device should be pressed back down and the alarm. The appropriate LEDs on the control panel and the intrinsically safe
alarms raised by the custody transfer measurement system. protective screw cap replaced. alarm module will also flash. If one of the level switches that is already in an
alarm condition is deactivated, and then reactivated because of movement on
The HHL 8903A level switch has two floats with built-in permanent magnets Note: The high level and overfill alarms must be tested before each cargo the cargo liquid surface, the alarm will not be repeated due to the ALARM
in each float. As the float moves upwards, a reed switch inside the housing is loading. HOLD function.
deactivated and an alarm is raised. When the float moves downward, the reed
switch is closed again. This is the non-alarm position, so the alarm loop fails-
Alarm Panel Override Facility
safe (ie, alarms) in the event of any open circuits/wire breaks.
If, prior to loading, the OVERRIDE pushbutton has already been activated, it
Two resistors are connected to the reed switch inside the sensor. One is in series The alarm panel has a BUZZER SILENCE, ACCEPT/RESET, ALARM must be released and reactivated. This will then clear any previous alarms.
and one is in parallel with the switch contacts. This enables the detection of HOLD, LAMP TEST and ON/OFF pushbuttons. There are also LED indicators
broken or shorted alarm circuits. for all of the tank alarms and also loop and power/system failure LEDs. Note: If the OVERRIDE button for the 99% level is on, the system WILL
NOT automatically operate the ESD. This must be activated from the IAS.
All of the inputs from the level switches are connected directly to the input
sides of intrinsically safe alarm units. These alarm units are bus-wired to one
Operation
The alarm from each tank activates the alarm horn and light on deck, the buzzer
common output unit which interfaces with the IAS. Separate outputs for alarms on the control panel and the IAS alarm. The appropriate LEDs on the control
When a cargo tank float moves upwards, the relevant LED (orange for 96% and
and indication are available at the alarm/control panel mounted in the cargo panel and the intrinsically safe alarm module will also flash.
red for 99%) on the intrinsically safe alarm module and the alarm panel will
control room.
start to flash. Pressing the BUZZER SILENCE button will cause the common
alarms (horn and lamp) to stop. The LEDs on the intrinsically safe alarm unit When the override buttons are switched on, a visual and audible alarm will
In addition to the tank alarms, the system also indicates and raises separate come up on the IAS.
and the alarm panel will continue to flash. The operator should then press the
alarms if a loop fails for the level switches and their associated wiring, or if a
ACCEPT/RESET button and the flashing LED(s) will illuminate steadily.
processor or a power failure occurs.
At Sea Button
The common alarm unit is configured to raise different alarms for either
When the vessel has completed loading and in order to stop any further alarms
Loop Failure Alarm the 98.2% HIGH LEVEL or the 99% OVERFILL alarm. This unit pulses
the exterior horn and illuminates the yellow lamp for high level or sounds being raised due to the cargo movement while the vessel is under way, the AT
continuously and illuminates the red lamp for the overfill alarm. SEA button must be pressed. The high level alarms will then be blocked and
When the loop failure alarm occurs the LOOP FAILURE LED will flash
the overfill alarms delayed for 45 seconds. (The unit must be in constant alarm
slowly, together with the respective alarm LED. The alarm LED will flash
for 45 seconds for the overfill alarm to be activated.)
quickly to indicate which channel has the loop failure. Note: The 98.2% HIGH LEVEL alarm (radar) causes the filling valve to
close and the 99% OVERFILL alarm (independent) causes an emergency
Pressing the BUZZER SILENCE pushbutton silences the audible alarm and shutdown (ESD).
when the ACCEPT/RESET button is pressed, the respective alarm LED on
the panel and on the OAU-01A/Ex unit inside the panel will flash in slow
motion.

The alarm LED will continue to flash in slow motion until the loop failure has
been repaired.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.3 - Page 2 of 2


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Illustration 3.3.4a Trim and List Indicators

Sensor (Inclinometer)
Installed in No.4 Cofferdam (Gravity Centre)
Signal Distribution Box
Installed EER

Trunk Space Trunk Space

Cofferdam

Cofferdam

Cofferdam

Cofferdam
Engine
Room

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

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.4 - Page 1 of 2


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3.3.4 Trim and List Indicator Functional Description The position sensor is optical. For small angles, the measured acceleration
can be considered as equal to the angle; it is necessary to make an ArcSin
The unit comprises of two twin axial type sensors, enclosed in a protective box conversion to determine the angle of tilt for wider ranges.
Detector
mounted in number 4 cofferdam at the gravity centre of the vessel, which can
Manufacturer: Sensorex measure angles along two perpendicular directions. The signal distribution box and sensor enclosure boxes are located in the
Model: SX 41170 electrical equipment room. The positioning and installation of the sensor unit
Measuring range: Trim 0 ~ ±2.0° /List 0 ~ ±5° The type of this inclinometer is an accelerometer type sensor. within the protective box is carried out when the vessel is level and stable.
Accuracy: ±0.05% FSO (non-linearity error) Provision is made for horizontal adjustment to the sensor block to ensure the
The trim/list indicator sensor is a servo type which is an accelerometer used in
the earth gravity field (± 1 g). sensors are correctly aligned. The direction of the sensor is marked on the
cover of the box.
Application
This instrument consists of an inertial mass pendulum which is:
From the signal distribution box the return signal is sent directly to the CTS
The trim and list of the vessel can be measured directly by means of inclinometers - Rotating around a torsion bar.
and to the list and trim indicators located in the CCR and wheelhouse.
and the measurements used for correcting the calculated sounding and volume
- Servo controlled in position by means of an inductive torque,
in the cargo tanks. The level and volume calculations for the ballast and service
whose current is proportional to the applied acceleration.
tanks can be adjusted when using the loading computer.

The trim and list information of the vessel is fed directly to the custody Illustration 3.3.4b Trim and List Sensor
transfer system (CTS) where the corrected tank soundings together with the
temperature readings can be used to calculate the volume quantities. The
calculated volumes and corrected soundings are then sent to the IAS. The
IAS then sends the quantities to the loading computer where they are used to
calculate the stability of the vessel. From the loading computer the volume Arc Sine DC Output
quantities are returned and displayed together with the trim and list information Converter
from the CTS on the IAS workstation screen.

The calculations carried out by the CTS are used in the production of the DC Power
Input Electronic Servo Output
Cargo Custody Reports which are required at the start and finish of all cargo Module Amp Amp DC Output
operations. +5V

Cargo tank corrections for ullage are normally with reference to the manual
U/t
ullage pipe and the volume corrections with reference to the centre of gravity Resistor
Converter
4~20mA
in the tank.

Damping
Network

Offset
Angle

Display
3 1/2 digits
Stop

Model SX 41500

(B) Optical (A) Pendulous (C) Torque Motor


Position Mass
Sensor

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.4 - Page 2 of 2


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Illustration 3.3.5a Loading Computer Set-Up

LCD Screen

Keyboard and Mouse

Tower Inside Console

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.5 - Page 1 of 9


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3.3.5 Loading Computer • The system will be designed for loading calculation on the basis The FILE menu contains functions for opening and saving condition files,
of “on-line” and “off-line” modes and the selected mode can be printing and exiting the Ship Manager - 88. By clicking onto FILE in the main
Manufacturer: Techmarine Co. Ltd. identified easily. toolbar the following options are available:
Model: Ship Manager - 88 • Result of visibility (SOLAS V.22) with warning message (*). • New Plan: Create a new loading condition. Lightship condition
is created.
• The sequential exchange of ballast water shall be specifically
Introduction demonstrated by calculation, to be approved by the Classification • Open Plan: Read loading file (*.LDP) saved in the current
Society. directory.
The Ship Manager - 88 system is a windows-based computer program for the • Save Plan: Save loading current status to disk as a specific file
calculation of the various aspects of cargo calculation and damage stability. (*) Marked items shall be displayed with warning message and alarm signal
name.
against given limitations.
The major functions of the Ship Manager loading program is as follows: • Save As: Save loading current status to disk as different file
• Interface with IAS (integrated administration system) and SAS
name.
** ON-LINE / OFF-LINE MODE (shipboard administration system) by on-line: Cargo tanks/
ballast tanks/HFO bunker tanks/draught/fresh water tanks/dist. • Delete Plan: Delete loading file saved in current directory.
• Displacement/deadweight/trim & draught (aft and fore). water tanks/diesel oil tanks/lube oil tanks. • File Explorer: Can use the File Explorer to format disks, make
• Correction draughts (aft and fore) due to difference of sea water • Interface with hull stress monitoring system through IAS. back-up, get an overall view of the file system and so on.
density.
• Bending moment display of hull stress monitoring system. • Print: Print out selected item.
• LCG/VCG/TCG/metacentric height/angle of heel.
• Direct damage stability calculation (IGC code). • Print Set-up: Printer set-up.
• Trim and adjusting calculation/heel adjusting calculation.
• Weather stability calculation. • Exit: Exit ‘Ship Manager - 88’ session.
• Cargo/ballast/FO/DO/LO/FW tanks shall have maximum free
surface moment regardless of liquid level. • The sequential exchange of ballast water shall be specifically
demonstrated by calculation, to be approved by the Classification Result Menu
• Volume/weight/tank level calculation for cargo/ballast/FO/DO/ Society.
LO/FW & DW.
• Intact stability calculation (*).
Pull-Down Menu System
• Shear forces and bending moments at the prescribed frame point
(*). The loading condition files are managed by use of the file menu. This menu
• Corrected shear forces required by Classification Society (*). contains several sub-menus and each menu function is as follows.

• Maximum values of shear force and bending moment.


File Menu
• Propeller immersion (*). • Weather Criteria - Data and graph calculated by IMO A.562
• Forward draught limit (*). Criteria.
• GM limit (*) KMT value shall be calculated at actual trim • Intact Stability - Data and graph calculated by IMO A.749(18)
condition, if not so, loading computer shall have the function Criteria.
to display the message that KMT value is used for even keel • Longitudinal Strength - Table of actual value of the shear force
condition. and bending moments on each bulkhead.
• Cargo tank filling restrictions against sloshing effect (*). • Minimum GoM - Display minimum GoM value graphically
• GZ curves for loading conditions. after damage calculation.
• Curves of calculated SF and BM and maximum allowable • Loading Status - The operator can see an image outline of the
values required by Classification Society. loading status of the vessel which consists of profile, tank top
plan and typical section.
• Automatic calculation - specific gravity, percentage filling, tank
level, volume and weight for liquid compartments when one of
these is given.

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Illustration 3.3.5b Example of SM88 Load Plan Screen Shot (i)

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Communications Menu • Visibility: Show visibility of actual status. Help Menu
• Hydrostatics View: Show information at actual condition as
below:
* DWT, LWT, DISP
* Draught equiv, LCG, LCB, MTC, LCF, TKM, KG
• On-line - Select on-line mode between the IAS cargo monitoring * Draught at marks • General Particulars - Shows information on LBP, LOA , breadth,
system and the loading computer. * 1 degree heeling moment depth etc.
• Off-line - Select off-line mode between the IAS cargo monitoring * Etc • Contents - Click the contents menu to browse through the topics
system and the loading computer. by category.
• Line Set-up - Select menu ON or OFF on on-line status. Option Menu • About Ship Manager - 88 - Gives information about Ship
Manager - 88 version.
Utility Menu
Function Keys
The function keys are set up to assist the operator without having to go to the
pull-down menus and are as follows:
F3 Open plan
F4 Intact stability results
F5 SF/BM result
F7 Rolling period
• Constants - Inquiry or change deadweight constants. F8 Propeller immersion
• Sea Water Density - Inquiry or change sea water density. F9 Hydrostatic table
• Free Surface Moment - Inquiry or change maximum or actual
inertia moment of each compartment. Speed Button Menu
• Calculators: Leads you to the MS-windows Calculator. (See
MS-WINDOWS manual.) • Unit Selection - Select units for cargo calculation and others. The speed button menu is displayed below the pull-down menu on the Ship
• Control Panel: Leads you to the control panel, where it is • Centre of Gravity Calculation - Setting VCG, LCG, TCG. Manager - 88 screen and allows the operator to go directly to the relevant
possible to change colours, printer attributes. Selecting manual or automatic calculation. section without using the pull-down menu.

• Shifting: Shift load from one compartment to another. • Configuration - Ship Manager - 88 allows the user to configure
screen set-up to individual choice.
• Trim Adjust: Carry out adjustment of trim by adding cargo/
ballast water to two designated compartments. • Damage Case Setting - Inquiry or change damage case user
setting.
(a) Trim with Cargo add: Control trim by adding weight.
• Alarm Report - Report alarm information about the following
(b) Trim with Cargo shift: Control trim by moving weight.
items:
The full path corresponding to the speed buttons is as follows:
• Heel Adjust: Carry out adjustment of heel by ballast water to
• IMO A.749 criteria (Intact stability)
two designated compartments.
• IMO A.562 criteria (Weather criteria) Speed Button Menu Full Path
• Rolling Period: Show and Calculate Rolling Period.
• Shear force and bending moment New FILE -> New Plan
• Propeller Immersion: Show information of Propeller Open FILE -> Open Plan
Immersion. • Propeller immersion ratio
Save FILE -> Save Plan
• Hydrostatics: Show information as follows: • Forward draught limit Hydro UTILITY -> Hydrostatics
Displacement, Draught equiv, LCG, LCB, MTC, LCF, TKM, • Minimum allowable GoM limit Constants OPTION -> Constants
KG, etc. • Cargo tank filling restriction against sloshing effect Sequ Sequential Page

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Illustration 3.3.5c Example of SM88 Load Plan Screen Shot (ii)

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Speed Button Menu Full Path Warning Panel NO as the case may be. If all the check messages are YES the
warning panel is blue, if not the panel is red.
Print FILE -> Print
Where the program calculates a situation that is not within the limits of the • Damage Stability - Selecting Damage Stability from the main
On-Line COMMUNICATIONS -> On-line stability or strength parameters a warning indication is illuminated on the menu, Result or F6 calculates the damage stability in accordance
Off-Line COMMUNICATIONS -> Off-line screen. Where the limits are met, a ‘YES’ message appears and the warning with the IGC requirement. The programme incorporates a set
Close FILE -> Exit panel will be green. When they do not meet the criteria, a ‘NO’ message is of pre-programmed damage cases which are automatically
Help HELP -> Contents displayed, the LED to the right of the panel turns to a flickering red. calculated for the intended loading condition. These calculations
are carried out with the Lost Buoyancy Method and the results
Ship Manager Screen of these calculations are listed below:
Work Tab • Draughts (forward and aft)
Illustration 3.3.5d Ship Manager Screen
The various tabs allow the operator direct access to the window where the • Trim
changes can be made to the loading condition. • Angle of heel
The tabs are: • Maximum residual GZ within 20° range
• Tank Plan - Cargo tanks, water ballast tanks including the • Range of positive stability
engine room water ballast and fore and aft peak tanks, the • Area under residual GZ within 20°
bunker fuel oil tanks and all other engine room oil tanks are
listed. The values can be changed as required. • Unprotected openings immersion within 20°

• If a weight is put in, then the volume is automatically • Corrected transverse metacentric height, GoM
calculated.
• If a density is put in, then the weight is automatically • Longitudinal Strength Result - The SF/BM table and graph
calculated using the volume and density. are displayed as follows:

• If the → key is pressed simultaneously, the LCG//KG/TCG/ • FR.NO: Bulkhead frame number
FREE SURFACE MOMENT (FSM) of each compartment • ACT. (Mt): Actual shear forces on each bulkhead (Unit =
appear according to the current loading status. Pressing the Mt)
← key returns to the former condition.
• ACT. (Mt-m): Actual bending moment on each bulkhead
• When in the on-line mode the level of all compartments are (Unit = Mt-m)
corrected with the actual trim and heel automatically. In the
• ALLOW (Mt) SEA, PORT: Allowable shear force at sea/
off-line mode the heel and trim values have to be put into the
The screen is classified into PULL DOWN MENU, SPEED BUTTON MENU, port
editing box manually.
WARNING PANEL, WORK TAB and STATUS PANEL. • ALLOW (Mt-m) SEA, PORT: Allowable bending moment
• Loading Status - Here the operator is given a visual view of the
at sea/port
By using one or a combination of these the operator can carry out all the loaded status of the vessel. The operator can select cargo tanks,
necessary calculations to carry out the cargo operations safely. ballast tanks or hull shape only and either port or starboard side • ALLOW (%) SEA, PORT: The ratio of actual shear force/
views. bending moment (allowable shear force/ bending moment)
at sea/port on each bulkhead
Pull-Down Menu • Weather Criteria - Here the operator is given a visual view of
the weather criteria GZ table according to IMO A.562 Criteria. • MAX.: Maximum shear force/bending moment
This controls the loading program, all main menus can be accessed by the pull- Here the available value is calculated and compared to the
down method. • FR.NO (xxx): Frame number where maximum shear force/
required value as prescribed by IMO. The result is displayed as bending moment occur
a check message on the screen, YES within the limits or NO as
Speed Button Menu the case may be.
On the toolbar there are a series of speed buttons that have the same function • Intact Stability Result - Here the operator is given a visual
as the pull-down menus, by clicking on the appropriate button the respective view of the Stability GZ table according to IOM A.749(18)
menu is displayed. Criteria. Here the available value is calculated and compared to
the required value as prescribed by IMO. The result is displayed
as a check message on the screen, YES within the limits or

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.5 - Page 6 of 9


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Illustration 3.3.5e Example of GZ Graph Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.5 - Page 7 of 9


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• Hydrostatic Particular - If the operator clicks on Hydrostatic Ship Manager - 88 Operation
View, the Hydrostatics Particulars dialog box appears and
displays the following information: Ensure that the power to the load computer is on and select the Ship Manager
• Displacement - 88 icon on the windows Ship Manager display.

• Corresponding mean draught a) Select menu to get the Ship Manager - 88 screen display.
• Longitudinal centre of flotation, LCF
b) From the file pull-down menu the operator selects Voyage
• Longitudinal centre of buoyancy, LCB Description and enters the relevant details.
• Longitudinal centre of flotation, LCF
• Longitudinal centre of gravity, LCG c) From either the pull-down menu or a speed button, open a new
loading condition or one from the stored examples.
• Draught at after perpendiculars
• Draught at forward perpendiculars d) Using the function key F2 or the pull-down menu, save the file
giving it a name. Where the plan is an old example, the Save As
• Draught at midships menu would be used with a new name.
• Draught at after perpendiculars
e) Using the work tabs, select the window required, eg, Tank Plan,
• Trim
and enter the specific gravity for each tank contents.
• Draught at aft draught marks
• Draught at forward draught marks Note: This is normally only required at initial set-up.
• KMT
f) Once all the details have been entered into the window, the
• Vertical centre of gravity, VCG on-line mode if connected to the cargo monitoring device can
• Free surface correction, GCo be selected, quantities for those tanks being monitored will be
automatically updated. Where off-line is used the data must be
• Corrected transverse metacentric height, GoM entered manually.
• 1° heeling moment
g) From the Speed Button toolbar, select the ‘Constant Table’.
• Heeling angle due to transverse moment
Here are the lightship weight plus the weights for stores, crew
etc, and any other weight not covered by the main window.
Status Panel
Once all the cargo, ballast, bunker etc, data has been entered, the operator can
When any window is open, the results table giving the displacement, draught then use the pull-down menus, speed buttons or function keys to access the
and list, stability and maximum SF and BM percentages with the frame other windows to obtain the relevant information on the status of the vessel.
numbers, is constantly displayed on the right side of the screen. This results list
is constantly updated as the data in the tanks change. This information can be printed off for recording purposes.
• Print Results - Selecting Print from the file menu or the print
speed button brings up the print mimic. The operator selects
which of the print items is required by clicking in the relevant
box, re-clicking in the box cancels the selection. The voyage
data etc, is filled in and then the print button selected. This
displays the print dialog box, when all options have been
checked, clicking the OK button, items will be sent to the printer
for printing.

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.5 - Page 8 of 9


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Illustration 3.3.5f Example of GM Curve Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 3.3.5 - Page 9 of 9


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Section 4: CArgo and Ballast Systems 4.10 Fixed Gas Sampling and Gas Detection Systems

4.1 Cargo Manifold 4.11 Emergency Shutdown Systems


4.1.1 Cargo Manifold System 4.11.1 Emergency Shutdown and Tank Protection Systems

4.1.2 Cargo Strainers 4.11.2 Pneumatic Emergency Shutdown System

4.2 Cargo Piping System 4.12 Relief Systems


4.2.1 Cargo Piping 4.12.1 Cargo Tank Relief Valves

4.2.2 Cargo Pipe Insulation 4.12.2 Insulation Space Relief Valves

4.12.3 Pipeline Relief Valves


4.3 Cargo Pumps
4.3.1 Main Cargo Pumps 4.13 Ballast Level and Ship’s Draught Gauging System
4.3.2 Stripping/Spray Pumps 4.13.1 Ballast Piping System

4.3.3 Emergency Cargo Pump 4.13.2 Remote Level and Draught Indicating System

4.13.3 Ballast Exchange System


4.4 Cargo Compressors
4.4.1 High Duty Compressor

4.5 Cargo Heater


4.5.1 High Duty Gas Heater

4.6 LNG Vaporiser

4.7 Reliquefaction Plant

4.8 Nitrogen Generator

4.9 Inert Gas Generator

4.9.1 Inert Gas System

4.9.2 Operation of the Main System


Al Nuaman Cargo Operating Manual

Illustration 4.1.1a Cargo Manifold System

Ship Port Side

Key
LNG Liquid*
Gas Line*
Spray Line
3,500mm
Heavy Fuel Oil
Diesel Oil

4" 12" 20" 20" 20" 20" 20" 12" 4"

25mm

80mm 80mm 80mm 80mm

500mm 500mm 500mm

100mm 300mm 500mm 500mm 300mm 100mm

125mm

Diesel Oil Heavy Fuel Oil LNG Vapour Spray Line LNG Heavy Fuel Oil Diesel Oil

700mm 650mm 125mm 700mm

750mm 2000mm 3500mm 3500mm 3500mm 3000mm 2000mm 750mm

Issue: 1 - May 2010 IMO No: 9431135 Section 4.1.1 - Page 1 of 3


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4.1 Cargo Manifold The cargo manifold is used for the loading and discharging of the liquid LNG
and the transfer of LNG vapour to and from the shore terminal during cargo
4.1.1 Cargo Manifold System operations.

The cargo manifold system is situated in the area between No.3 liquid dome
Manifold and No.3 vapour dome, and comprises two 700mm branch liquid headers
extending out to the port and starboard from the main fore and aft liquid header
Cargo Shore Connections For LNG
towards the ship’s sides. Each liquid branch header reduces down and splits
Short Distance Piece or Reducers to provide two 500mm liquid connections, two forward and two aft of the
Connection Size 20” x 20” 20” x 16” vapour manifold to which the portable reducer/spool connection piece, with the
strainers in position, are connected and ultimately the cargo arms.
Connection Liquid Vapour Liquid Vapour
Number 8 2 8 2 The 500mm vapour branch header extends from the 650mm fore and aft main
Dimensions 350mm 350mm 350mm 350mm vapour header towards each ship side to provide a single 500mm connection
Standard flange ANSI 150 ANSI 150 ANSI 150 ANSI 150 with a portable reducer/spool connection piece, port and starboard.
Outside flange 699mm 699mm 699/597mm 699/597mm Each liquid manifold has a manual shut-off and an automatic valve, whereas
dia. the vapour manifold has an automatic valve only, the manual shut-off valve is
Bolt circle dia. 635mm 635mm 63/539.8mm 63/539.8mm located on the inboard side of the automatic valve. The automatic valve (ESD
Number of bolts 20 20 20/16 20/16 valve) is connected to the ESD system on board and in the event of an ESD
situation occurring can be closed either from the ship or shore.
Size of bolts 31.8mm 31.8mm 31.8/ 31.8/
(dia.) 28.6mm 28.6mm
Cargo Manifold and Spray Header Connection

Emergency Reducer and Portable Nozzle for LNG Spillage On each liquid manifold are two connections into the spray header, located
outboard of the ESD valve and between the ESD valve and the manual shut-
Item No. Description
off valve. These connections, together with the respective cooldown valves,
Liquid LNG 2 20” x 8” ANSI 150 reducer for ship/ship transfer can be used by the operator to cool down or drain the main liquid header and
Nitrogen 1 20” x 3” ANSI 150 reducer for nitrogen receiving shore arms.
Nitrogen 1 2.5” x 3” ANSI 150 reducer for nitrogen receiving
Nitrogen 1 2” x 3” ANSI 150 reducer for nitrogen receiving Each liquid manifold is provided with two pressure relief valves, located
inboard and outboard of the ESD valve, which in the event of a pressure build-
Liquid LNG 1 20” x 12” x 6”ANSI 150, 6.5 metre portable nozzle up between the manual shut-off valve and the ESD valve or the ESD valve and
for LNG spillage the blank flange, would drain back to Nos.3, 4 or 5 cargo tank liquid dome.

At the top of each liquid manifold is a pressure gauge connection and sample
Bunker Shore Connections vent with a quick connection for a nitrogen purge, there is also a drain cock on
the bottom of the line outboard of the ESD valve.
Short Distance Piece or Reducers
Connection 12” x 8” 10” x 8” 8” x 6” 6” x 4” 4” x 2” On the vapour manifold there is no manual shut-off valve, only the automatic
Number 1 1 1 1 1 ESD valve with a small 25mm bypass line and valve for purging purposes.
Standard flange ANSI 150 ANSI 150 ANSI 150 ANSI 150 ANSI 150
There is also a pressure gauge connection, drain cock and sample vent with a
quick connection.

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
Fitted to each manifold, total 8 piece 5 + 60 + 5 mesh
strainers.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.1.1 - Page 2 of 3


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Illustration 4.1.1b Cargo Manifold Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.1.1 - Page 3 of 3


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4.1.2 Cargo Strainers Illustration 4.1.2a Cargo Strainer

Manufacturer: Sunbo Industries Co. Ltd.


Type: Bi-directional
Length: 850mm
Body diameter: 477mm
Pipe in diameter: 482.6mm
850
Flange size: 20 inch
Mesh: 5 + 60 + 5
Design flow rate: 5,000m3/h
788
Design pressure: 10 bar (max.)
Handle
Initial pressure drop: 0.16kg/cm2
Flange Outside
Outside Inside Support Inside End
Before arriving at the LNG terminal, ensure that the strainers in the liquid Stay Body Body Body Support Support
manifolds are clean and securely bolted in place by the spool pieces to ensure
that no debris can enter the cargo tanks or be discharged to the receiving
terminal during the cargo loading or discharge.

The strainer is constructed and designed for bi-directional flow so that it


can be left in place after inspection without having to be turned round 180
degrees. It comprises of two conical type strainers, a 60 mesh for both loading
and discharging, mounted within an outer stainless steel body. The mesh is 1020 o 339 o 482
measured as the number of openings per square inch.

After the flow rates have stabilised, the deck watch should periodically notify
the CCR of the pressure on each of the four liquid manifold gauges and the
pressure on the liquid crossover gauges.

Screen Screen

60 65

Issue: 1 - May 2010 IMO No: 9431135 Section 4.1.2 - Page 1 of 1


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Illustration 4.2.1a Cargo Piping System Port Manifold Starboard

CF802

CF702
To GCU Combustion Unit

CF801

CF701
No.1 H/D Compressor Room
CF601 H H
Compressor P CF602 CS645 Nitrogen
H CS643 CL801 CL805 CL705 CL701
H P LNG
CG611 Vaporiser CS803 CS802 CS702 CS703
CS641

CG647
CS642

CF804

CF704
P CG646

CF803

CF703
CG612 CS509
H H

CL802 CL806 CL706 CL702

CG637
CG613 CG614 H

P
No.2 H/D P

CS804
Compressor CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704
H
H P H/D CG802 CG702
CG621 Heater H H
P CG631 CG632 CG634
P
CG801 CF709 CG701
CG622 RR808
Nitrogen CG664

CS807
CF806

CF706
Motor CG655 CS707
Room

CF805

CF705
CG623 CG624 P

H H
CG651 CG652 CG653 CG654 Nitrogen
Purge Line

RG842
H
CL803 CL807 CL707 CL703
No.1 BOG
H Cold RG827
1st
Compressor RG821 CG666 Box P P
RG825 CS809 CS808 CS708 CS709

CF808

CF708
P

RG851
RG844 RG826 RG845

CF807

CF707
RL815 RL834
RG809

RL833
2nd

P
RG848 RG847 RG849
P H H
Preheater Separator

CG633
RG846 CL804 CL808 CL708 CL704
3rd RL835

RG850
Waste

CF315
CS812 CS811 CS711 CS712

P
H
RG801 RG803 Gas
RR805 CG665 Heater
H RL829 IG020
No.2 BOG Key
1st

IG010
RL812
Compressor RG822 RL806 RL831 LNG Liquid
RL821 RR812 RR811

RG843
P To Pipe LNG Vapour
RG810

2nd Duct
P RL824 RL823 RL822 RL810 RL804 CG656 IG012
RG815

Nitrogen
To Ballast
3rd RL830 RL813 Line Inert Gas

Gas line
RG802 RG804 Stripping* and
RR806 Spray Line
Vent
From Inert
Gas System
CF507
CG604
CG603

CG622

CG602

CG601

CG001
CG002
CL602

H
H H H H
CS003

CG107

CG105
CG106
CS601
CL601

Vapour Header
Gas Header
Liquid Header
Stripping Header CL107
CS005 CS001
CF505
CS515
CF508 CF205 CF206
CS416 CS414

CF305 CF306
CF207
CS516 CS514

CF405 CF406 CF
CL410

CS004

CF307
H
CF407 105 CF CF106
CF506

CL210

CS002
107
CS312
CL310
CS505

H
CS405

CL110
CL510

H
CS305

CS205

CS105
CF503 CF403 CF404 H CF303 CF203 CF103
H CF504 CF501 CF401 H
CF301 CF201 H CF101
H H
CF304 CF204 CF104
CG502

CG402

CG302

CG202

CG102
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
H H
CL501

CL502

CL401

CL402

CL301

CL302

CL201

CL202

CL101

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H CS504 H H CS404 H H H H H H

CS204
CS304

CF CF CF CF CF

CG104
CS301 CS302

CS201 CS202

CS101 CS102
H H
502 402 302 202 102
CS502 CS402
H H H H H

CG204
CG504

CG501

CG401

CG301

CG201

CG101
CS506

CS507

CS406

CS407

CS306

CS307

CS206

CS207

CS104

CS106

CS107
CG404

CG304
CL500

CL400

CL300

CL200

CL100
H H CS501 H H H H CS401 H H H H H H H H H H H H H H H
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.5 No.4 No.3 No.2 No.1
Tank Tank Tank Tank Tank

No.1 and 2 Cargo Pump Stripping Pump No.1 and 2 Cargo Pump Stripping Pump No.1 and 2 Cargo Pump Stripping Pump No.1 and 2 Cargo Pump Stripping Pump No.1 and 2 Cargo Pump Stripping Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.2.1 - Page 1 of 5


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4.2 Cargo Piping System The stripping/spray line runs fore and aft with a branch to each cargo tank. It A small 6mm diameter spray nozzle is also fitted at the top of each cargo pump
can be connected to the liquid manifold crossover lines for line cooling and discharge line inside the tank to cool down the emergency pump tower leg in
4.2.1 Cargo Piping draining. It is also used to strip or to cool down each cargo tank and to spray order to protect against high stresses in the pump tower.
during discharging if the return vapour is insufficient.
The cargo piping system on this vessel has been shown in full in illustration A small 5mm diameter hole is drilled in the bottom of each cargo pump
4.2.1a and in a simplified manner in illustration 4.2.1b. Both of these show The spray line on each tank splits into two independent spray headers inside the discharge pipe drop leg for draining.
the principal features of the system and illustration 4.2.1a includes the tank at the top to distribute the incoming liquid into either the port or starboard
reliquefaction plant inside the compressor room. header. The spray headers are fitted with nozzles equally spaced to achieve a
better cooldown rate. Liquid Header Line
The schedule (thickness) of the cargo piping used in the systems are based on The system comprises a 700/600/500/450/400mm butt welded, cryogenic
the requirements specified in the IGC Code 5.2.2 and the Classification Society The stripping/spray, liquid and vapour headers have branches to and from
the cargo compressor room with connections to the compressors, heaters and stainless steel pipeline connecting each of the five cargo tanks to the loading/
rules and regulations. discharge manifolds at the ship’s side by means of a common line.
vaporiser for various auxiliary functions. Removable bends are supplied for
The design pressure of the cargo liquid and vapour piping outside the tanks is fitting where necessary to allow cross-connection between the various pipelines
for infrequent uses, such as preparing for dry dock or recommissioning after At each tank liquid dome there is a manifold which connects to the loading and
1.0 bar and the design temperature is between -163°C and +80°C. The main discharge lines from the tank to allow for the loading and discharge of cargo.
cargo piping systems on deck are constructed of 316L stainless steel schedule refit.
40S (when the nominal bore is greater than 40mm), while the piping inside the This manifold on the liquid dome connects to the tank discharge lines from the
cargo tanks is grade 304L stainless steel. Cargo pipes of 50mm diameter or less The inert gas and dry-air system (see Section 4.9) located in the engine room, is
used to supply inert gas or dry-air to the cargo tanks via piping which connects port and starboard cargo pumps, the loading line, emergency pump well and
are schedule 10S. spray line.
with the main cargo system through a double non-return valve and removable
All of the cargo piping is welded to reduce the possibility of joint leakage. spool pieces to avoid gas returning to the engine room.
At certain points along the liquid line, blank flanges and sample points have
Where this is not possible, then 150# raised face ANSI standard flanges are been fitted to facilitate inerting and aeration of the system during refit.
used. All joints used are to be suitable for 150# ANSI standard and 4.5mm Both liquid and vapour systems have been designed in such a way that
thick at insertion which compresses to approximately 3mm when properly expansion and contraction are absorbed in the piping configuration. This is
done by means of expansion loops on liquid piping and loops and expansion All sections of the liquid line outside the cargo tanks are insulated with a rigid
torqued. polyurethane foam covered with a moulded GRP cover to act as a tough water
bellows on the vapour piping. Fixed and sliding pipe supports and guides are
provided to ensure that pipe stresses are kept within acceptable limits. and vapour-tight barrier.
Liquid cargo is loaded and discharged via the two liquid crossover lines in
way of the No.3 cargo tank (midships) and is delivered to and from each cargo
tank liquid dome via the liquid header which runs fore and aft along the trunk All sections of liquid piping that can be isolated, and thus possibly trap liquid Vapour Header Line
deck. Each crossover line at midships separates into two loading/discharging between closed valves, are provided with safety valves which relieve excess
connections, port and starboard, making a total of four liquid loading/discharge pressure to the nearest liquid dome. This is a safety measure, although normal The system comprises a 800/750/700/650/550/450/400mm welded cryogenic
connections on each side of the ship. working practice is to allow any remaining liquid to warm-up and boil-off stainless steel pipeline connecting each of the five cargo tanks by means of a
before closing any such valves. common line to the ship side vapour manifold, the compressor room and the
The cargo tank vapour domes are maintained in communication with each other forward vent mast.
by the vapour header running fore and aft along the trunk deck. The vapour All major valves such as the midships manifold (port and starboard) ESD
main also has a crossover line at the midship manifold for use in regulating valves, individual tank loading and discharge valves are remotely operated The line to the cargo compressor room allows for the vapour to be used in the
tank pressures when loading and discharging. The vapour header connects from the IAS, so that all normal cargo operations can be carried out from the following manner:
the vapour domes on each tank for directing the boil-off gas to the cargo cargo control room.
• During ballast/loaded voyages the boil-off gas is sent to the
compressor room for reliquefaction, with the condensate being returned to the
When an ESD is activated, the manifold valves are closed, discontinuing cargo compressor room where it is cooled, liquefied and
tanks through the spray header via the LNG transfer pumps and condensate
loading or unloading operations. returned to the cargo tanks.
line. When the boil-off gas cannot be liquefied, provision is made for the excess
gas to be burned in the gas combustion unit located in the engine room casing. • Sent ashore during cargo loading by means of the HD compressors
In an emergency the vapour header can be used to vent the excess boil-off to A non-return valve is fitted inside the tank in the discharge pipe of each main in order to control pressure in the cargo tanks.
the atmosphere in a controlled manner via No.1 LNG vent mast. cargo pump. A 6mm hole is drilled in the valve disc to allow the tank discharge
lines to drain down and be gas freed. Non-return valves are also fitted at the • During repair periods, to supply the vaporised gas used to
discharge flange of the compressors. The spray/stripping and emergency purge-dry/gas-up the cargo tanks.
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 cargo pump discharge lines have non-return valves located directly after the • The line to the forward riser acts as a safety valve to all tanks
shore installation. When discharging, the vapour header is used in conjunction hydraulically operated discharge valves. and can also be used to control the tank pressure during pre and
with either the vapour crossover connected to the shore, or the LNG vaporiser, post refits.
to supply gas to the tanks to replace the outgoing liquid cargo.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.2.1 - Page 2 of 5


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Illustration 4.2.1b Cargo Piping System (Simplified) Port Manifold Starboard


To GCU Combustion Unit
H
P H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st IG020
Compressor RG822

IG010
RL821
Key
RG815

P
RG810

2nd
P To Pipe LNG Liquid
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012
LNG Vapour
3rd RL830 RL813 To Ballast
Line Nitrogen
RG802 RG804 From Inert Inert Gas
Gas System
Gas line

Stripping* and
Spray Line

CG002
H
H Vent

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.2.1 - Page 3 of 5


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• At certain points along the vapour line, blank flanges and sample Condensate Return Line The ballast spaces can be also be connected to the IG system through an
points are fitted to facilitate the taking of readings during pre isolation valve and spool piece to the ballast main.
and post refits. During the transportation of the LNG at sea, gas vapour is produced due to
the transfer of heat from the outside sea and air through the tank insulation.
All sections of the vapour line outside the cargo tanks are insulated with a rigid Energy is also absorbed by the cargo due to the motion of the LNG caused by
Expansion Bellows
polyurethane foam covered with a moulded GRP cover to act as a tough water the vessel’s movement. Under normal operating conditions, the boil-off gas is
and vapour-tight barrier. Expansion bellows are not used for the liquid lines (except the stripping pump
passed through the reliquefaction plant and returned to the bottom of the No.4
discharge line in the cargo tanks) but are used for the vapour lines, mainly in
and No.5 cargo tanks or to the spray header for spraying via the spray rings to
the cargo machinery room.
all of the tanks.
Spray Header Line
Bellows are of the multi-layer type, they are made of INCONEL 625 for the
The gas vapour is taken from the vapour header via the vapour suction main
The system comprises a 100/80/65/50/40mm butt welded cryogenic stainless outer layer and A240-316 stainless steel for the inner layer.
and passes through the pre-cooler and then on to the BOG compressors. It
steel pipeline connecting the spray pump in each of the five cargo tanks to the
then passes through the ‘cold box’ where it is liquefied and then returned to
stripping/spray header and serves the following functions by supplying LNG
to:
the bottom of No.4 or No.5 cargo tanks via the condensate return line using Joints
the pressure in the system. When operating in the free-flow mode the liquid is
• Two spray rails in each tank used for tank cooldown and gas returned by the LNG transfer pumps via the condensate return line to No.4 or Pipe flanges are generally in accordance with the following standard:
generation. No.5 cargo tank.
• Main liquid line used for cooling down lines prior to cargo Liquid and spray lines on deck and in
operations. Vent and Relief Main the tanks: Welded neck - raised face.
• Priming of discharge lines to prevent line surge when starting Liquid and spray lines in the tanks with
the main cargo pumps. During normal operations the pressure in the tanks is controlled by the BOG open end: Slip-on - flat face.
compressors, with the compressed gas being either reliquefied and returned to Vapour lines: Welded neck - raised face.
• Supply of LNG to the vaporiser for gas generation. the tanks or burnt off in the gas combustion unit.
Cargo tank vent lines: Welded neck - raised face.
At certain points along the spray line, blank flanges and sample points are fitted Cargo pipe vent lines: Slip-on - flat face.
to facilitate the taking of readings during pre and post refits. Note: The pressure can also be controlled via the forward vent mast and the
common vapour line, but this is for EMERGENCY USE ONLY.
All sections of the spray line outside the cargo tanks are insulated with a rigid The joints between flanges are made of Graphite Vortex or equivalent material
polyurethane foam covered with a moulded GRP cover to act as a tough water Each cargo tank is also fitted with an independent means of protection from with a thickness of 4.5mm on deck and 1.5mm in the tank.
and vapour-tight barrier. over-pressure which comprises two lines exiting the gas domes into their own
pilot-operated relief valves. From here the gas passes through a 250/300/500mm
The joints used in the cargo manifold flanges for mating to the terminal loading
diameter line into a vent mast where it is vented to atmosphere.
arms are the same spiral-wound type. When the shore connection is made onto
Gas Main the ship’s manifold it is important that the sealing face of both connections is
Inerting/Aeration Line inspected and that a new spiral-wound cryogenic joint is used on each occasion.
The system comprises a 300mm diameter pipeline which can be connected to
These joints which are of the metaflex design, are based around a stainless steel
the vapour line and the forward vent mast for use when ‘One Tank Operation’
The inerting system consists of a line that supplies inert gas or dry-air from disc with a metal winding into which is secured a flexible graphite filler.
is required. The use of this line enables a single tank to be isolated and repair
work to be carried out without having to warm-up and inert the whole vessel. the inert gas generator to the cargo tanks and pipelines. The system is used for
inerting and drying the cargo tanks, lines and the compressor room machinery Bolts material used is as follows:
The connection to each tank is at the vapour dome on the vapour and gas during periods of refit and repair. The generating plant is situated in the engine
room. Nuts ASTM A 194 Grade 8 M
header and is via a removable spool piece, the vapour header can be isolated by
means of an isolation valve and spectacle flange. The connection to the forward
vent mast is by means of an isolating valve. The line can be connected to the gas main and the liquid header by means of a Tightening of any nuts must be done with a torque wrench to get the value in
spool piece. By selective use of these and the use of flexible hoses it is possible accordance with the ANSI standard.
During single tank operations it is possible to connect the gas main to the inert to inert or aerate all or just a single cargo tank.
gas generator by means of a removable bend.
The cargo compressor room lines and the vapour return line can also be purged
At certain points along the gas main, blank flanges and sample points are fitted with inert gas or air by means of a spool piece and isolation valve on the line
to facilitate the taking of readings during pre and post refits. 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.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.2.1 - Page 4 of 5


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Al Nuaman Cargo Operating Manual

Illustration 4.2.1c No.4 Cargo Tank Arrangement

CS414 CS416
H

CS404 CF407

CS004 CS402 CS401


CS
418

CS H H

417 CS405 CS406


H

CL400
H

CL402
H H

CL401 CL405 CL406 CP CP CP CF CF


G
Float 425 426 432 402 401
CP424 CP406 Gauge
CP CP CP
CG 411 412 409 H

403
CS407 CG401

No.1 Spray Rail

Emergency No.2 Spray Rail


Pump
Cofferdam Column No.4 Cargo Tank
Sample
Lines
CL CL
403 404

Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.2.1 - Page 5 of 5


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Al Nuaman Cargo Operating Manual

Illustration 4.2.2a Pipe Insulation

Type 1 ( Cargo Pipelines)


Type 3
Fibreglass Reinforced
Plastic Protective Layer Fibreglass Reinforced
Plastic Protective Layer
PUF
Rock Wool
Aluminium Foil
with Polyester Aluminium Foil
Film with Polyester
Film
PUF
PUF

Pipe
Pipe

32-100mm
32-100mm

Outer layer for all size pipes 2mm Fibreglass Reinforced Plastic (FRP)
Outer layer 2mm Fibreglass Reinforced Plastic (FRP)
Total insulation thickness - 2 layers of PUF with aluminium foil covering inner layer
Total insulation thickness - 2 layers of PUF with aluminium foil covering inner layer

BOG pipeline - 80mm total

Suitable for a temperature range of +130~ -100°C

Fibreglass Reinforced
Plastic Protective Layer
Type 2

PUF

25mm or below Pipe

Outer layer for all size pipes 2mm Fibreglass Reinforced Plastic (FRP)

25mm pipeline or below - one layer of PUF

Issue: 1 - May 2010 IMO No: 9431135 Section 4.2.2 - Page 1 of 2


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4.2.2 Cargo Pipe Insulation Cargo Pipelines Reliquefaction Plant
Insulation for the cargo lines varies according to the diameter of the lines and Insulation for the reliquefaction plant lines varies according to the diameter
LNG liquid and vapour lines which are exposed to low temperatures are consists of up to two layers of PUF (polyurethane foam) of density 40kg/cm3 of the lines and consists of up to two layers of PUF (polyurethane foam)
insulated with polyurethane foam. on pipes and 300kg/cm3 at supports. The outer layer is covered by 2mm thick of density 40kg/cm3 on pipes and 300kg/cm3 at supports. The outer layer is
fibreglass reinforced plastic (fire retardant) KSM 3015, the inner layer is covered by 2mm thick fibreglass reinforced plastic (fire retardant) KSM 3015,
The waste gas line from the BOG compressor to the GCU which are exposed to covered by aluminium foil with a polyester film. The inner layer is not adhered the inner layer is covered by aluminium foil with a polyester film.
high temperatures are insulated with glass wool and polyurethane foam. to the inside of the outer layer of the PUF insulation. The FRP cover is used to
prevent water/vapour from leaking into the insulation and also protects it from The layer thickness of insulation is:
The cargo piping (except valves, flanges and expansion joints) used for mechanical damage.
handling cryogenic LNG is insulated for the following purposes:
Operation Insulation Standard
a) To reduce the heat transfer into the cargo. LNG Vaporiser and High Duty Heaters Temp. ˚C Nominal Nominal Thickness mm
Insulation for these units consists of a single 50mm layer of mineral wool with Pipe (A) Pipe (A) Primary Secondary Total
• Keeping the boil-off rate to a minimum. Class
outer covering as per the cargo lines. Layer Layer
• Reducing the boil-off in the liquid lines during cargo
Cold 25 & below 30 30
operations.
service (one layer only)
Waste Gas Line
• Reducing the rate of gas volume expansion in the gas lines. LNG 32 to 100 25 25 50
Insulation for the waste gas lines consists of a single layer of 30mm PUF with C1 above 100 40 40 80
b) To protect the support structure from being exposed to cryogenic outer covering as per the cargo lines. Rigid
25 & below polyurethane 40 40
temperatures.
-110 foam (one layer only)
c) To protect personnel from injury from cryogenic temperatures. The layer thickness of insulation is: 32 to 100 25 25 50
C3 above 100 30 30 60
The LNG vent masts, inerting/aeration line and cargo relief and safety valve Insulation Standard 25 & below 50 50
inlet and outlet pipes are not insulated. Two different designs of insulation have Nominal Material Thickness mm -165 (one layer only)
been used for the cargo piping based on where the insulated pipe is installed. Pipe Pipe (A) Primary Secondary Total 32 to 100 35 35 70
Line Layer Layer C4 above 100 40 40 80
The standard medium density PUF insulation is used on the cryogenic cargo
piping and cryogenic equipment. The insulation used on the cargo pipe’s LNG & 25 & below 30 30
support is a high density closed cell insulation which is more weather-resistant LN2 (one layer only) Failure of Insulation
than the standard PUF. liquid 32 to 100 25 25 50
line above 100 40 40 80
The cargo pipe insulation used is a medium density PUF insulation and is • Inspections for ice should be made during each loading and
Rigid
designed for the following specification: LNG 25 & below 30 30 discharge operation. Any failures in the insulation will be
polyurethane
vapour (one layer only) immediately visible by ice forming on the insulation covering
foam
line 32 to 100 20 20 40 the pipes and heat exchangers.
a) Ambient air temperature: -18˚C to +45˚C
above 100 30 30 60 • All failures are to be recorded in the Cargo Log Book, complete
b) Cargo pipeline temperature: Off-gas 80A 30 30 with size, location and date, so that it can be determined how
line (one layer only) serious the failure is and decisions can be made regarding
• Liquid natural gas (LNG): -163˚C to +80˚C 250A
repairs, ie, whether they should be immediate or wait for dry
• Liquid nitrogen (LN2): -196˚C to +80˚C LNG Equipment Mineral 50 dock.
vaporiser wool (one layer only) 50
• Hot vapour and waste gas: -196˚C to +130˚C etc

c) Relative humidity: 100%

d) Cargo pipeline material: ASTM A312/A409 Gr.


TP316L

Issue: 1 - May 2010 IMO No: 9431135 Section 4.2.2 - Page 2 of 2


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Al Nuaman Cargo Operating Manual

Illustration 4.3.1a Main Cargo Pump

Discharge Pump Model : SM350

Pump Motor
Capacity 1500m3/h Output 440kW
Total Head 150m Synchronous Speed 1800 rpm
Terminal Box
Liquid LNG Electric Source AC 6600V / 60Hz
Temperature -163°C
Specific Gravity 0.5
Minimum Flow 600m3/h

NPSHR Hs (m)
Pump Down Hd (m)

Shaft Horse Power P (kW)

Pump Efficiency E (%)

Total Head (m)


Copper Cable
Key
NPSHR Hs (m)
Pump Down Hd (m)
Shaft Horse Power P (kW)
Pump Efficiency E (%)
Total Head (m)
Bearing Assembly
Inner Frame

200
Stator Coil

Outer Frame 180

160

Stator Core (H)


Rotor Core 140

80 120 (E)

60

500 40

(P)
4 400 20

3 300 0
Impeller Assembly

(Hs)
2 200

1
Inducer
(Hd)
0
0 500 1000 1500 2000
Capacity Q (m3/h)
Suction

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.1 - Page 1 of 7


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4.3 Cargo Pumps motor windings being cooled by the pumped LNG. The LNG is also used to After the pump has started and the discharge lines filled, check the discharge
lubricate and cool the pump and the motor bearings, and because it serves as pressure gauge against the pump flow curves and confirm that they
4.3.1 Main Cargo Pumps both the lubricant and the coolant, it is extremely important for the pump that correspond.
the following operational procedure is strictly adhered to.
Manufacturer: Shinko Industries Ltd. CAUTION
Cooldown The pump should not be started or operated against a closed discharge
Type: SM350, fixed vertical
After each cargo tank has been inerted, the pumps should be cooled down by valve due to potential damage which may result due to insufficient
Operating temperature: -163°C
introducing LNG vapour into the tank. The tanks are cooled by the spraying of cooling and lubrication for the motor and bearings and excessive
Specific gravity: 0.500 vibration levels associated with zero flow conditions.
LNG into the tank and this must be continued until the temperature at the mast
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 the All of the cargo pump motors are 6.6kV, 440kW units and receive their power
Capacity
pumps must be allowed to remain fully submerged in liquid LNG for at least from the cargo switchboards located in the No.1 and No.2 cargo switchboard
Rated flow: 1,500m3/h at 150m differential head one hour before attempting to start. This ensures that full thermal stabilisation rooms on the accommodation upper deck. The supplies are split between the
Minimum flow: 600m3/h (continuous) has been achieved throughout the whole of the pump and motor assembly. two as follows:
Power required: 393kW (rated)
Efficiency: 78% CAUTION No.1 Cargo Switchboard Room (Starboard)
NPSHR Failure to comply fully with the cooling down process before operating
No.1 cargo 6.6 kV S/B: Main cargo pump 1 in tank No.1
the pumps can result in severe damage.
- at rated flow: 0.9/0.45m Main cargo pump 1 in tank No.2
- at minimum flow: 0.3/0.2m Main cargo pump 1 in tank No.3
No. of stages: 1 Operating Modes Main cargo pump 1 in tank No.4
No. of sets: 10 (2 per cargo tank) Main cargo pump 1 in tank No.5
The cargo pumps in each tank can only be started and stopped through an IAS
Motor rating: 440kW, 6,600V, 60Hz, 4-pole
operator workstation, but only if there are no active interlocks present. These
Motor speed: 1,800 rpm interlocks are as follows: No.2 Cargo Switchboard Room (Port)
Starting method: Soft start and direct start
• An emergency shutdown (ESD) has been issued. No.2 cargo 6.6 kV S/B: Main cargo pump 2 in tank No.1
Current: 52A (full load)
• If the pump has been stopped by a low current signal; this is an Main cargo pump 2 in tank No.2
400A (starting load)
automatic feature fitted inside the pump’s starter panel. Main cargo pump 2 in tank No.3
• A gas dome low low pressure alarm exists in the pump’s Main cargo pump 2 in tank No.4
Undercurrent associated cargo tank. Main cargo pump 2 in tank No.5
Relay: 32 amps • A gas dome high high pressure alarm exists in the pump’s
Delay (start-up): 5 secs associated cargo tank. The motors are controlled using soft starters via circuit-breakers. After starting,
Delay (normal): 5 secs the current should go to the starting value and then decrease to the normal
When starting a pump, the discharge valve will have to be opened to between operating current within a period of approximately 3 seconds. If the starting
5% and 25% before initiating the start sequence, with the valve then being current has not decreased to the normal operating value after 10 seconds, the
Overcurrent controlled through the IAS. The valves are operated in automatic mode where pump must be stopped and the cause of the high starting current investigated.
Relay: 55 amps the set point of the valve can be adjusted through the IAS keyboard to a value
of between 0% and 100%.
Delay (start-up): 5 secs Note: The minimum liquid level in a cargo tank to allow the main cargo
Delay (normal): 0 secs pumps to start during normal cargo operations is 1,780mm, but this figure
CAUTION
can be reduced to 600mm for pump restarts during stripping operations.
The cargo pumps and pipework can be affected by pressure surges in the
lines during the start-up procedure. This is due to the high velocity of
Introduction the liquid in the discharge pipe and the possibility of a gas build-up and
collapse occurring at the discharge valve. This can result in a pressure
Each cargo tank is fitted with two main cargo discharge pumps which are
surge or liquid hammer effect in the lines, but can be reduced by altering
fixed single-stage vertical centrifugal pumps with one inducer stage. The
the position of the discharge valve.
single-stage design is used to help the pump obtain a very low net positive
suction head (NPSH). The pumps are of the submerged motor type, with the

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.1 - Page 2 of 7


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Illustration 4.3.1b ‘10 Step’ Start/Stop Sequence

10 Start Strip Start Start Button Stop One Start Stop Button in View OR
Condition for Next Step No 10 Stop Sequence
Pump in View OR First Pump Cargo Pump By Unloading Target Level
By Unloading in Tank?
Sequence

Yes
Controller in Auto
Force Controller
Load Controller
in Auto

Close Cargo No
Valve Pos. >17% Tk. Discharge Valve = Alarm
within Time Limit 15% Sequence Abnormal
Close Cargo HOLD/CHIME
No CLn01/2
Valve Pos. >5% Operator Input to
Tk. Liquid ISO Vlv
within Time Limit Yes
CLn10

Open Discharge Alarm


Valve Pos. >5%
Valve = 24% Sequence Abnormal
within Time Limit
CLn01/2

Open Discharge No
Valve Pos. >5% Yes
Valve = 24%
within Time Limit
CLn01/2
Terminate Terminate
Open Cargo No Sequence Sequence
Valve Pos. >95%
Tk. Liquid ISO Vlv
within Time Limit
CLn10

First Pump No
in Tank? Last Pump No
in CT to Stop?

Yes
Yes Yes

Close Cargo Tk. No


Valve Pos. <5% Alarm
Open Cargo Tk. No Close Cargo No Liquid ISO Vlv
Valve Pos. >95% Valve Pos. >5% within Time Limit Sequence Abnormal
Filling Valve = 100% Tk. Filling Valve = 0% CLn10
within Time Limit within Time Limit
CLn00 CLn00

Yes
Give Power
Yes Available to Switchboard
Open Cargo Tk. Terminate
Filling Vlv = 100% Sequence
No CLn00
Feedback Pump
Running Start Selecting Pump
Yes

Controller in Man.
Release Controller
Yes Yes

Release Controller
Stop Sequence END Stop Sequence
for DIscharge Valve
END

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.1 - Page 3 of 7


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Procedure Before Starting a Cargo Pump Note: When the pump is operating correctly, closing the pump discharge This sequence is performed when starting one of the two cargo pumps in a tank
valve during the operation will raise the pressure head and consequently and is known as a “10 step start”.
a) Check the level of the liquid in the tank. The tank liquid level reduce the motor’s running current.
must indicate that the pump housing is completely submerged The operator can then start other pumps individually from the cargo tanks
for an initial start and the minimum tank level for a pump restart mimics or move to the next tank.
is 1,780mm. The temperature indicator in the tank must also be Discharge of Cargo
stable at the specification temperature of the liquid. ‘5 Step’ Sequence (See Illustrations 4.3.1d/e)
The cargo pumps can be started by initiating the cargo unloading sequence in
b) Before starting the pump, from the IAS graphic display, open the Cargo Unloading view or by the start button in the Cargo Tank view.
the pump discharge valve to between 5% and 25%. If the pump Illustration 4.3.1d ‘5 Step’ Start Sequence
discharge valve is open less than 5%, the start-up sequence will A pump start command for the unloading sequence or the individual tank
not operate. Conversely, starting the pump with the valve fully mimic’s will activate a sequence for the opening of valves (discharge and Flow on
open when pumping liquid which has a high specific gravity, filling valves) and request the PMS (power management system) for electric Manifold

will overload the motor. power.

c) Start the cargo pump using the IAS by clicking on the PUMP ‘10 Step’ Sequence (See Illustrations 4.3.1b/c)
icon in the screen display to bring up the faceplate and clicking
It is possible to start one pump and open the liquid isolation valve (tank master)
on the START soft key. The operator should keep a close watch
(1 pump sequence).
on the discharge pressure and the motor current.

d) During the starting procedure and while the discharge pipe is


being filled, the current may be above the ammeter red line. Illustration 4.3.1c ‘10 Step’ Start Sequence
After starting, the current should go to the starting value and
then decrease to the normal operating current within a period
Flow on
of approximately 3 seconds. If the starting current has not Manifold
decreased to the normal operating value after 10 seconds, the
pump must be stopped and the cause of the high starting current
investigated.

Note: If the discharge pressure does not rise to the required value,
approximately 0.5kPa or greater within 10 seconds after the start in direct
on-line starting, stop the pump and investigate cause. Number of
Pumps
e) When the pump discharge pipe is filled to the discharge
valve, a substantial increase in the discharge pressure and a 1 2 3 4 5 6 7 8 9 10
corresponding decrease in current should be observed.
This sequence is performed when starting both of the cargo pumps in a tank
f) Once the pump is operating normally, adjust the discharge valve and is known as a “5 step start”.
to obtain the required flow or pressure. The operator should
monitor the pump motor running current, taking care not to It is possible to start both pumps in each tank before the liquid isolation
exceed the maximum current level. valve (tank master) is opened before continuing to the next tank (2 pump
sequence).
CAUTION
Operating a pump at, or close to, its design flow capacity of 1,500m3/h is in
The pumps should only ever be operated between their minimum and
the best interests of the pump lifespan and operating performance. However,
maximum continuous discharge capacities of 600m3/h and 1,500m3/h Number of
Pumps operating the pump at flow rates which are less than this cannot be avoided, this
respectively. Operating them outside of this range will result in damage
is especially the case when the shore receiving facility cannot accept the rated
to the pump and decreased performance.
1 2 3 4 5 6 7 8 9 10 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

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.1 - Page 4 of 7


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Al Nuaman Cargo Operating Manual

Illustration 4.3.1e ‘5 Step’ Start/Stop Sequence

Start Start Button in Give Start


Yes “Power Available”
‘5 Step’ Start View OR by Stop Two Cargo
Unloading Sequence to Switchboard
Cargo Pump Pumps
Condition for for Pump 2 Condition for
Feedback Start Cargo
Next Step Next Step Yes
Start Pump Running Pump Port No
Permissive
Start Button in
Yes View OR by Close Cargo Alarm
-No Shutdown Valve Pos. <5% No
Controllers in Auto Unloading Target Tk. Liquid ISO Vlv Sequence
Pressent Force Controller within Time Limit
Force Controllers Level CLn10 Abnormal
-Power Available
-No Low Pressure
-No Low Level

Close Cargo No Close Cargo No Alarm


Valve Pos. >5% Valve Pos. >17%
Tk. Liquid ISO Vlv Release Controller Tk. Discharge Vlv = Sequence Yes
within Time Limit within Time Limit
CLn10 15% CLn01 Abnormal

Open Cargo Tk.


Valve Pos. <95% Filling Valve = No Terminate
within Time Limit 100% Sequence
Open Discharge No Trip Cargo CLn00
Valve Pos. >5% Stop Cargo
Valve = 24% Pump
within Time Limit Pump Stbd
CLn01

Yes HOLD/CHIME Yes


Operator Input to
Open Discharge No Terminate
Valve Pos. >5%
Valve = 24% Force Controller Sequence
within Time Limit
CLn02
Check Valve Pos.

Yes Yes

Open Cargo Tk. No Close Cargo Tk.


Open Cargo Tk. No Valve Pos. >95% No Alarm
Valve Pos. >95% Liquid ISO Vlv Valve Pos. >17% Discharge Valve
Filling Valve = 100% within Time Limit Sequence
within Time Limit CLn10 within Time Limit = 15%
CLn00 Abnormal
Give CLn02
“Power Available”
Yes to Switchboard Yes
for Pump 1 Controllers in Man.
Feedback Start Cargo Pump No Stop Cargo Pump Trip Cargo Release Controllers
Pump Running Stbd Yes Port Pump

Close Cargo Tk. No


Valve Pos. >5%
Yes Liquid ISO Vlv Yes
within Time Limit
CLn00
Close Cargo
Tk. Discharge Terminate
Release Controller Valve = 5% Sequence Yes
CLn01

Close Cargo
HOLD/CHIME Tk. Discharge
Stop
Operator Input to END Stop Sequence Valve = 5% END
Sequence
CONTINUE CLn02

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.1 - Page 5 of 7


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rated flow should only ever be exceeded during the starting period while the The restart of any pump during normal operations is restricted depending possible to break the rotor free by reversing the motor by changing over two of
discharge valve is adjusted. on the liquid level above the submerged electric motor, but no pump can be the supply phases to the pump. These will then have to be reinstated once the
restarted with the tank level below the minimum liquid level of 600mm. freeing operation has been completed.
Before staring the sequence make sure that the pumps and valves are in auto.
During a normal restart sequence the following times apply:
Overload Starting
Pump Restarts (Normal) (See Illustration 4.3.1f)
Level above 1780mm: 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
Illustration 4.3.1f Start Prevention Sequence
• 1st restart: immediately
and the pump is known to be turning, check the starting voltage. If the voltage
• 2nd restart: 15 minutes after 1st restart falls below 10% of the normal value, the problem may be with the power
Pump
Available
supply.
Note: Level 1780mm is the level that the upper ball bearing is submerged
in LNG. Single-Phase Fault
2 Starts If the starting current increases to its maximum value and remains high, a
Allowed
Level between 600mm and 1780mm:
single-phase fault in the power supply may exist. Checking the voltages and
• 1st restart: 30 minutes after stopping current in each phase will determine if this is the case.
No • No more than 2 restarts within one hour
Running<
5 min Reversed Rotation
Yes Running< No Note: If the motor is stopped after operating for more than 30 minutes, it can If during the start-up procedures, the current falls to around the no-load current
30 min be started immediately. However, if the motor is stopped after operating for value and the discharge pressure is 75% or less than normal, the pump may be
Yes
less than 30 minutes, the next start should not occur for at least 30 minutes. operating in the wrong direction. To correct this, disconnect the power supply
Wait at the main isolator and change over two of the phases to the pump. The pump
30 min This procedure must be adhered to as heat build-up from the high starting can then be restarted and checked for correct operation.
After Stopping
current may not be carried away during stripping operations, which may be
due to the lack of liquid flow when (and if) the pump does not prime, due to
the extremely low level of LNG during stripping operations. Low Liquid Level
1 Start
Allowed If during the start-up procedures the current falls close to the no-load value and
The pumps are started and stopped from the CCR via the IAS system, but in an the discharge pressure is near to zero, a low suction level may be the cause. As
emergency, all of the pumps can be stopped by the activation of the emergency detailed previously, the minimum tank level for a normal pump start should not
Running< No shutdown system (ESDS). be less than 600mm.
30 min

Yes
Pump Restarts (Emergency) CAUTION
Wait
If attempting an emergency restart of a cargo pump it is still necessary to check The pump will start to suck gas at a level of 165mm from the tank bottom
30 min
After Stopping that the minimum level inside the tank is above the 600mm level. The pump and should not be run past this level. There is a possibility that the low
can then be started, but a period of a least 30 minutes must be allowed to pass current trip may be activated before reaching the stop level depending
before attempting a restart, and then there must be no more than two restarts on the current load.
Cargo Tank Level > 1.95 and >0.77
in an hour.
Stripping or Low Liquid Level Operation
Pump
Available Abnormal Starts As the end of a discharge approaches, the pump suction head will approach the
net positive suction head (NPSH) for a given flow. At approximately 341mm
Locked Rotor
liquid level above the pump inlet bell, the NPSH for the rated capacity will
If the starting current increases to its maximum and remains while there is no be reached. When the amount of liquid falls to this level, the motor ammeter
1 Starts
Allowed
evidence that the pump is rotating, it may be because the pump has seized. If and the pump discharge pressure should be monitored continuously by the
after investigations it is considered to be a mechanical problem, then the pump operator.
will have to be removed from the tank for repairs. In the case of a sustained
Wait locked rotor start, an attempt to restart the pump must only be made after a The low level alarm is triggered when the liquid level is about 0.37m above the
30 min period of at least 30 minutes has elapsed and then with no more that two restart NPSH, the flow should be reduced by use of the throttling valve on the pump
attempts in total. If it is thought that the pump casing has iced-up, it may be discharge side. If any fluctuations are observed on the motor ammeter or on the

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.1 - Page 6 of 7


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pump discharge pressure gauge during final pumping, the discharge flow rate Note: The cargo pump 6.6kV motors have their insulation monitored on a
should be further reduced until the readings stabilise. continuous basis. Any defects found should be dealt with immediately to
allow time for the implementation of emergency procedures should it be
When the flow is throttled down to about 560m3/h, the required NPSH will necessary.
be about 350mm. This level represents the minimum level attainable by
pumping.
Pump Trips and Shutdowns
CAUTION
It is of the utmost importance that the pumps are never allowed to To protect the cargo pumps and the cargo tanks, the pumps will be shut down
run dry, even for short periods, as this will result in motor failure. and a stop sequence activated if any of the following shutdown signals are
activated:
A momentary loss of priming during cargo stripping should not be
considered as running a pump dry. Up to 30 seconds of operation with
dry suction but with fluid in the discharge pipe will not damage the Undercurrent
pump or the motor. Relay: 32 amps
When the liquid level reaches less than 1m above the pump inlet, avoid Delay (start-up): 5 secs
stopping the pump if at all possible until the cargo has been fully discharged. Delay (normal): 5 secs
If the shore facility is unable to accept the liquid for intermittent periods, it is
preferable to keep the pump going and recirculate the liquid back into the tanks
Overcurrent
until the cargo discharge can be resumed and completed.
Relay: 55 amps
Delay (start-up): 5 secs
Points to Remember
Delay (normal): 0 secs

• Check the cargo liquid level before starting a pump and


maintain a discharge pressure of at least 100kPa. This is to Low Tank Pressure
ensure adequate lubrication and cooling of the bearings on the Relay setting: 0.3kPa(g)
pumps in service.
• Open the discharge valve to 5-25% before starting a pump.
Low Level Alarm
• Always monitor the motor ammeter and the cargo discharge
Relay setting: 1.95m
pressure gauges and never allow a pump to operate above the
motor ammeter red line.
Each cargo pump low discharge pressure and low-low discharge pressure
• Always try to run the cargo pumps at the design flow rate
alarms are inhibited when the associated pump is not running.
whenever possible.
• Never blow hot air through a discharge line. This may turn
Overcurrent Relay
the impeller and rotor at high speed in the wrong direction,
damaging the bearings. The overcurrent relay protection is set at 55A and will automatically trip the
pump to prevent excessive current flow through the motor windings. The
• Monitor the tank level and never allow the pumps to run dry.
device has a timer fitted that will allow the starting current surge to initiate the
• Never assume that all of the electrical interlocks and safety pump operation while preventing overcurrent damage.
relays will continuously function correctly. The operator should
be ready at all times for any eventuality.
Undercurrent Relay
• Do not allow sea water, fresh water, steam or any cleaning agent
The undercurrent relay is used to automatically trip the motor in the event that
containing water to come into contact with a pump or its cables
the pump has lost its suction. This prevents potentially damaging cavitation
and connections.
inside the pump casing and the possibility of the pump running dry. The device
has an adjustable setting and should be set to a value between the no-load
current and the zero flow current levels.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.1 - Page 7 of 7


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Al Nuaman Cargo Operating Manual

Illustration 4.3.2a Cargo Stripping / Spray Pump

Discharge Pump Model : SM65

Pump Motor
Capacity 60m3/h Output 30kW
Total Head 140m Synchronous Speed 3600 rpm
Terminal Box
Liquid LNG Electric Source AC 440V / 60Hz
Temperature -163°C
Specific Gravity 0.5
Minimum Flow 24m3/h

NPSHR Hs (m)
Pump Down Hd (m)

Shaft Horse Power P (kW)

Pump Efficiency E (%)

Total Head (m)


Copper Cable
Key
NPSHR Hs (m)
Pump Down Hd (m)
Shaft Horse Power P (kW)
Pump Efficiency E (%)
Total Head (m)
Bearing Assembly
Inner Frame

190
Stator Coil

Outer Frame 170

150
(H)
Stator Core
Rotor Core 50 130
(E)

40

30

20

10

30 0
Impeller Assembly (P)

1.0 20

(Hs)
0.5 10
Inducer

(Hd)
0
0 10 20 30 40 50 60 70
Capacity Q (m3/h)
Suction

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.2 - Page 1 of 5


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4.3.2 Stripping/Spray Pumps Introduction CAUTION
Failure to comply fully with the cooling down process before operating
Manufacturer: Shinko Industries Ltd. The stripping/spray pumps are intended for use in the cooldown of the cargo
the pumps can result in severe damage.
Type: SM60, fixed vertical tanks before loading and after a ballast voyage, and are in principle similar to
the main cargo pumps. The spray/stripping pumps can also be used to supply
Operating temperature: -163°C LNG to the LNG vaporiser for the following: Operating Modes
Specific gravity: 0.500
• Gassing-Up - To supply gaseous natural gas (GNG) to the cargo
tanks and displace the inert gas before the initial cooldown/ The pumps are started and stopped from the CCR via the IAS, but before
Capacity loading operation. Normally this would only be carried out starting, the spray pump discharge valves must be opened approximately
during the first cargo after a dry docking, or in the event of a one 5%~25%. The valves are controlled through the IAS screen and have
Rated flow: 60m3/h at 140m differential head several pushbuttons on the plate which include SET POINT, FULLY OPEN,
tank gas freeing operation.
Minimum flow: 25m3/h (continuous) FULLY CLOSED, PULSE UP, PULSE DOWN, RESET, AUTO, MANUAL,
• LNG Discharge - To supply cold vapour to the cargo tanks ACKNOWLEDGE and STOP. The STOP command is used to stop the OPEN
Power required: 24.9kW (rated)
during discharge operations whenever the discharge terminal or CLOSE order when in progress.
NPSHR return gas blowers are not operative or are not supplying
- at rated flow: 0.4/0.2m sufficient return vapour to the ship.
CAUTION
- at minimum flow: 0.2/0.1m
The pumps are of the submerged motor type, similar to the main cargo pumps, The pump should not be started or operated against a closed discharge
Efficiency: 46% valve due to potential damage which may result due to insufficient
with the motor windings being cooled by the pumped LNG. The LNG is also
No. of stages: 1 cooling and lubrication for the motor and bearings and excessive
used to lubricate and cool the pump and the motor bearings, and because it
No. of sets: 5 (1 per cargo tank) serves as both the lubricant and the coolant, it is extremely important for the vibration levels associated with zero flow conditions.
Motor rating: 30kW, 440V, 60Hz, 2-pole pump that the correct operational procedure is strictly adhered to.
The valves are operated in automatic mode where the valve can be adjusted
Motor speed: 3,600 rpm
The pumps are started and stopped from the CCR via the IAS system, but in through the IAS to a value of between 0% and 100% when the LNG vaporiser
Starting method: Direct on-line is in operation.
an emergency, all of the pumps can be stopped by activation of the emergency
Current: 60A (full load) shutdown (ESD) system trip.
380A (starting load)
Procedure Before Starting a Stripping/Spray Pump
The circumstances when these pumps can be used are as follows:
Undercurrent • To cool down the liquid header prior to discharging the cargo. a) Check the level of the liquid in the cargo tank. The tank liquid
level must indicate that the pump is submerged for an initial
Relay: 33 amps • To cool the cargo tank during the ballast voyage prior to arrival
start, and the minimum tank level for a pump normal start is
Delay (start-up): 5 secs at the loading terminal by discharging LNG to the spray nozzles
140mm. The temperature indicator in the tank must also be
in the tanks.
Delay (normal): 5 secs stable at the specification temperature of the liquid.
• To enable the tanks to be stripped as dry as possible for reasons
such as a cargo tank entry. b) Before starting the pump, set the pump discharge valve to
Overcurrent 5%~25% open. Start the stripping/spray pump using the IAS
Relay: 60 amps The minimum liquid level in the cargo tank to allow the pump to start during by clicking on the PUMP icon in the graphic screen display to
normal operations is 140mm, but whenever possible, the stripping/spray bring up the faceplate and clicking on the START soft key. The
Delay (start-up): 5 secs pumps should be started sufficiently early during cargo operations to avoid any operator should keep a close watch on the discharge pressure
Delay (normal): 0 secs possible starting problems due to very low tank levels. and the motor current.

Cooldown c) The current consumption should steady after the motor has been
running for approximately 3 seconds. During the starting, while
The pumps must be cooled by the spraying of LNG into the tank until the
the discharge pipe is being filled, the current may be above the
temperature at the pump has been reduced to -120°C or less. Cooling down
ammeter red line. If the starting current has not reduced after 10
to this level should be completed over a minimum timescale of 10 hours, and
seconds of operation, the pump should be stopped and the cause
when completed the pumps must be allowed to remain fully submerged in
of the high starting current investigated.
liquid LNG for at least one hour before attempting to start. This ensures that
full thermal stabilisation has been achieved throughout the whole of the pump
and motor assembly.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.2 - Page 2 of 5


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Illustration 4.3.2b Stripping/Spray Pump Start/Stop


Stripping/Spray Pump Start Stripping/Spray Pump Stop

Start Strip Start Start Button Stop Strip Stop Button


Pump in View Pump in View

Condition for next step

Force Current
Controllers
Controllers in Auto
Force Controllers

Close Discharge Error


Valve Pos. < 9%
Valve = 7%
Within Time Limit
CSn01
Open Discharge Error
Valve Pos. >7%
Valve 22%
within Time Limit
CSn01 Yes

Stop Strip Pump

Open Spray Return Error


Valve Pos. >95%
Valve = 100%
within Time Limit Yes
CSn04

Close Discharge
Valve = 0%
CSn01

Error
Pump Running Start Strip Pump
Release Load
Controller

Open Spray Return


Valve = 100% Force Pressure
CSn04 Controller

Yes

Open Spray Return


Valve = 100%
CSn00
Start Strip Pump

Yes

Release Pressure
Controller

End
Stop Sequence

End

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.2 - Page 3 of 5


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d) When the pump discharge pipe has been filled to the discharge attempting a restart, and then there must be no more than two restarts in an CAUTION
valve, an increase in the discharge pressure and a corresponding hour.
The pump will start to suck gas at a level of 62.5mm from the tank
decrease in the motor current should be observed.
bottom and should not be run past this level. There is a possibility that
Note: Details regarding the pump restart times are derived from the Shinko the low current trip may be activated before reaching the stop level
Note: If the discharge pressure does not rise to the required value, Operator Manual. depending on the current load.
approximately 0.4kPa or greater within 10 seconds after the start in direct
on-line starting, stop the pump and investigate cause.
Abnormal Starts
Starting Interlocks
e) Once the pump is operating normally, adjust the discharge valve Locked Rotor
to obtain the required flow or pressure. The operator should The stripping/spray pumps in each tank can only be started and stopped
If the starting current increases to its maximum and remains while there is no manually through a IAS operator workstation, and only if there are no active
monitor the pump motor running current, taking care not to
evidence that the pump is rotating, it may be because the pump has seized. If interlocks present.
exceed the maximum current level.
after investigations it is considered to be a mechanical problem, then the pump
will have to be removed from the tank for repairs. In the case of a sustained These interlocks are as follows:
CAUTION locked rotor start, an attempt to restart the pump must only be made after a
The pumps should only ever be operated between their minimum period of at least 30 minutes has elapsed, and then with no more that two restart • An emergency shutdown (ESD) has been issued.
and maximum continuous discharge capacities of 25m3/h and 84m3/h attempts in total. • If the pump has been stopped by a low current signal; this is an
respectively. Operating them outside of this range will result in damage automatic feature fitted inside the pump’s starter panel.
to the pump and decreased performance. 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 supply phases to • A gas dome low pressure alarm exists in the pump’s associated
the pump. These will then have to be reinstated once the freeing operation has cargo tank.
Pump Restarts
been completed. • A low level alarm exists in the pumps associated cargo tank.
The restart of any pump during normal operations is restricted depending on
the liquid level above the submerged electric motor, but no pump should be • A gas dome high-high pressure alarm exists in the pump’s
restarted with the tank liquid below the (stripping) minimum level of 140mm. Overload Starting associated cargo tank.
If the starting current increases to its maximum value but then falls to an
During a normal restart sequence with the following times apply: intermediate level between the starting value and the normal full load current Note: The stripping pump motors have their insulation monitored on a
and the pump is known to be turning, check the starting voltage. If the voltage continuous basis. Any defects found should be dealt with immediately to
Level above 610mm: falls below 10% of the normal value, the problem may be with the power allow time for the implementation of emergency procedures should it be
supply. necessary.
• 1st restart: immediately
• 2nd restart: 15 minutes after 1st restart
Single-Phase Fault Pump Alarms and Shutdowns
Note: Level 610mm is the level that the upper ball bearing is submerged in If the starting current increases to its maximum value and remains high, a
single-phase fault in the power supply may exist. Checking the voltages and The stripping/spray pumps will go into alarm on the following conditions:
LNG.
current in each phase will determine if this is the case. • Low pump discharge pressure
Level between 140mm and 610mm: • Low/low pump discharge pressure
• 1st restart: 30 minutes after stopping Reversed Rotation
If during the start-up procedures, the current falls to around the no-load current The stripping/spray pumps will be stopped automatically should any of the
Note: If the motor is stopped after operating for more than 30 minutes, it can value and the discharge pressure is 75% or less than normal, the pump may be following occur:
be started immediately. However, if the motor is stopped after operating for operating in the wrong direction. To correct this, disconnect the power supply • Activation of the ship or shore emergency shutdown (ESD)
less than 30 minutes, the next start should not occur for at least 30 minutes. at the main isolator and change over two of the phases to the pump. The pump system.
can then be restarted and checked for correct operation.
• Motor single-phasing.
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. • Low electric motor current (undercurrent) - 33A for 5 seconds.
Low Liquid Level
• High motor current (overcurrent) - 60A for 0 seconds during
If attempting a restart during stripping operations it is still necessary to check If during the start-up procedures the current falls close to the no-load value and
normal running but with a 5 second delay during starting.
that the minimum level inside the tank is above the 610mm level, the level the discharge pressure is near to zero, a low suction level may be the cause. As
at which the upper ball bearing is submerged in LNG. The pump can then detailed previously, the minimum tank level for a normal pump start should not • A discharge low-low pressure alarm is active when the pump
be started, but a period of a least 15 minutes must be allowed to pass before be less than 140mm. been running for more than a set period of time.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.2 - Page 4 of 5


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• High pressure in cargo tank -24kPaG. Illustration 4.3.2c Block Restart of Stripping Pump
• Low tank pressure - 0.3kPa(g). Cargo Tank Level > 0.168 Cargo Tank Level > 0.168 and >0.168

Overcurrent Relay Pump Pump


Available Available
The overcurrent relay protection is set at 67A and will automatically trip the
pump to prevent excessive current flow through the motor windings. The
device has a timer fitted that will allow the starting current surge to initiate the
pump operation while preventing overcurrent damage.

Undercurrent Relay 2 Starts


The undercurrent relay is used to automatically trip the motor in the event that Allowed

the pump has lost its suction. This prevents potentially damaging cavitation
inside the pump casing and the possibility of the pump running dry.

The device has an adjustable setting and should be set to a value between the
no-load current and the zero flow current levels. No
Running
<5 min

Running
Yes
<5 min

Wait 1 Start
15 min Allowed
After Stopping

1 Start
Allowed

No
Running
<30 min

Yes

Wait
30 min Wait
After Stopping 30 min

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.2 - Page 5 of 5


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Illustration 4.3.3a Emergency Cargo Pump

Pump Model : SMR200

Emergency Cargo Pump Pump Motor


Capacity 550m3/h Output 200kW
Total Head 150m Synchronous Speed 3600 rpm
Liquid LNG Electric Source AC 440V / 60Hz
Temperature -163°C
Specific Gravity 0.5
Minimum Flow 220m3/h

NPSHR Hs (m)
Pump Down Hd (m)

Shaft Horse Power P (kW)

Pump Efficiency E (%)

Total Head (m)


Key
NPSHR Hs (m)
Pump Down Hd (m)
Shaft Horse Power P (kW)
Pump Efficiency E (%)
Total Head (m)

190

170

150
(H)

130

80 110
(E)

60

5 200 40
(P)
4 150 20

3 100 0
(Hs)

2 50

1 0
(Hd)

0
0 100 200 300 400 500 600 700
Capacity Q (m3/h)

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.3 - Page 1 of 4


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4.3.3 Emergency Cargo Pump pumped LNG. The LNG is also used to lubricate and cool the pump and the CAUTION
motor bearings, and because it serves as both the lubricant and the coolant, it
The emergency cargo pump must not be started or operated against a
Manufacturer: Shinko Industries Ltd. is extremely important for the pump that the correct operational procedure is
closed discharge valve, due to potential insufficient cooling, lubrication
strictly adhered to.
Type: SMR200, fixed vertical and excessive vibration.
Operating temperature: -163°C The pump is fitted into a dedicated emergency pump well which is fitted with
Specific gravity: 0.500 a spring-loaded foot valve that is held in the closed position by highly loaded
springs. Should a failure of either one or both of the main cargo pumps require
Procedure Before Starting the Emergency Cargo Pump
the use of the emergency pump, it is lowered into the emergency pump well
Capacity: a) Confirm the gas pressure in the pump column has been
after the well has first been purged with nitrogen. The weight of the emergency
Rated flow: 550m3/h at 150m differential head equalised with the tank gas pressure. This is necessary for the
pump then overcomes the compression of the springs to open the foot valve.
initial start, especially at low tank levels when a high column
Minimum flow: 220m3/h (continuous)
During this operation a small flow of nitrogen should be maintained while the gas pressure may result in liquid displacement from the column
Power required: 161kW (rated) and the pump’s failure to prime. The pressure equalisation can
pump is being installed, but for full details on this operation, refer to Section
NPSHR be achieved with a temporary connection to vent the column
7.4 of this manual, ‘Emergency Cargo Pump Installation’.
- at rated flow: 1.4/0.7m pressure which can be closed after a successful start-up.
- at minimum flow: 0.5/0.3m Note: Before undertaking this operation it is important to reduce the tank
pressure to near atmospheric pressure (minimum 0.5kPa) and to keep at this b) Check the level of the liquid in the cargo tank. The tank
No. of stages: 1
level throughout the entire operation. liquid level must indicate that the pump is submerged and
No. of sets: 1 the minimum level for a normal start-up is 1,600mm. The
Motor rating: 200kW, 440V, 60Hz, 2-pole temperature indicator in the tank must also be stable at the
The operator has to assign the emergency pump to the tank that it has been
Motor speed: 3,600 rpm specification temperature of the liquid.
installed through the IAS in the CCR, so that it is possible to start and stop the
Starting method: Direct on-line pump through the IAS mimic.
c) Before starting the pump, open the pump discharge valve to
Current: 355A (full load)
between 5% and 25%. This should correspond to the pump’s
2,500A (starting load) The electrical connections are made to the fixed junction boxes which are
minimum continuous flow of 220m3/h.
located adjacent to each emergency pump well. All of the safety devices are
then transferred to the emergency pump when the circuit-breaker is engaged,
Undercurrent d) Start the emergency cargo pump through the IAS and keep a
as they are the same for the main cargo pumps.
close watch on the discharge pressure and the motor current.
Relay: 166 amps
Delay (start-up): 5 secs Following the successful installation of the pump into a cargo tank, it is most
important that the pump is fully cooled in gas for at least 10 hours before being e) The current consumption should steady after the motor has been
Delay (normal): 5 secs running for approximately 3 seconds. During the starting, while
used to open the foot valve and submerged in liquid LNG. The pump must then
remain in that condition for a minimum of one hour before attempting to start the discharge pipe is being filled, the current may be above the
Overcurrent it. This is to ensure thermal stabilisation has taken place and only after this time ammeter red line. If the starting current has not reduced after 10
should the pump be started. Failure to adhere to this timescale may result in seconds of operation, the pump should be stopped and the cause
Relay: 355 amps of the high starting current investigated.
severe damage to the pump.
Delay (start-up): 5 secs
Delay (normal): 0 secs The pump discharge valves CL105, CL205, CL305, CL405 and CL505 are Note: If the discharge pressure does not rise to the required value,
all controlled manually through the IAS screen and have several pushbuttons approximately 0.4kPa or greater within 10 seconds (full tank) to approximately
on the plate which include SET POINT, FULLY OPEN, FULLY CLOSED, 60 seconds (liquid level 2m) after the start in direct on-line starting, stop the
Breaker is situated in No.2 low voltage cargo switchboard room (port) on the pump and investigate cause.
STEP UP, STEP DOWN, RESET, AUTO, MANUAL, ACKNOWLEDGE and
4.4kV switchboard.
STOP. The STOP command is used to stop the OPEN or CLOSE order when
in progress. f) When the pump discharge pipe has been filled to the discharge
valve, an increase in the discharge pressure and a corresponding
Introduction
The valves can also be operated in a semi-automatic mode where the set point decrease in the motor current should be observed.
The emergency cargo pump is used in the unusual event that both of the of the valve can be adjusted through the IAS keyboard to a value of between
main cargo pumps fitted in each tank have failed. When not in use the pump 0% and 100%. g) Once the pump is operating normally, adjust the discharge
is located the starboard midship cargo gear locker in a specialised container, valve to obtain the correct flow conditions. The operator should
and has to be transported to whichever tank requires its services. The pump monitor the pump motor running current, taking care not to
is of the submerged motor type, with the motor windings being cooled by the exceed the maximum current level.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.3 - Page 2 of 4


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Al Nuaman Cargo Operating Manual

Illustration 4.3.3b Emergency Cargo Pump Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.3 - Page 3 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

CAUTION CAUTION Pump Alarms and Shutdowns


The emergency pump should only ever be operated between its minimum If there is a situation of a sustained rotor lock during starting, then a
The emergency cargo pump will go into alarm on the following conditions:
and maximum continuous discharge capacity of 187m3/h and 550m3/h restart may only be initiated after a period of 30 minutes has elapsed,
respectively. Operating it outside of this range will result in damage to with a total of two restarts allowed under this condition. If icing has • Low pump discharge pressure.
the pump and decreased performance. occurred, attempt to break the rotor loose by temporarily reversing two
• Low/low pump discharge pressure.
of the supply phases and attempting a restart.
Normal Pump Restarts The emergency pump will be stopped automatically should any of the following
occur:
The restart of the emergency pump during normal operations is restricted, Abnormal Starts
depending on the liquid level above the submerged electric motor. It should not • Activation of the ship or shore emergency shutdown (ESD)
Locked Rotor
be restarted under normal operating conditions if the tank liquid level is below system.
the minimum level, which for this pump is set at 850mm. If the starting current increases to its maximum and remains while there is no
• Motor single-phasing.
evidence that the pump is rotating, it may be because the pump has seized. If
During a normal restart sequence the following times apply: after investigations it is considered to be a mechanical problem, then the pump • Low electric motor current (undercurrent) - 166A for 5 seconds
will have to be removed from the tank for repairs. In the case of a sustained during start-up and 10 seconds during normal running.
Level above 1600mm: locked rotor start, an attempt to restart the pump must only be made after a • High motor current (overcurrent) - 355A for 0 seconds during
period of at least 30 minutes has elapsed, and then with no more that two restart normal running but with a 5 second delay during starting.
• 1st restart: immediately
attempts in total. If it is thought that the pump casing has iced-up, it may be
• 2nd restart: 15 minutes after 1st restart possible to break the rotor free by reversing the motor by changing over two of • High pressure in cargo tank -24kPaG.
the supply phases to the pump. These will then have to be reinstated once the • Low tank pressure - 0.3kPa(g).
Note: Level 1600mm is the level that the upper ball bearing is submerged freeing operation has been completed.
in LNG.
Overcurrent Relay
Overload Starting
Level between 850mm and 1600mm: The overcurrent relay protection is set at 355A and will automatically trip
If the starting current increases to its maximum value but then falls to an the pump to prevent excessive current flow through the motor windings. The
• 1st restart: 30 minutes after stopping 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 pump operation while preventing overcurrent damage.
Note: If the motor is stopped after operating for more than 30 minutes, it can falls below 10% of the normal value, the problem may be with the power
be started immediately. However, if the motor is stopped after operating for supply.
less than 30 minutes, the next start should not occur for at least 30 minutes. Undercurrent Relay

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
Note: Details regarding the pump restart times are derived from the Shinko 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. The device
Operator Manual. single-phase fault in the power supply may exist. Checking the voltages and has an adjustable setting and should be set to a value between the no-load
current in each phase will determine if this is the case. current and the zero flow current levels.
Pump Restarts During Liquid Stripping
Reversed Rotation
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
that the minimum level inside the tank is above the 1600mm level. The pump
value and the discharge pressure is 75% or less than normal, the pump may be
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
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
in an hour.
can then be restarted and checked for correct operation.
The pump is fitted with a time delayed alarm that operates if a low pressure at
the pump outlet is detected after the pump has been started. Low Liquid Level
If during the start-up procedures the current falls close to the no-load value and
the discharge pressure is near to zero, a low suction level may be the cause. As
detailed previously, the minimum tank level for a normal pump start should not
be less than 1600mm.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.3.3 - Page 4 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.4.1a No.1 High Duty Compressor Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.4.1 - Page 1 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
4.4 Cargo Compressors Introduction Lubricating oil is supplied from the sump through separate suction strainers
and one of the two LO pumps. The discharge from the pumps is via pressure
4.4.1 High Duty Compressor Two high duty (HD) compressors have been installed in the cargo machinery relief valves set to operate at 600kPa to a common LO supply line that feeds
room and are used for compressing the LNG vapour for return to the shore the gearbox and its bearings. The main operational pump is driven by the
terminal during cargo loading, tank purging and tank warming-up. high speed gear shaft of the compressor. Upon failure of the driven pump, the
High Duty Compressors standby electric motor-driven auxiliary pump is automatically started and an
Manufacturer: Cryostar The compressors are driven by 1,230kW electric motors that are supplied alarm raised to indicate abnormal conditions to the duty engineer. The standby
No. of sets: 2 with power from the 6.6kV cargo switchboards. The No.1 HD compressor is electric auxiliary pump is also used during the starting and shutdown cycles of
fed from the No.1 AC 6.6KV switchboard in the starboard cargo switchboard the compressor for a preset period of time.
Model: CM 400/55
room, and the No.2 compressor is fed from No.2 AC 6.6KV switchboard in the
Type: Centrifugal, single-stage, fixed speed with adjustable To control the temperature of the oil it is passed through a heat exchanger
port cargo switchboard room.
inlet guide vanes where it is cooled. The thermal bypass temperature control valve prevents
Capacity of oil reservoir: 320 litres The motors are installed in an electric motor room that is segregated from over-cooling and is used to maintain the oil within a range of between 38°C
the compressor room by a steel gas-tight bulkhead. The drive shaft between and 47°C.
the motor and the compressor penetrate the bulkhead via a mechanical seal
Electric Motor The oil supply to the bearings is fed via a 25µ duplex filter which has an
operated with a pressurised oil barrier.
Manufacturer: Hyundai automatic continuous flow switch changeover valve. A pressure control valve
The compressors can be operated either locally from the cargo machinery room then regulates the oil flow to the bearings, with excess oil being bypassed and
No. of sets: 2
or from the cargo control room located on C deck. When in use, the capacity returned to the sump. The pump pressure relief valves act as back-up and are
Type: HRN7 453-26E set to lift at a pressure of 800kPa.
of the compressors can be regulated and controlled by the inlet guide vane
Motor type: 3-phase induction motor opening, with the travel indication being shown on the local and the cargo
Rated motor power: 1,230kW, 6,600V, 60Hz control room panels. The temperature sensors that are fitted, monitor the oil outlet temperature of
No. of poles: 2 the gear bearings, but for reference the nominal operating temperature should
The compressor motors are limited to three starts per hour when starting in a be between 40°C and 50°C. Should the temperature rise to 60°C, this will
Insulation: F class cause the alarm relays to operate.
cold condition or two starts per hour from warm conditions.
Starting method: Soft start
Current - Rated: 124.5A The LO system feeds the following:
Starting: 650% Compressor Systems • Journal bearing on both sides of the high speed shaft
Motor speed: 3,579 rpm Seal Gas System
• Journal bearing on the driven end of the low speed shaft
Number of starts: Cold 2 The seal gas system prevents LO mist from contacting LNG vapour and
• Integral thrust and journal bearing on the non-driven end of
Hot 1 avoids cold LNG flowing to the gearbox. The carbon ring seal consists of two
low speed shaft
chambers, with the first chamber on the impeller side allowing any leak-off
gas to be drawn back to the suction side of the compressor, while the second • Sprayers for the gearwheels
Design Case 1 Case 2 Case 3 chamber is fed with dry nitrogen. From the buffer tank the nitrogen pressure
Medium CH4 90.2 CH4 90.2 CH4 CH4 is reduced and regulated by the control valve CN976 to a nominal pressure Surge Control System
9.79% N2 9.79% N2 of 500kPa to the purging and sealing header. The seal gas is injected between
Molecular weight kg/mol 16.04 17.21 17.21 16.04 the gear shaft and the compressor wheel, with the nitrogen being produced An automatic surge control system is provided to ensure that the compressor
Flow m3/h 36,000 36,000 34,500 36,324 by the nitrogen generator on board and supplied to each HD compressor via flow rate does not fall below the designed minimum. Below this rate, the gas
isolating valves CP688, CP689 and CP690. The system is further regulated flow will not be stable and the compressor will be liable to surge, causing shaft
Inlet pressure kPa(a) 103 103 103 103
by the control valve PI11, so that the seal gas pressure is a function of the vibration which may result in damage to the compressor.
Inlet temperature ˚C -140 -140 -140 -140
compressor outlet pressure. Any seal gas entering the gearbox from the shaft
Outlet pressure kPa(a) 200 200 200 200 All of the gas compressors are equipped with an automatic surge control
seals is returned to the LO sump, where it is separated from the oil and vented
Outlet temperature ˚C -107.5 -105.3 -106.2 -107.5 to atmosphere via a mist separator and the No.5 vent mast. system which consists of the following:
Coupling power kW 1024 1083 1010 1033
• A flow transmitter
Shaft speed rpm 11,200 11,200 11,200 11,200
Lubricating Oil System • A compressor differential pressure transmitter
Inlet guide vanes setting 0 to +73 0 to +73 0 to +73 0 to +73
Lubricating oil in the system is stored in a vented sump tank which has an • A ratio station
integral steam immersion heater with thermostatic switch fitted. The heater is
used to maintain the oil at a constant positive temperature of at least +40°C to • An anti-surge controller
avoid the formation of condensation when the compressors are not running. • A recirculating valve on the gas stream

Issue: 1 - May 2010 IMO No: 9431135 Section 4.4.1 - Page 2 of 4


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Al Nuaman Cargo Operating Manual
On the basis of a preset ratio between the gas flow and compressor differential • Compressor gearbox LO pressure low In the cargo control room:
pressure signals, the anti-surge controller produces a signal which modulates
• Oil tank level low
the compressor recirculating valve. j) Select the HD compressor IAS screen mimic for the appropriate
• Oil tank temperature high operation.
Inlet Guide Vanes • Oil tank temperature low
k) Press the compressor’s RESET button and check if all of the
To achieve the required gas flow, the compressors have inlet guide vanes • Temperature of oil system high alarms and trip lamps are off and if the READY TO START
fitted at the suction end. The vanes are operated by pneumatic actuators which • Temperature of oil bulkhead lamp is on.
receive control signals from the flow controller.
• LO bulkhead pressure low
Note: Ensure that the anti-surge valve, inlet guide vanes, electric motor-
Rotation of the vanes is possible through an indicated angle of 80° to -30°. • Oil tank temperature low driven and auxiliary LO pumps are all set to the AUTO mode.
• Seal gas pressure low
Axial and Vibration Displacement Monitoring System l) The inlet guide valve should to be set at 80°, which equates to
• Motor aft bearing temperature
The compressor rotor is monitored for both vibration and axial displacement the minimum open position. The anti-surge controller is set at
and the alarm and shutdown is transmitted to the control panel. • Motor forward bearing temperature minimum, ie, the bypass valve is fully open.
• Motor windings temperatures
m) Start the compressor. The shaft vibration monitoring system is
Bulkhead Shaft Seals • High vibrations released after approximately 14 seconds. Check that no alarm or
A flow orifice regulates the oil flow and oil pressure to the bulkhead seal. This trip lamps are on.
oil is used for the lubrication of the shaft seal and returns back to the oil tank. Operating Procedures
n) Check the bearing temperatures and the vibration levels.
Capacity Control To prepare the HD compressors for operation, proceed as follows:
o) The auxiliary (standby) LO pump should stop after the
The compressor controller detects the pressure in the vapour main pipeline a) Check the oil level in the compressor sump tank. compressor-driven pump has run up to speed and is delivering
and alters the guide vane position to meet the pressure required. It is possible full system pressure.
to change the guide vane control to LOCAL mode if required, but a bumpless
b) Start the LO heater between 1 and 6 hours prior to the expected
transfer is required when returning back to REMOTE operation. Observe the following parameters:
compressor start-up depending on the ambient temperature.

Compressor Trips c) Ensure that the nitrogen seal gas supply manual valve is open. p) The seal gas differential pressure should read 10kPa to 20kPa.
Adjust the supply reducer if required.
The following conditions trip the HD compressors:
d) Open the compressor suction and discharge valves.
• The emergency shutdown system (ESD) system q) The LO supply pressure should read between 200kPa and
e) Run the auxiliary LO pump to warm-up the gearbox and 250kPa. Adjust the supply regulator if required.
• Tank high high level alarm 99%
bearings. Check the LO system for leaks.
• High high gas discharge temperature r) The LO supply temperature to the gearbox should be above
• High high bearing temperature f) Open the cooling water inlet and outlet valves for the LO cooler 30°C.
and ensure cooling water is available.
• Excessive rotor vibration s) Check the local control panel for alarms.
• Low low pressure - bulkhead g) Ensure that the instrument air supply to the control panel is
operational. t) Check the complete operating system for oil, seal gas, air, water
• Low low system LO pressure - gearbox and product leakage.
• High high LO temperature - bulkhead h) Switch on the power to the control cabinet and reset any
• Low low gas seal pressure alarms. To avoid the build-up of pressure inside the compressor, the suction and
discharge valves should remain open when the machine has been stopped.
• Electrical power failure
i) Check with the ECR that there is sufficient power available at
the cargo switchboards.
Non-trip alarms are indicated on the IAS and are listed as follows:
• Compressor discharge gas temperature - high
• Compressor LO filter differential pressure - high

Issue: 1 - May 2010 IMO No: 9431135 Section 4.4.1 - Page 3 of 4


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
Compressor Alarms Tag Description Normal Action Set Point
Operation H-HH Type
Each compressor electric motor is fitted with six temperature sensors, type PT-100, with two sensors being fitted per phase.
L-LL
There are also two PT-100 temperature sensors fitted to the motor’s drive end bearing.
TCV 5 Oil heater temperature 40°C - - -
TSL 5 Temperature oil tank 55°C L Alarm, 11 25°C
MHD Compressor Electric Motor Temperature Alarms TSH 5 H Alarm 60°C
Tag No. Description Alarm Trip TT 8 Temperature oil system TE 8 ~42°C
HD061 No.1 HD motor drive end bearing 100°C 105°C TSL 8 L Alarm, 12 +20°C
TSH 8 H Alarm +55°C
HD062 No.1 HD motor non-drive end bearing 100°C 105°C
HD017 No.1 HD bulkhead seal bearing (HH) - 80°C TT 10A Temperature oil bulkhead TE 10A ~60°C
TSHH 10A HH Trip +80°C
HD018 No.1 HD bulkhead seal bearing (H) 75°C -
TT 10B Temperature oil bulkhead TE 10B ~60°C
HD031 No.1 HD bulkhead shaft bearing (HH) - 75°C TSH 10B H Alarm +75°C
HD032 No.1 HD bulkhead shaft bearing (H) 70°C - TT 9A Bearing temperature TE 9A ~65°C
HD032 No.1 HD bulkhead shaft bearing (L) 15°C - TSHH 9A HH Trip 75°C
HD161 No.2 HD motor drive end bearing 100°C 105°C TT 9F Bearing temperature TE 9F ~65°C
HD162 No.2 HD motor non-drive end bearing 100°C 105°C TSL 9F L Alarm, 12 15°C
HD131 No.2 HD bulkhead seal bearing (HH) - 80°C TSH 9F H Alarm 70°C
HD131 No.2 HD bulkhead seal bearing (H) 75°C - PTI 8 Gearbox LO pressure ~160kPa
PSL 8A L Alarm, 12 100kPa(g)
HD131 No.2 HD bulkhead shaft bearing (HH) - 75°C
PSLL 8A Gearbox LO pressure ~150kPa LL Trip 80kPa(g)
HD131 No.2 HD bulkhead shaft bearing (H) 70°C -
PSL 8C LO pressure bulkhead ~110kPa L Alarm, 12 40kPa(g)
HD131 No.2 HD bulkhead shaft bearing (L) 15°C -
PSLL 8C LO pressure bulkhead ~110kPa LL Trip 20kPa(g)
PCV 11 Seal gas control valve 25kPa - - -
HD Compressor Set Points, Alarms and Shutdowns
PSL 11 Seal gas pressure - L Alarm, 11, 12 20kPa(g)
Tag Description Normal Action Set Point PSLL 11 Seal gas pressure - LL Trip 15kPa(g)
Operation H-HH Type ZT 3 Inlet guide vane position ZE3 +80° 0° - - 100kPa(g)
L-LL PCV 3A IP converter control valve 140kPa(g) - - -
PTI 1 Suction gas pressure 6kPa(g) - - - PCV 3B HIC control valve 100kPa(g) - - -
PTI 2 Discharge gas pressure 100kPa(g) - - -
PCV 3C Nozzle actuator control valve 600kPa(g) - - -
TT1 Suction gas temperature -140°C - - -
Key:
TT 2A Discharge gas temperature -107.35°C H: High Level
TSHH 2A TE 2A HH Trip +100°C HH: High-High Level
TT 2B Discharge gas temperature -107.35°C L: Low Level
TSH 2B TE 2B H Alarm +90°C LL: Low-Low Level
ZSL 3 IGV start position - 12 Closed 11: Start-up interlock LO pump
ZSH 1 Surge valve position - - 12 Open 12: Start-up interlock machine
ZSL 1
PDT 1 Process gas flow 6.87kPa - - -
YET 9 Vibration YE9 10-30µm/s
YSH 9 H Alarm 50µm/s
YSHH 9 HH Trip 75µm/s
PDTI 7 Differential pressure oil 50kPa
PDSH 7A filter H Alarm 250kPa
LSL 5 Oil tank level L Alarm, 11 -

Issue: 1 - May 2010 IMO No: 9431135 Section 4.4.1 - Page 4 of 4


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.5.1a High Duty Heater Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.5.1 - Page 1 of 3


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
4.5 Cargo Heater CAUTION Procedure for Preparing the High Duty Heater for Operation
When returning heated vapour to the cargo tanks in warm-up mode the
4.5.1 High Duty Gas Heater a) Ensure that the engine room control air supply valve to the cargo
temperature at the heater outlet should not be allowed to exceed +80°C.
control room is open. (Normally never closed.)
Failure to comply with this could result in damage to the cargo tank
High Duty Heater insulation and safety valves.
b) Ensure that the engine room main steam isolating valve SL107
Manufacturer: Cryostar to the cargo machinery room is open.
Type: 136-UT-38/34-4.0 High Duty Heater Data 136-UT-38/34-4.0
c) Ensure the cargo machinery room steam isolating valve SC356
Design temperature: -196°C/+220°C (tube), +220°C (shell)
Operation Sizing Begin End is open.
Design pressure: 1MPa (10 bar) (tube and shell) Warm- Warm- GCU
No. of sets: 1 Up Up Mode d) Open the steam drain cooler inlet and outlet valves CD303 and
Mode CD304 respectively and close the bypass valve CD302.
Process Fluid Methane Methane Methane Methane
Introduction e) Ensure that cooling water from the cargo fresh water system
Mass flow (kg/h) 42,300 63,0000 29,600 5170
Inlet volume flow (m3/h) 24,643 26,238 23,673 2953 is available and that the supply and return valves FW331 and
There is one steam heated high duty heater, located in the cargo machinery FW330 are open. Check that the drain outlet valve CD306 on
room on the starboard side of the trunk deck. 3
Outlet volume flow (m /h) 69,368 82,401 44,496 6627
the gas vent drain tank is closed and the outlet valve CD307 is
Inlet temperature -45°C -110°C 40°C -140°C open.
The heater has been provided for use in the following modes: Outlet temp; uncontrolled 82°C 34°C 125°C 102°C
• Warm-Up Mode - Normally, the high duty heater is used to Outlet temp; controlled 80°C 80°C 25°C f) Open the heater shell side vent valve to the save-all.
heat the cold BOG gas, at about -110°C, which is delivered from Supply inlet pressure kPa(g) 100 100 100 19
the cargo tank by either of the HD compressors at the specified g) Open the condensate inlet and outlet valves SC316 and SC311
Outlet pressure kPa(g) 10 20 20 19
temperature for warming-up cargo tanks before gas freeing. to the steam trap and close the bypass valve SC314.
Heat exchange (kW) 3,347 5,749 750 0
The high duty heater can be used to satisfy the above purpose
Steam consumption (kg/h) 5,837 10,024 1,307 942 h) Crack open the heating line steam inlet valve SC317 and
and the outlet temperature is kept at 0°C at initial stage and
75°C at the second stage. Steam inlet temp. (°C) 165 commence warming-through the heater.
Steam outlet temp. (°C) 160 approx.
Inlet pressure kPa(g) 600 i) When the heater shell side vent valve starts to exhaust steam,
Note: The cargo heater can also be used to heat the inert gas during gas
close in the valve to the save-all until it is just cracked open.
freeing operations. Outlet pressure kPa(g) 600
Allow the heater to slowly warm-through and close the valve
when the condensate outlet temperature is approximately
• BOG Mode - In conjunction with the BOG and HD compressors, Control of Temperature 164°C.
the heater can supply heated boil-off gas to the engine room for
burning in the gas combustion unit when there is excessive BOG The high duty heater outlet temperature is controlled by one (1) temperature j) Once the steam pressure has risen to the operating pressure,
and the reliquefaction unit is unable to handle the amount of controller with split range control of two pneumatic control valves equipped on slowly open the main steam inlet valve SC317. The heater is
gas produced. The gas that passes through the gas heater will the inlet and the high duty heater bypass lines respectively. now ready for use.
be heated to 60~70°C. After mixing with cold bypass gas, the
temperature of the gas decreases to 45°C, which is the design When starting the heater in warm-up mode, the bypass valve should initially k) Open the heater gas outlet valve CG634.
condition of the BOG heater. For this, there are two pneumatic be fully OPEN and the inlet valve fully SHUT. With the valve controls in the
control valves that are manipulated by the IAS so that heater remote position the temperature can slowly be increased on the IAS panel. l) Turn the local/remote switch to the REMOTE position on the
outlet temperature is controlled at about 45°C. local panel for the flow control valve CG632 and the temperature
Condensate Drainage control valve CG633. Open the outlet valve CG634/5.
In the GCU ‘AUTO’ mode, the heater inlet and bypass valve are automatically
activated according to sequential logics for automatic GCU start-up, and the The steam condensate from the heaters is returned to the engine room m) Ensure that there are no alarms or trips active on the heater.
steam supply valve is always open. atmospheric drains tank via the cargo steam drain cooler and a gas vent drains
tank. The gas vent drains tank is constantly monitored by the gas sampling n) Before commencing the operation, set up all of the LNG liquid
system to prevent the possibility of LNG vapour entering the engine room in and vapour valves on the cargo system as necessary.
the event of a failure of any of the tubes within the heater.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.5.1 - Page 2 of 3


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Al Nuaman Cargo Operating Manual
o) Monitor all of the pressures and temperatures until the heater High Duty Heater Set Points, Alarms and Shutdowns
has stabilised.
Tag Description Duty Normal Action Set Point
Operation H-HH Type
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 L-LL
LNG entering the cargo machinery room pipework system. PT 1 Gas inlet pressure - 100kPa(g) - - -
TT 1 Gas inlet temperature TE1 - -110 ~ +40ºC - - -
CAUTION PT 2 Gas outlet pressure - 20kPa(g) - - -
Thorough checks around the heater and the associated flange connections TSH 2 - H Alarm +85ºC
must be conducted during operation. Gas outlet temperature +80ºC
TSL 2 Boil-Off L Alarm -20ºC
TT 2 - - - -
Procedure for Shutting Down the High Duty Heater
TT 2 Gas outlet temperature control Warm-Up +80ºC - -
a) Close the LNG outlet valve CG634/5 to the heater. Boil-Off +45ºC - - -
PCV6 Instrument air supply - 140kPa(g) - - -
b) Allow the inlet and outlet temperatures to equalise.
TSHH 2 Gas outlet temperature switch +10 ~ +80ºC HH Trip +100ºC
c) Close the steam supply valve SC317 to the heater. TSLL 4 Condensate temperature switch - +150 ~ +190ºC LL Trip +80ºC
TAL 4 Condensate temperature - +150 ~ +190ºC L Alarm +90ºC
d) Crack open the shell side vent valve and slowly reduce the TT 4 TE4 - - - -
pressure in the heater. LSH 4 Level switch - - H Alarm 250mm
LSHH 4 Level switch - - HH Trip 330mm
e) Once the shell pressure is at atmospheric pressure, fully open
the shell vent valve.

f) Close the condensate inlet and outlet valves SC316 and SC311
to the steam trap and open the bypass valve SC314.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.5.1 - Page 3 of 3


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Illustration 4.6a LNG Vaporiser Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.6 - Page 1 of 3


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
4.6 LNG Vaporiser This operation would only be carried out at the initial inerting of cargo tanks Procedure for Preparing the LNG Vaporiser for Use
or at the first loading terminal after dry dock. The vaporiser outlet temperature
LNG Vaporiser must be controlled at 20°C during the inerting operation. a) Ensure that the engine room control air supply valve to the cargo
control room is open. (Normally never closed.)
Manufacturer: Cryostar The vaporiser can also be used to fill the evacuated insulation spaces with
nitrogen supplied by the terminal, as the on board generators only have the b) Ensure that the engine room main steam isolating valve SL107
Type: 65-UT-38/34-6.2
capacity to maintain the nitrogen supply but not fill with the first charge. to the cargo machinery room is open.
No. of sets: 1
Vaporiser Data c) Ensure the cargo machinery room steam isolating valve SC356
Introduction is open.
Operation Purging Unloading Inerting
Mode Mode d) Open the steam drain cooler inlet and outlet valves CD303 and
There is one steam heated LNG vaporiser fitted and this is located in the cargo
machinery room on the starboard side of the trunk deck. The vaporiser is of the (Methane) (Methane) (Nitrogen) CD304 respectively and close the bypass valve CD302.
shell and tube type and can be seen in illustration 4.6a. Flow of gas (kg/h) 14,290 26,500 4,730
Inlet volume flow (m³/h) 32 59 6 e) Ensure that cooling water from the cargo fresh water system
The vaporiser has been provided for and can be used in the following modes: is available and that the supply and return valves FW331 and
Outlet volume flow (m³/h) 17,830 15,009 3,384
FW330 are open. Check that the drain outlet valve CD306 on
Inlet temperature (°C) -163 -163 -196 the gas vent drain tank is closed and the outlet valve CD307 is
• Gassing-Up - To supply gaseous natural gas (GNG) to the cargo
tanks and displace the inert gas before the initial cooldown/ Outlet temp. uncontrolled (°C) 20 -27 103 open.
loading operation. Normally this would only be carried out Outlet temp. controlled (°C) 20 -140 20
during the first cargo after a dry docking, or in the event of a one Supply inlet pressure kPa(g) 400 400 200 f) Open the vaporiser shell side vent valve to the save-all.
tank gas freeing operation. Outlet pressure kPa(g) 20 20 0.2
g) Open the condensate inlet and outlet valves SC307 and SC309
Heat exchange (kW) 3,683 4,146 584 to the steam trap and close the bypass valve SC305.
• Inerting with Liquid Nitrogen - Supply the cargo tanks with
Steam consumption (kg/h) 6,422 7,229 1,018
vaporised nitrogen using liquid nitrogen supplied by the terminal
in the event of the vessel’s inert gas generator being inoperative. Steam inlet temperature (°C) 165 h) Crack open the heating line steam inlet bypass valve SC308 and
This operation would only be carried out at the initial inerting of Steam outlet temperature (°C) Approximately 160 commence warming-through the vaporiser.
cargo tanks or at the first loading terminal after dry dock. The Steam pressure kPa(g) 600
vaporiser outlet temperature must be controlled at 20°C during i) When the vaporiser shell side vent valve starts to exhaust steam,
the inerting operation. close in the valve to the save-all until it is just cracked open.
Control of Temperature Allow the vaporiser to slowly warm-through and close the
• LNG Discharge - To supply cold vapour to the cargo tanks The LNG vaporiser outlet temperature is controlled by one temperature valve when the condensate outlet temperature is approximately
during discharge operations whenever the discharge terminal controller with split range control of two pneumatic control valves equipped on 164°C.
return gas blowers are not operative or are not supplying the inlet and the high duty heater bypass lines respectively.
sufficient return vapour to the ship. j) Once the steam pressure has risen to the operating pressure,
The temperature controller regulates the opening of the bypass valves to obtain slowly open the main steam inlet valve SC304 and close the
a constant and stable discharge temperature for various ranges of operation. bypass SC308. The vaporiser is now ready for use.
Gassing-Up The temperature of the gas being discharged is adjusted by injecting a certain
amount of liquid into the outlet side of the vaporiser through the bypass k) Open the vaporiser gas outlet valve CG646.
In this mode the vaporiser is used during the gassing-up process to supply (temperature) control valves and liquid injection nozzles.
warm vapour to the cargo tanks to displace the inert gas. For this the LNG l) Turn the local/remote switch to the REMOTE position on the
liquid is supplied from the terminal to the liquid manifold where it passes to local panel for the flow control valve CG642 and the temperature
the stripping/spray header via the appropriate ESDS liquid valve. It is then fed Condensate Drainage
control valve CG643. Open the inlet valve CS641.
to the vent gas heater and the LNG vapour produced is passed at +20°C to the The steam condensate from the vaporiser is returned to the engine room
vapour header and then into each tank via the vapour domes. atmospheric drains tank via the cargo steam drain cooler and a gas vent drains m) Ensure that there are no alarms or trips active on the vaporiser.
tank. The gas vent drains tank is constantly monitored by the gas sampling
A secondary role is to supply the cargo tanks with vaporised nitrogen using system to prevent the possibility of LNG vapour entering the engine room in n) Before commencing the operation, set up all of the LNG liquid
liquid nitrogen supplied by the terminal in the event of the vessel’s inert gas the event of a failure of any of the tubes within the vaporiser. and vapour valves on the cargo system as necessary.
generator being inoperative.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.6 - Page 2 of 3


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o) Monitor all of the pressures and temperatures until the vaporiser LNG Vaporiser Set Points, Alarms and Shutdowns
has stabilised.
Tag Description Duty Normal Action Set Point
Operation H-HH Type
CAUTION
L-LL
Thorough checks around the LNG vaporiser and the associated flange
connections must be conducted during operation. PT 1 Gas inlet pressure - 200 ~ 400kPa - - -
TT 1 Gas inlet temperature - -196ºC ~ -163ºC - - -
PT 2 Gas outlet pressure - 20kPa(g) - - -
Procedure for Shutting Down the LNG Vaporiser
TSH 2 H Alarm +85ºC
TSL 2 Gas outlet temperature - -140ºC ~ 20ºC L Alarm 145ºC
a) Close the LNG inlet valve CS641 to the vaporiser.
TT 2 - - -
b) Allow the inlet and outlet temperatures to equalise. LNG discharge -140ºC - - -
Purge +20ºC - - -
c) Close the steam supply valve SC304 to the vaporiser. TT 2 Gas outlet temperature control Inerting +20ºC - - -
Emergency -40ºC - - -
d) Crack open the shell side vent valve and slowly reduce the
forcing
pressure in the vaporiser.
PCV6 Instrument air supply - 140kPa(g) - - -
e) Once the shell pressure is at atmospheric pressure, fully open TSLL 4 Condensate temperature switch - +150ºC ~ +190ºC LL Trip +80ºC
the shell vent valve. TAL 4 Condensate temperature - +150ºC ~ +190ºC L Alarm +90ºC
TT 4 TE4
f) Close the condensate inlet and outlet valves SC307 and SC309
LSH 4 Level switch - H Alarm 250mm
to the steam trap and open the bypass valve SC305.
LSHH 4 Level switch - HH Trip 330mm
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
LNG entering the cargo machinery room pipework system.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.6 - Page 3 of 3


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Al Nuaman Cargo Operating Manual

Illustration 4.7a Nitrogen Compander System


Set at 4.4MPa
From Stripping Line
Key To Second Barrier Pressurisation
RN601 To Primary Barrier Pressurisation
Nitrogen RR601
Nitrogen From Gaseous Nitrogen Line
LNG Vapour Inventory Tank Seal Gas Venting
(30m3, 4Mpa) To No.5 Vent Mast
LNG Liquid
RN602 Set at
RR807
1kPa To Cargo Vent Mast
39°C To O2 Detector
RN
840 RR802 A
Set at
3.45MPa Set at 5.2MPa
RN A To Gas RN888 RN890 RN887
841 Detection Unit RN885 Cold Box
RN814 RR804 41°C RN886
RN RI891 From BOG
No.2 Nitrogen Compander 41°C 41°C
849 Compressor
RC816 RN819 RN820
RN -110°C From
F 39°C 40°C RC882 A RC804 To BOG
848 Vapour
RN810 RN809 RL815 Compressor
A Header
RN RC811 RC812 Preheater
RL815
846 RN806 RN804 1st 2nd 3rd EXP -161.5°C RL833

A RC807 RC808 RL835


RC802
From RN877 RN878 RN863 RN851 RN850
Nitrogen A M
System
RR801
Set at RN875 RN876 To Tank RN874 RN864 RN873
3.45MPa Set at 5.2MPa
A Near Preheater
RN811 To Separator CN686
RN813 RR803
Nitrogen Blank
No.1 Nitrogen Compander 41°C CN684

RC815 RN817 RN818 LNG


39°C 40°C RC881 A RC803 Vaporiser
No.2 CP676
RN808 RN807 Vacuum CN687
RN805 RN803 RC809 RC810 Pump
1st 2nd 3rd EXP -161.5°C CP675
RN845
RC805 RC806
To Tank
RC801 A RN
RN844 No.1 CP674

A
865
A RN801 Vacuum CG646
CN685 CN682
F RN843 Pump
CP673
RN802 2nd Floor
RN867 No.2 Nitrogen Boost CP672
Dryer (120m3/h) RN842 1st Floor
A A
CP671
RN822 RN824 RN826 RN828 RN869 RN830 RN832 RN880 RN839
A
RR RR No.2 BOG
S
824 Compressor CP692 CP688 CN683
CP693 822 A
RN837
A
RN834
No.1 BOG CN675 CN676 CN677
Compressor CP691
CN674
RN870
A
S RR RR No.2 H/D
RN866 821 823 CP690 CN671 CN672
Dryer Compressor
A A
CN673 CN681
RN821 RN823 RN825 RN827 RN868 RN829 RN831 RN879 RN838
No.1 Nitrogen Boost A

(120m3/h) A No.1 H/D


Compressor CP689 CN678 CN679 CN680

RN833

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 1 of 33


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Al Nuaman Cargo Operating Manual
4.7 Reliquefaction Plant Nitrogen Companders Introduction
Manufacturer: Atlas Copco Energas GmbH
The main purpose of the reliquefaction system is to provide cargo tank pressure
Boil-Off Gas Compressors Type: GT032N3D0
control by liquefying all of the boil-off gas from the cargo tanks during normal
Manufacturer: Hamworthy Quantity: 2 ship operations. In doing so it protects the tanks from over-pressurisation. The
Type: GT 032 T3K2 Compressor section: 88,900kg/hr (mass flow rate) system consists of two main loops, the boil-off gas loop (BOG) that is shown
Compressor section: 1,002kPa (inlet pressure) in purple in illustration 4.7a and the nitrogen loop that is shown in orange.
Quantity: 2
Mass flow: 6,635kg/h Compressor section: 4,329kPa (inlet pressure)
The vessel comprises of five cargo tanks with the LNG being stored at between
Inlet pressure: 103kPa(a) inlet; 800kPa(a) outlet Compressor section: 39.7ºC (inlet temperature) 106kPa(a) and 112kPa(a). Although the tanks are fully insulated the LNG is
Design temperature: 36.5ºC outlet Compressor section: 41.7ºC (outlet temperature) subjected to some heat input which causes the contents to boil and partially
Motor rated duty: 1,100kW Compressor section: 20,444 rpm (rotor speed No.1) vaporise. The boil-off from the tanks is collected in the vapour header and then
Compressor section: 20,444 rpm (rotor speed No.2) compressed in a 3-stage BOG compressor before being discharged to the ‘cold
Rated speed: 38,243 rpm (rotor No.1)
box’ where it is cooled and condensed. The LNG and any non-condensable
Rated speed: 42,492 rpm (rotor No.2) Compressor section: 25,555 rpm (rotor speed No.3)
gases are segregated in a separator where the liquid phase is returned to the
Rated speed: 42,492 rpm (rotor No.3) Compressor section: 4,100kW (drive rating) cargo tanks under pressure, while the gas is vented either back to the tank or
Rated speed: 3,552 rpm (drive motor) Inter-cooler: 36ºC (inlet temperature) to the GCU for burning.
Inter-cooler: 46ºC (outlet temperature)
Inter-cooler flow: 0.475m³/hr Primary BOG Equipment Process Description
Boil-Off Gas Condenser
Expander (inlet): 4,323kPa(a) (pressure)
Manufacturer: Linde The system comprises the following equipment:
Expander (inlet): 1,079kPa(a) (pressure)
Heat transfer: 998kW
Expander (outlet): 88,900kg/hr (mass flow rate) • Two BOG compressors, one duty and one standby
Vapour flow rate: 104,500kg/h
Expander (inlet): -109.3ºC (inlet temperature) • Two nitrogen companders
Design pressure: 9.65 bar
Expander (outlet): -161.0ºC (outlet temperature)
Nitrogen temperature: -168.4°C inlet; -140.3°C outlet • One preheater
Expander: 25,555 rpm
• One waste gas heater
Vent Gas Heater Nitrogen Booster Compressor • One HD heater (used during excess BOG mode)
Manufacturer: Vahterus Manufacturer: Compair • Two high duty HD compressors (used in the event of a failure of
Type: PSHE 2HH-78/1/1 Type: 2 cylinder, single-stage, water-cooled a 2nd BOG compressor)
Flow rate: 0.4kg/s Max. pressure: 4.0MPa • A ‘cold box’ incorporated within the cryogenic heat exchanger
Capacity: 121kW Min. pressure: 1.0MPa • One liquid/gas separator incorporated within the cryogenic heat
Temperature at inlet: -166.1°C Temperature (max.): 45°C exchanger
Temperature at outlet: 40°C Speed (max.): 1,800 rpm • One LNG transfer pump

LNG Transfer Pumps Nitrogen Dryer • One nitrogen (30m³) inventory reservoir - used for inventory
control
Manufacturer: Cryomec Manufacturer: Donaldson Ultrafilter
One nitrogen (59m³) buffer tank - used to supply purge and seal
Type: VSMP 170-4-SC Type: MSD-0225S
gas
Quantity: 1 Dew point: -70°C
• Two nitrogen booster compressors and associated absorption
Fluid: LNG
Nitrogen Reservoir dryer operating in a duty/standby mode
Number of stages: 1
Flow rate: 250 litres/min Manufacturer: SB Verksted as
Suction pressure: 350kPa(g) Type: Horizontal
Discharge pressure: 520kPa(g) Capacity: 30m³
Motor rating: 4.0kW, 3,540 rpm Design pressure: 4.0Mpa

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 2 of 33


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.7b Reliquefaction in Normal Mode Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
36.4°C CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box
-100°C P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st 40°C -161°C
RL829 RL812 IG020
Compressor RG822

IG010
Key
RG815

P
RG810

2nd
P To Pipe LNG Condensate
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Cold LNG Vapour
3rd RL821 RL830 RL813 To Ballast
Line Warm LNG Vapour

RG802 RG804 From Inert N2 Rich Gas


Gas System
Heated N2 Rich Gas

Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 3 of 33


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Al Nuaman Cargo Operating Manual
The BOG Compressors During normal operations the main oil pump provides the BOG compressor’s are of the axial inflow type with fixed diffusor vanes, enabling the compressor
principle components with oil, while the electrically-driven auxiliary LO pump to operate over a range of pressures and flow rates.
Each compressor comprises of the following main components: operates when the compressor is stopped. The auxiliary pump will remain on
standby when the compressor is running and will start should the oil pressure The nitrogen exiting each compressor stage flows through a fresh water cooled
• Variable diffuser vanes actuator
fall below a predetermined value. Any further decrease in pressure will cause inter-cooler, enabling a stable temperature to be maintained between the stages.
• LO immersion heater a shutdown of the compressor. The nitrogen flowing between the stages is monitored for temperature and
• Electric motor-driven auxiliary LO pump protected by an alarm and trip. The trip will be initiated should the temperature
To ensure an optimum condition of the LO system, the LO in the tank is heated reach a predetermined high/high level.
• Gear-driven main LO pump to a preset value. Condition monitoring of the LO system is carried out by a
• Oil cooler LO tank level switch and temperature indication, with both initiating an alarm Note: The expander is fitted with a bypass valve which enables the nitrogen
should the level or temperature move to a predetermined set point. to bypass it during the warm-up phase. Once this has been completed the
• Duplex oil filter
bypass valve closes and the nozzle ring in the expander opens.
• Bulkhead/shaft seal BOG COMPRESSOR OPERATING CONDITIONS
Suction Pressure 103kPa(a) The compander driving power is transferred from the motor to the gear shaft
• Main drive electric motor
Suction Temperature 36.4˚C via a multiple-disk steel coupling. A single helical spur gear is used to transfer
The two BOG compressors are three-stage centrifugal compressors with each Discharge Pressure 810kPa(a) power and reach operating speed. Power is transferred from the wheel shaft via
compressor stage incorporating diffuser guide vanes (DGV) for controlling the the gears onto the pinion shafts and from there to the impellers. The impellers
Discharge Temperature 41˚C
capacity. are arranged in an overhung position on the pinion shafts.
Design Mass Flow 6,384kg/hr (including flash gas)
The BOG compressors are electrically-driven radial compressors through Note: The high speed shafts are installed with radial vibration sensors and the
a single helical spur-type gear assembly. During the BOG compressor’s Surge Control System bearings are equipped with temperature sensors.
operation, the flow of BOG entering the compressor is axially accelerated in
the suction nozzle through the radial impeller towards the spiral casing. The An automatic system has been provided to protect the BOG compressors from The LO system is designed to lubricate the gearbox bearings, gear teeth and
compressor’s spiral casing is designed to convert the kinetic energy of the BOG surge and this utilises a bypass valve that operates in response to a low flow electric motor bearings, and includes an electric and motor-driven pump, oil
to potential energy, causing pressurisation to take place. The BOG exiting controller. Compressor surge is indicated by erratic inlet and outlet pressures cooler, oil heater and double filter.
each stage flows through a fresh water cooled inter-cooler, enabling a stable and by flow pulsation which is caused by flow instability inside the compressor.
temperature to be maintained between the stages. The BOG flowing between Severe surge can induce excessive shaft vibration. Surge protection is also Cooling of the LO is carried out by a fresh water heat exchanger with an
the stages is monitored for temperature by an indicator which has an alarm and available between the stages, with alarm and trip protection being provided automatic control valve being fitted to prevent over-cooling. The dual filters
trip. A trip will occur should the temperature reach a high/high level. should the pressure differential reach a predetermined value. maintain maximum cleanliness of the oil. Monitoring of the system is carried
out by the following:
To minimise any leakage of gas, the BOG compressor shafts are fitted with Note: Proximity probe sensors are installed to enable the continuous
• Oil tank level gauge and a low level switch
shaft seals which are designed to seal the space between the impeller back-face monitoring of the compressor for shaft vibration.
and the gearbox. These seals comprise of a non-lubricated floating carbon ring • LO temperature
seal. The nitrogen flowing into the shaft seal is regulated by a pressure valve • Pressure indicator
which responds to the nitrogen entering the shaft seal. The pressure in each seal
Compander Description
is monitored by a differential pressure alarm which will respond to differential
The nitrogen compander comprises the following principle components: Shaft Seals
pressure when a predetermined value is attained.
• An electrical motor that drives the unit through a semi-flexible The compressor stage(s) and expander shaft seals are a combination of
The adjustable diffuser guide vanes fitted are aerodynamically shaped guide slipping coupling linking the motor to a single helical spur-type labyrinth seal, floating carbon ring seal, and a dry-faced mechanical seal,
vanes which are operated by a lever mechanism with adjusting ring. The DGVs gearbox. which are designed to ensure the seal space gas leakage from between impeller
are designed to continuously reduce or increase the flow by increasing or • Three compressors and an expander with three fresh water and the gearbox is reduced to an acceptable minimum. The nitrogen flowing
decreasing the diffusor guide vane cross-section. inter-coolers and interconnecting pipes. A LO system is also into the shaft seal is regulated by a pressure valve which responds to the
provided, supplying oil to the gearbox and motor bearings nitrogen pressure entering the shaft seal. Each compressor stage and expander
To ensure that all of the components are lubricated and cooled, an integrated seal pressure is monitored by a differential pressure alarm which will respond
LO system has been fitted. The system supplies all of the bearings, gear teeth to differential pressure when a predetermined value is attained.
and thrust collars for lubricating and cooling purposes. The mechanically- Expander and Compressors
driven main LO pump draws oil from the sump tank and delivers it to the The expander is of the radial inflow type using variable inlet guide vanes to
compressor’s components at 48˚C and at a pressure of 250kPa(g) via a cooler maintain gradual control of the nitrogen flow from 50% to 125%. The actuator
and duplex filter. The LO is then returned to the tank. acts on the single nozzles of the nozzle ring via a lever system. The compressors

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 4 of 33


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.7c Reliquefaction in Excess BOG Mode Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
36.4°C CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box
-100°C P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd 36.4°C CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st 40°C -161°C
RL829 RL812 IG020
Compressor RG822

IG010
Key
RG815

P
RG810

2nd
P To Pipe LNG Condensate
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Cold LNG Vapour
3rd RL821 RL830 RL813 To Ballast
Line Warm LNG Vapour

RG802 RG804 From Inert N2 Rich Gas


Gas System
Heated N2 Rich Gas

Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 5 of 33


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Expander Nozzle Control To ensure the nitrogen is dry, the discharge from the booster compressor The Preheater
flows through an absorption type dryer. The nitrogen flowing through the
The expander is equipped with guide vanes which are designed to accelerate Prior to the BOG flowing from the tanks to the BOG compressor, it passes
dryer will be alternately dried in one of the absorbers while the other is being
and control the gas and to control the flow with a variable opening of the flow through a preheater which is installed upstream of the BOG compressors.
regenerated.
area from 50% to 125%. The nozzles are adjusted from outside the expander The purpose of this is to ensure a stable inlet temperature to the compressors
by a pneumatic operated actuator. at a level well above cryogenic conditions. The preheater is designed to heat
The Cold Box the incoming BOG from -100°C to +36.5°C. The heating medium used is
warm nitrogen at a temperature of approximately +42°C, taken from a branch
Nitrogen Inter-cooler The cold box comprises of a plate-fin heat exchanger and a liquid separator.
line after the nitrogen compander 3rd stage compressor (before entering the
The nitrogen flowing through the cold box has four passes, which are as
Between each compressor stage are fitted inter-coolers to ensure the nitrogen expander).
follows:
gas remains in a stable condition. The function of the inter-coolers is to cool
the nitrogen after each compressor stage to approximately 40°C. The cooling • Pass 1 – The BOG flowing downwards is desuperheated and
LNG Transfer Pump
medium is fresh water. condensed
The purpose of the LNG transfer pump is to pump condensate from the
• Pass 2 – The warm high pressure nitrogen flowing downwards
reliquefaction separator to the cargo tanks during free-flow conditions. The
Lubricating Oil System is pre-cooled
pump has an electrically-driven variable frequency drive that provides speed
To ensure that all of the compander components are lubricated and cooled, • Pass 3 – The warm high pressure nitrogen flowing downwards regulation which provides control of the discharge pressure.
an integrated LO system has been fitted. The system supplies all of the is pre-cooled
bearings, gear teeth and thrust collars for lubricating and cooling purposes. The The pump is used when the BOG compressors are being bypassed (free-flow
• Pass 4 – The cold nitrogen flowing upwards from the expander
mechanically-driven main LO pump draws oil from the sump tank and delivers mode) and the pressure inside the separator is insufficient to discharge the
is cooling the BOG and nitrogen
the oil to the compander’s components via a cooler and filter. The LO is then condensate back to the cargo tanks.
returned to the tank. During normal operations the main oil pump provides the
During the flow process the temperature in the cold box is lowest at the bottom
compander with oil, with the electrically-driven auxiliary pump being used
(-161.5°C) and highest at the top. The Control System
when the compander is stopped. The auxiliary pump remains on standby when
the compander is running and will be started should the oil pressure fall below
a predetermined value. Any further reduction in pressure will cause a shutdown Note: A nitrogen purging system will ensure an over-pressure in the cold box The reliquefaction plant controllers are part of the IAS and are located in the
of the compander. at all times. The cold box gas detector is placed in the purging stream outlet, system cabinets. The main control cabinet and the operator station cabinets
and will detect any leakage inside the cold box. are located in the electrical motor room (safe area), which comprise of remote
To ensure an optimum condition of the system, the LO in the tank is heated I/O units communicating with the system’s controllers. The cargo compressor
to a preset value and condition monitoring is carried out by a level switch and To ensure the cold box operates within its design safety limits, a pressure relief room, which is classified as a zone 1 hazardous area, comprises of certified
temperature indication and alarm. Both of these initiate an alarm should the valve will release any excess pressure above 10g/cm², and will also act as a remote I/O units that communicate with the system’s controllers. The CCR
level or temperature move to a preset point. vacuum breaker. For additional safety, a bursting disc is also fitted at the motor contains the IAS operator workstations.
room roof which is connected to the ‘cold box’ by a duct. The bursting pressure
for the disc will be initiated at 50g/cm². Temperature monitoring of the cold The control system is a dual processor with 100% redundancy with both local
Nitrogen Booster Compressor box nitrogen flow path is carried out by temperature indicators and alarms. and remote control facilities. The reliquefaction system control is a stand-
The purpose of the nitrogen booster compressors and dryers is to fill alone system with its own local operator station comprising of a keyboard and
and replenish the reliquefaction reservoir tank. The system comprises the display placed in the compressor room.
The Separator
following:
The separator has been integrated within the cold box assembly and enables the Operation, monitoring and control of the reliquefaction plant control system
• Two (100%) booster compressors with absorption dryers non-condensable gases to be separated out and routed either to the GCU via the is carried out via the IAS operator stations in the cargo control room, or the
• One 30m³ nitrogen storage reservoir vent control valve or back to the tank. The LNG condensate at the bottom of the operator station located in the compressor room. If required, a number of
separator is returned to the cargo tanks under the action of differential pressure pushbuttons, lamps and switches on the local control panels give the operator
The nitrogen from the reservoir/buffer tank ensures the refrigeration loop between the separator and cargo tanks or by the LNG transfer pump. The liquid the possibility of local control.
is replenished with pressurised dry nitrogen as required, but to also act as a level inside the separator is maintained by a modulating control valve.
reservoir to receive nitrogen from the companders if there is too much in the Note: The control system is self-diagnostic and if any part of the control
system. This is known as inventory control and is used to regulate the cooling Waste Gas Heater system becomes defective, the rest of the system will not suffer any
capacity of the compander’s system. malfunction and continue to safely operate the equipment and process.
The waste gas heater is heated by saturated steam and is used to heat the vented
The booster compressors are of the 2-stage single-acting type with each having gas to ambient temperature before it enters the GCU. The temperature of the
a varying suction pressure which is always maintained higher than 5 bar(g). gas is controlled by a bypass line and automatic valve RG-847 which allows
The booster compressors are designed to ensure the reservoir pressure is gas to bypass the heater.
maintained at an operating pressure of 4.4MPa(g).

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 6 of 33


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.7d Reliquefaction in Free-Flow Mode Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
36.4°C CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box
-100°C P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st 40°C -161°C
RL829 RL812 IG020
Compressor RG822

IG010
Key
RG815

P
RG810

2nd
P To Pipe LNG Condensate
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Cold LNG Vapour
3rd RL821 RL830 RL813 To Ballast
Line Warm LNG Vapour

RG802 RG804 From Inert N2 Rich Gas


Gas System
Heated N2 Rich Gas

Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 7 of 33


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Normal Control Function and Sequences Illustration 4.7e IAS Layout
The control and alarm system for the reliquefaction plant requirements are as
Engine Cargo Room
follows: IAS Operator
Stations
• Automatic process control, sequences, and alarm/shutdown
functions are provided to ensure the reliquefaction operation is
maintained within preset parameters in both laden, ballast and
loading/unloading conditions.
• A start/stop button for each cargo and nitrogen cycle.
• A manual override on all control loops (password protected).
• Capacity control and balance facilities between the cargo and
Electrical Room (Safe)
nitrogen cycles by varying the nitrogen inventory.
Main Control Operator Station
The following functions are available at the terminal for the operators: Cabinet PC Cabinet

• Monitoring of indications of analogue and digital variables (eg,


selected stream data and instrument signals).
• Control and modify selected set points.
• Control selected operating procedures and modes.
• Monitor and identify incoming alarms. Compressor Room (Zone 1)

• Monitor selected trends and mean values (logging of historical


data). M M

BOG Operational Modes LNG Pump Skid


Nitrogen Booster Skid

Standby Mode
The reliquefaction system can be set in a position where it is cooled down and
prepared for operation without discharging any condensate back to the cargo
tanks. The refrigeration loop is in operation, but will only provide sufficient
cooling capacity to compensate for the heat ingress to the system via the cold
box walls and piping, etc. For stable operation in a running standby mode it
BOG Compressor No.1
is necessary to have liquid present in the separator. The start-up from warm Nitrogen Compander No.1 Operator
conditions will therefore require the BOG section of the cold box to have Station
access to BOG from the cargo tank in order to build up a liquid level in the
separator, and to avoid sub-atmospheric pressures as a result of density changes
during cooling.

During the standby mode, the cold box BOG inlet valve RG-825 remains open
during the cooldown phase. BOG Compressor No.2
Nitrogen Compander No.2
When the liquid in the separator has reached a normal low liquid level and
the temperatures in the lower parts of the cold box have stabilised, the BOG
inlet valve RG-825 is closed with the running standby condition having been
achieved.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 8 of 33


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.7f Reliquefaction in Waste Gas / Vent Gas Mode Port Manifold Starboard
To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
36.4°C CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box
-100°C P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st 40°C -161°C
RL829 RL812 IG020
Compressor RG822

IG010
Key
RG815

P
RG810

2nd
P To Pipe LNG Condensate
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Cold LNG Vapour
3rd RL821 RL830 RL813 To Ballast
Line Warm LNG Vapour

RG802 RG804 From Inert N2 Rich Gas


Gas System
Heated N2 Rich Gas

Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 9 of 33


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Normal Reliquefaction (Illustration 4.7b) Note: The vent gas will consist of approximately 70 molecular % nitrogen BOG Flow Operational Introduction
Normal reliquefaction is required when the tank pressure control is performed and 30 molecular % methane, and must therefore be treated different than
by one BOG compressor and the BOG compressor capacity is less than or equal normal methane rich BOG by the GCU. The purpose of the three-stage BOG compressors is to maintain a constant
to 100% of maximum flow. In normal reliquefaction mode, the separator level pressure in the cargo tanks. The BOG is compressed and transferred to the
control does not involve the LNG transfer pump, as the BOG compressor will reliquefaction unit where it is liquefied and then sent back to the tanks. The
GCU Mode cargo tank pressure is thus kept constant by varying the mass flow through the
provide sufficient head to discharge the liquid BOG back to the cargo tanks.
If the refrigeration loop is inoperable, the cargo tank pressure is maintained by BOG compressor.
running the BOG compressors and the GCU. When the plant is started up in
Loaded Passage With Excess BOG Mode (Illustration 4.7c) GCU mode, the GCU is given priority over the reliquefaction plant. No gas is The main components in the BOG loop are as follows:
In the event of there being excess boil-off gas from the tanks and with the sent to the cold box in GCU mode and the cold box inlet valve RG-825 remains • A BOG preheater (25HB-100)
vapour header pressure increasing to its maximum permissible value, the closed.
operation of the second BOG compressor will be activated. Any excess BOG • Two BOG compressors (25KX-100 and 25KX-200)
in the system that cannot be processed by the reliquefaction plant will be The operator can manually initiate the reliquefaction mode from the GCU • A plate-fin heat exchanger (part of the cold box) (25HX-100)
discharged to the GCU along a dedicated line as shown in illustration 4.7c. mode. The gas flow will then be gradually transferred from the GCU to the
reliquefaction plant, and the GCU stopped when all of the BOG is being • A single liquid BOG phase separator (part of the cold box) (25-
The start-up of the second BOG compressor and GCU will be initiated by the
handled by the refrigeration loop. VA101)
IAS system, but because of the limited capacity of the BOG preheater, the HD
heater will need to be brought into operation and used to heat the excess BOG • LNG transfer pump (25-PA101)
before it enters the compressors. Note: If the BOG compressors are inoperable, the cargo tank pressure must
be controlled by a combination of free-flow to the GCU via the recycle lines During a laden voyage the BOG system operation has the following conditions
If in the event the GCU is out of operation, the gas flow that otherwise would of the HD compressors and controlled venting. applied:
have been handled by the GCU must be taken care of by controlled venting via • LNG in the tanks is at a saturated condition of approximately
the No.1 vent mast. If the refrigeration loop is out of operation and the boil-off rate exceeds that -160°C with the tank pressure just above atmospheric pressure.
which can be handled by the GCU, controlled venting must take place in
Excessive BOG conditions can take place due to the following non-equilibrium parallel with the GCU operation. • Due to heat leakage into the piping system between the tanks
tank conditions: and the BOG compressor, the system inlet temperature will be
in the range –100 to -140°C during a laden voyage.
• Insufficient cooldown of tanks before loading Special Operating Conditions
• Rough weather In addition to the operating conditions detailed above, the BOG compressors Note: The temperature at ballast condition depends on several parameters,
can be used for the following purposes: eg, tank cooldown intervals.
Free-Flow (Illustration 4.7d) • BOG compressor operation during warming-up of the LNG
The free-flow mode is very similar to the standby mode. The only difference is cargo tanks where the suction temperature can be high. • The BOG compressor inlet temperature is regulated to 36.4°C by
that the cold box BOG inlet valve RG-825 remains open in the free-flow mode. • BOG compressor operation during inerting of the cargo tanks. the preheater. At the discharge side, the temperature is regulated
The ‘free flow’ indicates that the BOG is allowed to flow freely into the cold to between 40°C and 41°C at a pressure of 800kPa(a).
box without having been pressurised by the BOG compressors. Consequently, • BOG enters the top of the cold box and leaves at the bottom
Note: These conditions will seldom take place but may be necessary during
if the cargo tank pressure is higher than the separator pressure, BOG will flow after being cooled and condensed by the cold nitrogen. The
dry dockings or if a tank has to be inspected between dockings.
into the cold box via the BOG compressor bypass line. As the condensate LNG leaving the cold box has a temperature of approximately
level increases in the separator, the LNG transfer pump will start and this has CAUTION –161°C.
sufficient head to discharge the liquid from near atmospheric pressure in the
If the molecular weight of the gas entering the BOG compressor • In the separator the non-condensable gases (if any) are routed to
separator to the bottom of the cargo tanks.
becomes too high, the three compressor stages will not be able to match the GCU, returned to the cargo tank or vented to atmosphere if
the design conditions. This will be detected by the control system and the GCU is out of operation.
Waste/Vent Gas Mode (Illustration 4.7f) the compressor will be tripped to avoid damage to the machine.
• The LNG is returned to the cargo tank by the pressure
In the event that the BOG is rich in nitrogen, only partial reliquefaction differential between the separator pressure and the tank. During
is applied to the incoming flow. In normal reliquefaction mode, the non- Excessive BOG Mode (Failure of the 2nd BOG Compressor) free-flow mode the BOG flows via the No.1 and/or No.2
condensed gas (vent gas) is directed back to the cargo tanks, but in vent gas BOG compressor anti-surge valves RG-809/RG-810 and the
mode, the incondensable gases are directed towards the GCU by changing the In the event of a failure of the 2nd BOG compressor, a high duty (HD)
condensate is returned to the tank by the transfer pump.
flow direction of the 3-way valve RG-827. compressor can be used to remove the BOG from the tanks via the vapour
header. The HD compressor then discharges the gas through the HD heater
where it is heated to a nominal temperature of 50°C to allow effective
combustion in the GCU.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 10 of 33


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
General a signal to control valve TX-103. The flow of BOG from the preheater then The liquid returning to the cargo tanks is monitored by flow transmitter FT-
flows to the 1st stage of the BOG compressors. 048.
As previously indicated, the primary function of the BOG compressors is to
control the LNG pressure inside the cargo tanks. To assist in this, a pressure
The pressure of BOG from the 1st stage is monitored by pressure transmitter To ensure the liquid remains at the correct level inside the separator, transmitter
transmitter has been installed on the vapour main header which is common
PT-104, with additional pressure differential monitoring of the inlet and outlet LT-040 sends a signal to (fail open) flow valve LK-040 via controller LIV-040.
to all five tanks. Because of the continual variations in the local atmospheric
of the 1st stage by PDT-116. This enables surge protection for the 1st stage of The operation of this valve will ensure the level is correctly maintained, but
pressure, the LNG indicators and transmitters use ‘absolute’ pressure. The use
the compressor. Similar monitoring of any incident of anti-surging is monitored the level is further monitored by transmitter LT-040 which will initiate a trip if
of this helps the system to maintain the LNG in a stable liquid/vapour condition
by pressure differential transmitters on the 2nd stage (PDT-115) and 3rd stage a high/high or low/low level occurs.
and to avoid changes generated when at a constant ‘gauge’ pressure.
(PDT-116). The anti-surging pressure differential transmitters receive a signal
and will initiate an alarm (high level) and trip (high/high level). Note: The BOG inlet valve RG-825 to the cold box will prevent the BOG
CAUTION
compressors from operating if it is closed.
The protective safety pressure transmitters are defined as ‘gauge’ The BOG is compressed by the 1st stage of the compressors and passes
pressure. through the inter-cooler (25HA-101) located between the 1st and 2nd stages. The gas pressure within the separator is controlled from a signal initiated by
The inter-coolers ensure the BOG is cooled and stabilised prior to entering the pressure controller PIC-030 via the pressure transmitter PT-030 (located on
Note: Absolute pressure control is used for laden voyages with gauge 2nd stage of the compressor. The cooling of the gas through the inter-coolers the separator). The controller maintains the vent pressure from the separator
pressure control being used during ballast voyages. is carried out by fresh water branched off from the fresh water cooling header by operating pressure valve PK-030. The gas flowing to the 3-way valve RG-
manifold. The temperature of the gas between the stages is monitored by two 827 is either directed to the GCU via the waste gas heater or to the cargo tank
transmitters which will initiate a high alarm from sensor TE-116, with any LNG liquid manifold. If the waste gas is routed to the GCU, it is heated in the
BOG Flow from the LNG Tanks to the BOG Compressors further rise initiating a trip should the temperature increase to a high/high level waste gas heater with controller TIC-038 receiving a signal from sensor TE-
BOG Compressor Start-Up in Lead and Lag Mode by temperature sensor TE-118. Similar monitoring of any temperature increase 030 located downstream of the heater. The controller then regulates the heater
in the 2nd and 3rd stage is carried out by the temperature sensors TE-117 (high bypass valve RG-847 to maintain the downstream temperature of the gas at
Note: As both BOG compressor flow paths are similar when operating in alarm) and TE-119 (high/high trip condition). 50˚C.
isolation, the following indicates the operational gas flow path of the No.1
BOG compressor. The BOG flowing from the 2nd stage compressor section also flows through
an inter-cooler (25HA-102) where the BOG is cooled and stabilised prior to The 3-Way Valve Operation
The BOG flows from the tanks to the vapour header. To continuously monitor entering the 3rd stage. From the 3rd stage the gas is compressed and then The 3-way valve RG-827 is used to direct the waste gas either to the GCU
the header/tank vapour pressure, pressure transmitters PT-001 and PT-003 flows through the inter-cooler 25HA-103 to the cold box. The temperature of through the vent line or back to the cargo tanks. The valve can be operated
(one transmitter is gauge with the other in absolute) transmit a signal to the the BOG flowing from the outlet of the 3rd stage is monitored by temperature either automatically or manually, but in the automatic mode the valve is
pressure controller PIC-101. During normal running conditions of the lead sensor TE-107, which initiates an alarm if a high level is attained, with any considered to be part of the tank pressure control system and normally directs
BOG compressor, if the cargo tank pressure is below the set point value the further increase causing a trip should a high/high temperature be reached from the vent gas back to the cargo tanks. If the tank pressures increase above a set
recycle valve RG-809 will remain open. As the cargo tank pressure increases, a signal from sensor TE-109. point (adjustable) a start signal will be sent to the GCU to initiate vent gas
the pressure controller PIC-101 will receive a signal to close the recycle valve burning. If the GCU or vent gas heater operation fails, the 3-way valve RG-827
and begin to open the compressor diffuser guide vanes (DGV). If the cargo tank will direct the flow back to the cargo tanks.
BOG Flow from the BOG Compressor to the Cold Box and Separator
pressure falls below the set point value, the DGVs will close and the recycle
valve open unless overridden by the anti-surge control function. The BOG flowing from the 3rd stage of the BOG compressor to the ‘cold box’ In manual mode the operator can set RG-827 to direct the flow to either the
is monitored by flow transmitter FT-005. The BOG flows into the cold box in cargo tanks or to the vent gas heater. If the tank pressure deviates from the
A further rise in the cargo tank pressure will allow the pressure transmitters to a downward direction where the gas is desuperheated and condensed to the refrigeration plant capacity above a set value however, the controller will
respond and signal the start-up of the ‘Lag’ BOG compressor via the controller temperature at which liquefaction will take place. The cooling effect is carried ensure that the valve directs the vent gas to the GCU.
PIC-101, signalling the selective BOG compressor pressure control valve out by the cold nitrogen from the expander flowing in an upwards direction.
PIC-113 or PIC-213. Prior to the start-up of the ‘Lag’ BOG compressor the
system is in ‘Vent Gas Mode’, routing the non-condensables from the cold box The Gas Analyser
Note: The temperature in the cold box is lowest at the bottom (-161.5˚C) and
separator to the GCU, thus reducing the pressure build-up in the cargo tanks highest at the top (slightly above the cooling water temperature). The gas analyser measures the amount of hydrocarbons present in the BOG
during the start-up sequence. discharged from the vapour header. The signal is indirectly used as a correction
The BOG entering the cold box is controlled by pressure controller PIC-110 parameter in the BOG compressor controllers and in the refrigerant capacity
BOG Flow or PIC-210, dependent on the duty compressor. The respective controller controller.
signal modulates the control valve PV-110, located on the outlet from the cold
The BOG from the LNG tanks and header flows initially through the preheater box and inlet to the separator. The liquid (BOG) flows to the separator which Note: The output signal from the gas analyser does not distinguish between
located upstream of the BOG compressors which ensures a stable temperature ensures that the liquid separates from the non-condensables. The condensate methane, ethane, or other hydrocarbon gases.
condition. The preheater heats the BOG to a nominal 36˚C. The ‘warming’ from the separator then flows back to the cargo tanks via the line bypassing the
temperature is regulated by the incoming nitrogen from the 3rd stage of the LNG transfer pump.
compander with the temperature regulated by controller TIC-002, transmitting

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 11 of 33


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Al Nuaman Cargo Operating Manual
Refrigerant (Nitrogen) Operational Description Illustration 4.7g Reliquefaction Plant Cold Box and Separator
Introduction
The primary function of the reliquefaction system is to provide the necessary Calculated
Level SP Pressure
cooling to reliquefy the BOG from the tanks. The nitrogen in the loop is Set Point
compressed in a 3-stage centrifugal compressor, with the gas being cooled by SP
BOG Compressor No.2
fresh water inter-coolers downstream of each stage before flowing through the 25PIC 25PT (25KX200)
25PS 210
cold box and returning to the expander inlet. The expander reduces the pressure 110 OUT PV 210

and temperature of the nitrogen before it flows through the cold box and cools
the BOG sufficiently to enable the condensate to return to the cargo tanks. Switch Control Between
Lead and Lag

Note: The design of the nitrogen compander enables the compression


90,000kg/h nitrogen from 950kPa(a) to 4,200kPa(a).

A branch line from the 3rd stage compressor supplies nitrogen at approximately
40°C to the preheater before allowing the BOG to enter the BOG compressors. RG810
The nitrogen supplied to the preheater returns via the cold box to the expander SP
inlet. 25PIC 25PT
OUT
110
PV 110 BOG Compressor No.1
(25KX100)
Compander Operation
BOG From
Preheater
Note: As both compander flow paths are similar when operating in isolation, Cryogenic
the following indicates the operational gas flow path of the No.1 compander Heat
Exchanger
only. 25HH100

The operation of the compander is as follows:


• Nitrogen to 1st Stage - Prior to entering the 1st stage compressor RG809
the nitrogen is monitored by temperature sensor TE-103 which
will initiate an alarm should the temperature reach a preset limit. To Cargo Tank
If the temperature increases to 53˚C the compander will trip.
The nitrogen charge is also monitored by pressure transmitter RL815

PT-102, which supplies a signal to PA-101. This will initiate a


trip should the pressure reach a high/high value of 1,200kPa(g). Separator
If the pressure falls to a low/low level of 20kPa(g) a compander (25VA101) Key
trip will also be initiated. On tripping, the nitrogen reservoir LNG Liquid
charge isolating valve will also be closed. LNG Vapour
Nitrogen

• 1st Stage to the 2nd Stage Compression - The nitrogen enters


the 1st stage compressor at 950kPa(a) and approximately 39°C.
The gas is then compressed and discharged through inter-cooler
To LNG Pumps
40HA-101. On exiting the inter-cooler the temperature is
monitored for any deviation above the compressed gas set point.
If this exceeds the preset value, TAH-104 will initiate an alarm,
but should the temperature increase to 53°C the compander will
be tripped. The nitrogen then flows from the 1st stage inter-
cooler to the inlet of the 2nd stage compressor.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 12 of 33


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• 2nd Stage to 3rd Stage Compression - The gas from the 2nd Illustration 4.7h Reliquefaction Separator
stage compressor enters the 2nd stage inter-cooler (40HA-
102) where stabilisation of the gas temperature takes place.
The temperature exiting the inter-cooler is monitored by the Operator
temperature indicator and alarm (TAH-106 and TAHH-106) set Input

at 53°C. If the temperature rises above the high/high set point, SP


OUT 25TIC
the compander will be tripped. 038
PV
• 3rd Stage to the Cold Box (1st Pass) and Preheater - The
gas is further compressed by the 3rd stage compressor of the RG848 RG847 RG849
25TE
compander. The exiting gas pressure differential from this stage 038
RG827 RG850
is monitored for deviation from the 2nd stage outlet pressure
by PDT-107. This enables monitoring and control of any To GCU
RG843 RG842
surging activity. The pressure discharging from the 3rd stage Waste Gas
is monitored by transmitter PT-110. Any rise to the set point of Heater
PAH-110 will activate the high pressure alarm, a further pressure 25HA107 RG851
rise to 5,000kPa(g) will cause the compander to trip. The flow of RG826

gas from the 3rd stage is then cooled by the after-cooler 40HA- To Cargo Tanks
103, before it is discharged at 4,200kPa(a) and 41°C to the cold
box. A branch line supplies nitrogen to the preheater. SEPARATOR
25VA101
Note: The nitrogen 1st pass through the cold box is used to maximise SP
the thermodynamic efficiency, along with the heat transfer capacity and 25LIT PV 25TIC OUT
BOG from Cold Box 040 038
performance of the nitrogen refrigeration systems.

• Cold Box (1st pass) to the Expander - The cold box is


continuously monitored by temperature indicators TI-050, TI-
53 and TI-051. The nitrogen from the 3rd stage compressor
SP 25TIC PV
discharging to the top of the cold box is monitored by 038
temperature indicator TI-085 and pressure indicator PI-112, OUT

before entering the inlet to the expander via the diffuser guide 25DE101 25PT
035
vanes. The nitrogen passing through the cold box is cooled to a M
temperature of -110˚C by the cold low pressure nitrogen which
is on its way up though the cold box. To Cargo Tanks
RL823
• Expander to the Cold Box (2nd Pass) - The refrigerant exits 25PA101
the expander at 1,000kPa(a) and -161.5˚C and then flows to the
bottom of the cold box. Before entering the cold box the nitrogen
is continuously monitored for temperature deviations by TAHH- Key
021 and TALL-021. The low pressure nitrogen discharges from LNG Liquid
the top of the cold box at 950kPa(a) and 39˚C before returning Nitrogen
to the suction of the 1st stage compressor. On exiting the cold LNG Vapour
box the temperature of the nitrogen is monitored by TI-080. Waste Gas

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 13 of 33


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Al Nuaman Cargo Operating Manual
Nitrogen Compressor and Dryer Illustration 4.7i Reliquefaction System Gas Analyser 25
25
FIC
PIC 101
The nitrogen booster compressors are provided with remote automatic start/ To GCU
113

stop functions and are designed to maintain a pressure in the nitrogen tanks CG666 25
Preheater
based on preset values. This is done by starting/loading one compressor when (25HB100)
PIC
110
the lower limit has been reached, and switching it off/unloading again when the RG809
BOG Compressor No.1
upper limit has been reached. TE
103
25
Each compressor system is provided with an absorption type dryer with PT
100
PT
110
alternating absorption and regeneration phases. The nitrogen will be alternately
dried in one of the absorption towers while the other is being regenerated. M
25 Key
Condensate, oil particles and dirt are removed in the pre-filter before it goes 25 FIC LNG Liquid
into the dryer chamber, where the nitrogen flows from the bottom to the top TE
PIC
213
201
002 LNG Vapour
through the lower shuttle valve and then to one of the absorbers. The dried Nitrogen
25
nitrogen then passes through an upper shuttle valve to the after-filter before 25
PIC
TIC
going to the nitrogen booster compressor suction. 002 RG810
210

BOG Compressor No.2


TE
203
The Nitrogen Inventory 25
PT PT
200 210
The required cooling capacity depends mainly on the BOG flow rate (FT-005) 25 25
from the cargo tanks and is controlled by changing the mass flow (inventory) M FT PIC
005 101
through the nitrogen refrigeration loop.

The changing of the refrigeration loop pressure is carried out by transferring


nitrogen from the inventory reservoir in to or out of the loop based on the
RN890 To GCU
first stage compressor suction pressure (PT-101/PT-201). When the cooling
capacity requires to be increased, the compander 1st stage suction pressure 25

must be increased and nitrogen is transferred from the reservoir into the Nitrogen Reservoir PIC
25 RG826 030
(40VX100)
nitrogen refrigeration loop. This is done upstream of the first stage compressor RN848 RN844 PS
25
Cold 110
via control valve RN-848. PT
Box 030
25 (25HH100) 25
When the cooling capacity requires to be decreased the 1st stage compressor PIC PT

Separater
25VA101
110 032
suction pressure must be decreased. To achieve this the high pressure nitrogen 40 40 RL815 25
LIT
is transferred from downstream of the 3rd stage after-cooler to the nitrogen TIC
020
TE
020 040
reservoir via control valve RN-843. 25PV110
25
LIC
040
40
Coarse adjustment of the suction first stage pressure controller (40PIC-060) is 40
PDT
RC803
PIC
carried out by forward control, based on the BOG flow signal. Fine adjustment 060 40
107

is carried out by 40TIC-020, based on the cold box inlet temperature (40TE- 40
PT
110
020).
40
FT
LNG
PT 40 40
101 109 Transfer
TE PT
113 119
Pump
3rd
CAUTION 1st 2nd
M
EXP

The flow through a compressor can only vary within certain limits. When 40

Nitrogen Compander TIC


the minimum flow has been reached, the flow through the compressor 113
PT PT
RL823
will stall and surging will take place. The compressor must be protected
from this and never be allowed to operate in a surge condition. To
prevent this and to continue operating in a stable condition, the recycle
valve must open before minimum flow has been reached. Cargo
Tanks

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 14 of 33


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
BOG Compressor and Compander Nitrogen Seal Gas Illustration 4.7j Reliquefaction Nitrogen Compander

Nitrogen is supplied to the shaft seals of each stage of the BOG compressor
via a filter, a pressure reducing valve and non-return valve. The supply entering
each seal is monitored by a pressure differential transmitter which will initiate Preheater
an alarm and a trip should the pressure decrease 2kPa. The nitrogen exiting (25HB100)
from the seals is discharged to a vent line.
Key
The nitrogen supplied to the compander shaft seals flows through a filter and LNG Liquid

a pressure reducing valve for each stage. The nitrogen entering the seals on LNG Vapour

each stage is monitored by a pressure differential transmitter which will initiate Nitrogen

an alarm should the pressure decrease to a predetermined value. The nitrogen


exiting from the seals is discharged to a vent line. 25
TE
002

Preparation for the Operation of the Reliquefaction Plant 25


TIC
002
From BOG
Compressors
This procedure assumes that LNG is to be loaded and the companders are to
be started from the STANDBY mode. This corresponds with the status of the
BOG compressor being stopped and the reliquefaction loop requiring to be
maintained in the cold condition. With the compander in STANDBY MODE
the refrigeration loop is assumed to be warm and filled with nitrogen to a 25
pressure of 750kPa(a). FT
005

RN890
This procedure includes the following:
Nitrogen Reservoir
1) The initial pre-start checks to ensure the correct amount of (40VX100)
inventory nitrogen is available to the compander and that seal RN848 RN844
Cold
gas is available. It also ensures that the compander LO system Box
is operational. 40 (25HH100)
FIC
123
2) Confirms that all of the auxiliary systems are available such as 40 40
TIC TE
power and cooling water. 020 020

RR804
3) The nitrogen compander procedure includes pre-start checks 40 40
RC804
and the start-up procedure. PIC PDT
060 107
40
PT
4) After the compander start-up procedure, the loading is assumed 40 40 110
FT
to have been completed and the BOG compressor start-up is PT
101 109
40 40
TE PT
shown. 113 119
M
40
TIC
Nitrogen Compander 113

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 15 of 33


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Al Nuaman Cargo Operating Manual
Preparation of the Reliquefaction Cooling Water System (Illustration 4.7k b) Check the system for leaks and remove any entrapped air as Position Description Valve
refers) necessary.
Open Needle bypass valve for remote operated air inlet RN-866
Check and confirm that the ship’s reliquefaction fresh water cooling system is valve RN-825 for No.1 compressor
in operation and that the cooling water valves are lined-up in accordance with c) Circulate the reliquefaction plant and cargo machinery cooling
water system, and check all users are being supplied with cooling Open Needle bypass valve for remote operated air inlet RN-867
the following table. The temperature of the cooling water at the system inlet valve RN-826 for No.2 nitrogen compressor
should be maintained at 36°C. water at the required temperature and pressure. Check also for
system leaks when at the correct operating temperature. Open Inlet valves to the No.1 nitrogen compressor RN-821
RN-827
Position Description Valve
CAUTION Open Inlet valves to the No.2 nitrogen compressor RN-822
Open Fresh water expansion tank outlet valve FW239 RN-828
In the initial start-up procedure, the compander fresh water cooling
Open No.1 fresh water cooling pump inlet valve FW238 Open Outlet valve from No.1 nitrogen compressor RN-831
valves to the inter-stage and after-stage coolers remain in the CLOSED
Open No.1 fresh water cooling pump outlet valve FW236 position until the start-up mode has been established from the STANDBY Open Outlet valve from No.2 nitrogen compressor RN-832
Open No.2 fresh water cooling pump inlet valve FW237 MODE. This is to avoid the possibility of a potential leak of fresh water
Open No.2 fresh water cooling pump outlet valve FW235 or BOG ingress into the nitrogen refrigeration loop.
Preparation of the Nitrogen Lines from the Nitrogen Drum to/from the
Open No.1 auxiliary cooler fresh water inlet valve FW241 Companders
Open No.1 auxiliary cooler fresh water outlet valve FW242 Preparation of the Nitrogen Booster Compressor Skid to the Nitrogen
a) Confirm instrument air is available and fully operational.
Closed No.2 auxiliary cooler fresh water inlet valve FW243 Reservoir
Closed No.2 auxiliary cooler fresh water outlet valve FW244 The system should not be operated until the auxiliary systems have been started b) Confirm that all nitrogen tanks are secure and no permits to
Open No.1 variable frequency drive cooler inlet valve FW010 and lined-up correctly in accordance with the following: work are outstanding.
Open No.1 variable frequency drive cooler outlet valve FW013
a) Check the oil level in the compressor sump(s) and replenish c) Ensure all nitrogen valves associated with the nitrogen tanks
Open No.2 variable frequency drive cooler inlet valve FW011
with the correct grade of oil as necessary. are set in accordance with the following table. It has been
Open No.2 variable frequency drive cooler outlet valve FW014 assumed that the No.1 compander is to be used and that the
Set Fresh water 3-way temperature control valve FW348 b) Confirm the cooling water system is lined-up in accordance No.2 compander has been isolated with all of the inlet and outlet
Open Cooling water inlet valve to the nitrogen booster FW370 with the procedure already detailed. valves closed.
compressor module
Open Cooling water inlet valve to the nitrogen booster FW370 c) Ensure power is available to the nitrogen compressors and dryer Position Description Valve
compressor module control logic. Confirm that all instrumentation isolating valves
Open Inlet valve to reservoir charging control valve RN-842
Open Cooling water inlet valve to the No.1 compander FW213 associated with the nitrogen compressor system are open.
Open Outlet valve from reservoir charging control RN-845
Open Cooling water outlet from the No.1 compander FW214 valve
d) Confirm that all moisture has been drained from the nitrogen
Open Cooling water inlet valve to the No.2 compander FW216 booster compressor’s oil separator by opening drain valves RN- Closed Bypass valve for reservoir charging station RN-865
Open Cooling water outlet from the No.2 compander FW215 892 and RN-894 for No.1 compressor, and RN-891 and RN-893 Open No.1 compander outlet valve from the 3rd stage RN-876
Open Cooling water inlet valve to the No.1 BOG FW259 for No.2 compressor. Close the valves on completion. compressor to the nitrogen charging valve
compressor Closed No.2 compander outlet valve from the 3rd stage RN-878
Open Cooling water outlet valve from the No.1 BOG FW258 e) Confirm all moisture has been drained from the nitrogen compressor to the nitrogen charging valve
compressor reservoir by opening drain valve RN-602. Close the valves on Open Inlet valve to reservoir outlet control valve (RN- RN-849
Open Cooling water inlet valve to the No.2 BOG FW261 completion. 848)
compressor Open Outlet valve from reservoir outlet control valve RN-846
f) Set the nitrogen booster compressor valves in accordance with
Open Cooling water outlet valve from the No.2 BOG FW260 (RN-848)
the following table:
compressor Closed Bypass valves for outlet control valve (RN-848) RN-840
RN-841
a) Check and confirm with the engine room staff that the ship’s Position Description Valve
Closed Sample valve on nitrogen discharge line to RN-811
reliquefaction sea water cooling system is in operation and that Closed Drain valve to the No.1 booster compressor companders
the cooling water valves are lined-up to supply the auxiliary absorption filter.
Closed Inlet valves to No.1 compander (pre-charge line RN-803
coolers. Closed Drain valve to the No.2 booster compressor when idle) from nitrogen reservoir RN-805
absorption filter

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 16 of 33


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.7k Reliquefaction Plant Fresh Water Cooling System

Chemical
Dosing Inlet
Electric Motor Room Cargo Compressor Room
Fresh Water
Filling FW355
FW253
Set at 7 bar
N2 Cooler
Fresh Water Key FW333 FW224
Expansion Tank
Sea Water
(2.0m3)
No.2 FW332
Fresh Water FW261 FW216
FW253 Vacuum Pump
FW239 Bilge
FW260
FW215

Engine Room FW335 No.2 BOG Compressor Unit No.2 N2 Compander


No.2

No.1 FW334
FW249 FW244 Vacuum Pump
Set at 7bar
N2 Cooler
FW225
FW252 FW243 FW344
From IGG
Scrubber Pump Auxiliary Cooling FW259 FW213
Fresh Water Coolers FW345

No.1 No.2 H/D FW258


Compressor FW214

FW245 FW242 No.1 BOG Compressor Unit No.1 N2 Compander


FW246 FW346

FW347
FW220 FW248 FW241
No.1

FW238 FW254 FW236 FW340

Auxiliary Fresh Water Cooling


FW202 FW201 FW341 Steam Drain Cooler
Pumps for Reliquefaction Plant
No.1 H/D FW370
No.2
Compressor
No.2 No.1 A
FW237 FW255 FW235 FW369
FW342 FW FW
FW 331 330 No.1/2 N2 Booster Compressor Unit
348
FW343

FW203 FW204

No.1 VFD Heat


Auxiliary Cooling FW013 Exchanger FW010
Sea Water Pumps for
Reliquefaction Plant No.2 VFD Heat
FW014 Exchanger FW011

From Main Sea From / To Engine


Water Crossover Line Room Auxiliary Central
Cooling Water System
(From Machinery Manual Illustration 2.5.3a)

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 17 of 33


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Position Description Valve Nitrogen Storage Tank and Nitrogen Booster Compressor Alarm Set Point Position Description Valve
Values
Closed Inlet valves to No.2 compander (pre-charge line RN-804 Set No.1 compander nitrogen seal pressure control RN-515
when idle) from nitrogen reservoir RN-806 Description Pressure Value valve to 1st stage
Open No.1 compander 1st stage compressor inlet RN-807 Nitrogen drum (40VX-100) high/high pressure alarm 41MPa(g) Set No.1 compander nitrogen seal pressure control RN-525
valves RN-808 (PAHH-046) valve to 2nd stage
Open No.2 compander 1st stage compressor inlet RN-809 No.1 and No.2 nitrogen booster compressor low/low 400kPa(g) Set No.1 compander nitrogen seal pressure control RN-535
valves RN-810 suction pressure alarm (PALL-130/230) valve to 3rd stage
Closed Outlet valve from No.1 compander 3rd stage RN-881 No.1 and No.2 nitrogen booster compressor high/high 525kPa(g) Set No.1 compander nitrogen seal pressure control RN-530
discharge discharge pressure alarm (PAHH-132/232) valve to expander
Closed Outlet valve from No.2 compander 3rd stage RN-882 No.1 and No.2 nitrogen booster compressor high/high 155°C Set No.2 compander nitrogen seal pressure control RN-615
discharge discharge temperature alarm (TAHH-134/234) valve to 1st stage
Open No.1 compander 3rd stage compressor outlet RN-817 No.1 and No.2 nitrogen booster compressor high/high 40MPa(g) Set No.2 compander nitrogen seal pressure control RN-625
valves RN-818 discharge pressure alarm (PAHH-135/235) valve to 2nd stage
Closed No.2 compander 3rd stage compressor outlet RN-819 No.1 and No.2 nitrogen booster compressor low/low 100kPa(g) Set No.2 compander nitrogen seal pressure control RN-635
valves RN-820 discharge pressure alarm (PALL-136/236) valve to 3rd stage
Open No.1 compander expander inlet valves RC-809 Set No.2 compander nitrogen seal pressure control RN-630
RC-810 Compander and BOG Compressor Seal Gas System valve to expander
Open No.1 compander expander outlet valves RC-805
RC-806 Confirm that the supply gas quality is within specification and that the system d) Observe the nitrogen gas outlet to the nitrogen vent from the
is in operation. The nitrogen supply to the gas seals should be maintained at a seal arrangement is clear and gas is escaping.
Closed No.2 compander expander inlet valves RC-811
rate of 12Nm/hour.
RC-812
Closed No.2 compander expander outlet valves RC-807 Supply to the BOG Compressor Gas Seals
Note: The nitrogen seal gas must be started as soon as the process loop is
RC-808 a) Confirm that all instrumentation isolating valves associated with
under pressure.
Open Inlet to the cold box (1st pass) from 3rd stage RN-885 the No.1 and No.2 BOG compressor gas seals are open, eg, 1st,
compressor section of the compander a) Ensure the main 59m³ nitrogen reservoir is fully charged and 2nd and 3rd stage pressure differential transmitters and pressure
Open Inlet valve to preheater control valve RN-890 RN-888 that the nitrogen gas seal filters are clear. indicators (low and low/low alarm transmitter).
Open Outlet valve from preheater control valve RN-890 RN-887
Closed Bypass valve for preheater control valve RN-890 RN-886 b) Confirm all instrumentation valves associated with the b) Ensure all nitrogen valves associated with the nitrogen reservoir
compander gas seal are operating, eg, pressure indicators and and gas seal supply to the BOG compressors lines are set in
Open Cold box purge control isolating valves for RN- RN-863
pressure differential indicators for the pressure differential accordance with the following table:
851 RN-850
(alarm transmitter).
Open Cold box purge control isolating valves for RN- RN-873 Position Description Valve
864 RN-874
c) Ensure all nitrogen valves associated with the gas seal supply to Open Nitrogen seal gas main supply isolating valve CP688
Closed Main purge supply valve to cold box for purge the companders are set in accordance with the following table, Open Nitrogen supply valve to No.1 BOG compressor CP691
control valves PN-851 and RN-864 illustration 4.7m refers: Open Nitrogen supply valve to No.2 BOG compressor CP692
Open Nitrogen supply valve to gas detection unit on RI-891
branch line from 3rd stage compressor outlet Set Nitrogen seal pressure control valve to the 1st, RN-305
Position Description Valve 2nd and 3rd stages of No.1 BOG compressor
Open Inlet valve to the compander seal gas expander RN-850 Set Nitrogen seal pressure control valve to the 1st, RN-405
d) Select one nitrogen booster compressor for duty and switch the
pressure control valve 2nd and 3rd stages of No.2 BOG compressor
other to standby. Switch the booster compressors to AUTO by
pressing the screen button as shown in illustration 4.7l. Open Outlet valve from the compander seal gas RN-863
expander pressure control valve
c) Observe the nitrogen gas outlet to the nitrogen vent from the
e) Charge the nitrogen reservoir (40VX-100) as necessary. Open Inlet valve to the compander seal gas expander RN-873 seal arrangement is clear and gas is escaping.
pressure control valve
f) Confirm the nitrogen booster compressors have stopped when Open Outlet valve from the compander seal gas RN-874
the nitrogen reservoir (40VX-100) has attained its operating expander pressure control valve
pressure of 40MPa(g).

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 18 of 33


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.7l Main Reliquefaction Booster Compander Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 19 of 33


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Al Nuaman Cargo Operating Manual
Gas Seal Alarm Set Points for the BOG Compressors and Companders Illustration 4.7m Nitrogen Seal Gas System
Flow Meter
Description Pressure Value
No.1 and No.2 BOG compressor nitrogen pressure to 1st 2kPa(g) CN CN587 CN586
971
stage seal arrangement PDALL-304/404 From Nitrogen
Nitrogen to Deck
Generator
No.1 and No.2 BOG compressor nitrogen pressure to 1st 2kPa(g) System F
CN
976
stage seal arrangement PDALL-314/414
CN
No.1 and No.2 BOG compressor nitrogen pressure to 1st 2kPa(g) 972
stage seal arrangement PDALL-324/424 CP575
Nitrogen 1kPa
CN
CN
No.1 and No.2 companders nitrogen pressure to seal 10kPa(g) Buffer Tank
975
CN CP 584 CP585
(59m3, 1.25MPa) CN From Gas 574 579 CF CP
arrangements PALL-510/601 978 CN Combustion 574 584
973 Unit CN Vapour
Liquid CP586 CP587
591 Dome
To No.5 Vent Mast CN Dome CP
Preparation of the LNG Pump Skid F
977 583 From
Stripping
CN
589
CN Line
During normal reliquefaction plant operations and when the BOG compressors Seal Gas to No.1 and No.2
100
974 CN588
Nitrogen Companders CP582 CP515
are operating, the LNG transfer pump will be bypassed. The valve table below RN RN RN 25
CP CN585
863 851 850 592 CP514 CN
reflects this, but if the plant is to be operated in free-flow mode, the pump 514 Scavenging
Cooling Water Line
bypass valves must be closed and the suction and discharge valves opened. RN RN RN
100 To Gas CP CP
Combustion 594 593
874 864 873
50 Unit
50 Near Motor
Note: If the pump internals have been vented and exposed to the atmosphere, Preheater CN 15 Room
200
they should be purged with nitrogen before proceeding. No.2
CP
To Separator 686
Vacuum Nitrogen
Pump 676 25
Blank CN
200
a) Confirm that power is available to the LNG pump motor and 20 864
CN
control panel, then set the LNG pump valves in a accordance 687 250

with the following table: No.1


200 100 250

CP CP
Vacuum 675
674
20 Pump
Position Description Valve 200 LNG
CN CN 200 Vaporiser
Closed Inlet valve to the LNG transfer pump RL-804 685 682
1st
Closed Outlet valve to the LNG transfer pump RL-810 CP
For 2nd
No.2 BOG Floor CP
673 400
Open LNG transfer pump bypass valve RL-813 Compressor
2nd
672 Key
For 1st
Open Flow meter inlet valve RL-822 Floor CP 15 Nitrogen
3rd CG
Open Flow meter outlet valve RL-824 671 646
25 Cooling Water
Closed Flow meter bypass valves RL-812 1st
CP CP
692 688 250
RL-829
RL-821 No.1 BOG P
2nd CN
Compressor CN CN CN 683
Open No.4 cargo tank LNG return valves CS-414 675 676 677 CN
3rd 674 CN
CS-416 P

100
25 100 681
CN CN
Open No.5 cargo tank LNG return valves CS-514 CP 671 672
CN
673
CS-516 691 P

CN CN CN
No.2 H/D
678 679 680
Compressor
15

CP
690
No.1 H/D
Compressor
15

CP
689

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 20 of 33


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Illustration 4.7n Main Reliquefaction Plant IAS Screen Shot

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Preparation of the BOG Compressors Remote Start of the Reliquefaction Plant e) Set the No.1 compander inlet and outlet valves in accordance
The pre-start checks for the BOG compressors are as follows: with the following table:
Preparations for Starting the Companders
As the two companders are identical, the procedure that follows is for starting Position Description Valve
a) Ensure that sufficient power is available and that the nitrogen
the No.1 machine, but the procedure is the same for No.2.
generating system, cooling, heating and compressed air systems Open No.1 compander inlet valves to 1st stage RN-807
are all operational and available for use by the compressors. RN-808
Note: Parallel operation of the two machines is not possible and the two
Open No.1 compander discharge valves from 3rd RN-817
b) Ensure the operating compander is in IDLE mode. companders are isolated from each other via double isolation valves. All of
stage compressor to the cold box RN-818
the isolation valves have an interlock system fitted that utilise limit switches,
and the lead compander cannot be started before all of the double shutdown Open No.1 compander discharge valve from cold RC-810
c) Check that the duplex LO filters are clean and that the oil level box to the expander
in the compressor sump is between the maximum and minimum isolating valves are open. Similarly, all of the shutdown valves that are used
to isolate the standby compander must be closed. When starting the standby Open No.1 compander discharge valves from RN-805
levels. Replenish as necessary.
compander, the situation is correspondingly opposite. expander to the cold box RN-806
d) Warm-through the oil reservoir, allowing the thermostatic
heater to heat the oil to 48°C and cutting out at a temperature of The following pre-checks are to be carried out: Start Permissives
45°C.
a) Check that the duplex LO filters are clear and the oil level in the Before starting any of the reliquefaction equipment, it is important that the
compander sump is between the maximum and minimum levels. ‘permissives’ for the compander, BOG compressors and nitrogen booster
e) Confirm the auxiliary LO and demister pumps are running.
Replenish with the correct grade of oil as necessary. It should be compressors are checked and confirmed that no start interlocks or shutdowns
noted that the level will fall when the system starts. are active.
Note: When the compressor is inoperative, the oil temperature upstream of
the gearbox and motor at start-up must be kept above 20˚C. This temperature a) The following ‘Ready to Start’ conditions must be satisfied:
has to be maintained to be able to start the compressor. b) Ensure the compander sump heater is operating and that the
auxiliary pump is fully operational. The heater is equipped with
a local thermostat and over-temperature protection. Description
f) Ensure that all of the instrumentation isolating valves are open
Auxiliary LO pump running
and dry-air is available (dew point -40˚C).
c) Check the nitrogen gas seal is at the correct operating pressure Lubricating oil demister running
and above the low/low level alarm/trip value. The upstream gearbox oil pressure must be above 220kPa (for a period of
g) Confirm the gas seal nitrogen supplying the compressor seal
arrangement is above 20kPa. 120 seconds)
d) Verify the compander is charged with nitrogen as follows:
The upstream gearbox oil temperature must be above 20˚C
h) Confirm the No.1 and No.2 BOG compressor recycle (bypass) The expander bearing temperature must be above 20˚C
valves (RG-809 and RG-810) are 100% open. Position Description Valve
Compander nitrogen charge pressure to be between 750 and 2,660kPa(a)
Operational No.1 compander remote valve (opens at RN-801
- charge as required by opening pressure charging valve from the nitrogen
i) Observe that the diffuser vane guides are in the start position 200kPa(a) and closes at 250kPa(a))
reservoir to the 1st stage compander compressor
(minimum). Operational No.2 compander remote valve (opens at RN-802
Recycle valve at 50% open position
200kPa(a) and closes at 250kPa(a))
j) Confirm the BOG heater is ready for operation and that fresh Expander nozzles at 100% open
Closed Purge/vacuum valve from No.1 expander. RC-801
water cooling is available to the inter-coolers. Open the valve and ensure all air/vacuum Expander bypass valve at 0% closed
has been evacuated and close after purging
k) Set the system valves in a accordance with the following table: When all of the start permissives have been satisfied, select one of the three
Close Purge/vacuum valve from No.2 expander. RC-802
tank pressure control settings via the screen buttons as shown in illustration
Open the valve and ensure all air/vacuum
Position Description Valve 4.7n, labelled as follows:
has been evacuated and close after purging
Open Inlet valve to No.1 BOG compressor RG-821 • LADEN GAUGE
Open Outlet valve from No.1 BOG compressor RG-803 CAUTION • LADEN ABSOLUTE
Open Inlet valve to No.2 BOG compressor RG-822 Pre-charging of any idle compander to a pressure of at least 200kPa(a) • BALLAST GAUGE
Open Outlet valve from No.2 BOG compressor RG-804 MUST be carried out to avoid water ingress into the system from the
atmosphere.
Open Inlet valve from the BOG compressors to the RG-825
cold box

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 22 of 33


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Illustration 4.7o Reliquefaction BOG Compressor Gas Management System IAS Screen Shot

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The choice between LADEN GAUGE and LADEN ABSOLUTE can be Confirm that all of the ‘permissives’ on the BOG compressors have been
used when the vessel is going through unsettled weather conditions and satisfied. If the compressors are in a tripped condition, reset the trip as
atmospheric pressures can fluctuate. Because of the continual variations in the applicable.
local atmospheric pressure, the LNG pressure indicators and transmitters use
‘absolute’ pressure. The use of ‘absolute’ pressure control helps the system Ensure the GCU is available for operation and that there are no active alarms
to maintain the LNG in a stable liquid/vapour condition and to avoid changes present. Ensure the GCU is switched to AUTO operation through the IAS.
generated when at a constant ‘gauge’ pressure.
Ensure that both nitrogen booster compressors are available and switched to
Check that there is sufficient generating power on the main switchboards to AUTO.
allow the reliquefaction equipment to start and confirm that the nitrogen supply
from the ship’s main storage tank is available. Confirm also that the cooling With the reliquefaction plant switched off, press the RELIQ STANDBY screen
water and compressed air systems are available as required. button on the IAS screen mimic (illustration 4.7n). If necessary, the compander
controls will automatically start the nitrogen booster compressors to regulate
the inventory in the R-loop. The booster compressors will add up the sum of all
Process Start-Up Before LNG Loading of the system pressures and will start and stop accordingly. While in standstill
When the vessel is due to go into a loading port and the tanks are empty after a mode, and if sufficient time exists, the control system will automatically
maximum turn-out at the discharge port, it is important to get the reliquefaction regulate the dew point of the nitrogen in the R-loop and ensure that it is within
plant ready for loading operations. In the following description it has been the acceptable start permissive dew point range.
assumed that all of the tanks have been warmed-up during the ballast passage
and that the reliquefaction plant has been shut down. When the RELIQ STANDBY screen button is pressed, the duty compander
will go through its pre-programmed start-up sequence and begin to cool down
Before entering the loading port, the reliquefaction plant must be made ready the cold box at the rate of 1.0°C per minute. After the compander has started,
for operation by lining-up the system valves and selecting the duty/standby the control system looks for the compander pressure ratio. When this is above
machines as follows: 4.5kPa, the compander will change to ‘cooldown’ mode on the master sequence
status. When the cold box inlet temperature has reached the target value
a) Select the ‘lead’ nitrogen booster compressor from the screen (typically -161.5°C but adjustable) on the nitrogen side, the master sequence
mimic shown in illustration 4.7l and switch the compressors to status will indicate that the reliquefaction plant is in the STANDBY mode.
AUTO.
Note: Standby mode can be of use in conserving power while keeping the
b) Select the ‘lead’ BOG compressor from the screen mimic shown plant ready to respond to rising tank pressures. Where the tank pressures
in illustration 4.7n by pressing the BOG No.1 LEAD button and are rising very slowly, it may be necessary to revert to the standby mode
switch the compressor to AUTO. as the power consumption is approximately 25% of that required for full
reliquefaction.
c) Select the lead nitrogen compander to be used locally and
manually line-up the valves in accordance with the valve tables With the above prerequisites met, the compander is now ready to reliquefy
already provided. any BOG that is sent to the cold box. From this point on, pressing the RELIQ
START screen button will start the plant in automatic mode.
d) Check and confirm that the isolation valve RG-815 between the
vapour header and the preheater is open. When the vessel has gone along side and the loading arms have been
connected, the cool down of the tanks can commence in accordance with the
The normal cooldown rate allowable on the cold box is 1.0°C per minute. procedures detailed in Section 6 of this manual. During the cooldown cycle,
Assuming that the ambient temperature is +35°C and that the desired ballast passage then the system will be automatically regulated and the dew which takes approximately 15 hours, the BOG is blown back ashore using the
temperature in the cold box is to be -161°C when commencing operations, the point of the nitrogen will not be an issue. If the booster compressors have been HD compressors.
reliquefaction plant must be started approximately 4 hours before entering the shut down along with the other equipment, it may be necessary to increase the
port. first stage pressure of the nitrogen in the R-loop and then to vent the excess to Once the tanks have been fully cooled and when loading of the LNG has
atmosphere. This will have the effect of quickly bringing down the dew point commenced, the RELIQ START screen button can be pressed. This will initiate
If the companders have been shut down during the ballast passage, then one of the nitrogen. a start of the duty BOG compressor as long as all of the permissives have
of the problems (and a compander start permissive) is the dew point of the been met. The control system will now take over and run all of the equipment
nitrogen in the R-loop. To allow the compander to start, the dew point must Confirm that all of the ‘permissives’ on the companders have been satisfied. If automatically.
be below -50°C. If the booster compressor has been left in AUTO during the the compander is in a tripped condition, reset the trip as applicable.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 24 of 33


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Illustration 4.7p GCU Main Screen Shot

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During the BOG compressor start sequence, observe the auxiliary and main LO useful if the nitrogen content in the BOG is high, as this will allow the operator but the BOG compressors will be ramped-down and stopped. In this mode the
pump pressures, then after 60 seconds, check that the auxiliary LO pump has to direct the gas to the GCU where it can be burnt off. GCU will need to remain operational and switched to AUTO.
stopped. When the compressor start has been initiated, a main motor on signal
must be received within 3 seconds or a trip will be initiated. Once running, When operating in normal reliquefaction mode, the inlet and outlet valves to
GCU Mode Start
monitor the suction pressure and verify that the surge protection is active. Also the LNG transfer pump are usually closed, but if the plant is to be operated in
monitor the vibration levels, the bearing temperatures, the process values and free-flow mode such as during a ballast passage, the valves must be opened During the ballast passage the reliquefaction plant can be operated in STANDBY
the seal gas pressures and flow rates. The load on the BOG compressor will and the bypass line valve RL813 closed. Free-flow is when the BOG is mode, but if it is required to shut the plant down to conserve energy, the plant
then be ramped-up towards its maximum capacity. allowed to flow freely into the cold box without having been forced in by the can be operated in GCU mode. When the plant is started in this mode, the GCU
BOG compressors. Consequently, if the cargo tank pressure is higher than is given priority over the reliquefaction plant and no gas is sent to the cold box.
In the separator located inside the cold box, the controller will automatically the separator pressure, the BOG will flow into the cold box via the BOG The cargo tank pressure control can still be handled by the BOG compressor,
open and close valve RL-823 to regulate the liquid level inside. Once the compressor bypass line. As the level increases in the separator, the transfer but it is also possible to free-flow the gas to the GCU by switching the GCU
level has reached its set point, RL-823 will automatically open and allow the pump will be started by the level controller and return the condensate to the plant to GAS FREEING AND MAIN OIL BURNER mode (illustration 4.7q
condensate to flow back to the cargo tanks. The condensate return line will be bottom of the cargo tanks. refers). When operating in this mode on the ballast passage, the operator may
self-cooled by the condensate. experience difficulty in establishing a stable flame if the LNG flow rate is less
than 600kg/h. This can be due to the low flow rate, but also because of the high
Reliquefaction Trips
When the BOG compressor and compander have been ramped-up to full nitrogen content in the LNG due to leakage across the compressor seals.
load, the maximum amount of condensate will be returned to the tanks even Parallel operation of the two machines is not possible and the two companders
when loading is still taking place. This will ensure that when loading has been are isolated from each other via double isolation valves. All of the isolation The operator can manually start and stop the ‘GCU mode’ via the reliquefaction
completed the reliquefaction plant will be fully operational and the operators valves have an interlock system fitted that utilise limit switches, and in the or GCU IAS screen mimics
able to control the tank pressures. event of the duty compander tripping, the standby machine cannot be started
until all of the double shutdown isolating valves have been closed on the a) Start the tank pressure control process in GCU mode by
Once loading has been completed and the vapour return isolation valve to shore tripped machine and opened on the standby machine. pressing the GCU MODE ON button on the reliquefaction plant
closed, it may be that the duty BOG compressor cannot deal with all of the screen mimic. Pressing the GCU MODE OFF button will stop
boil-off gas. In this situation the standby compressor will get an automatic start Reliquefaction Plant Stop the gas burning process and revert the system to the normal
signal when the vapour header pressure reaches 18kPa and the reliquefaction reliquefaction mode.
plant is on maximum load. When this occurs, the system will switch to ‘excess When the vessel has arrived in the discharge port and the loading arms have
BOG mode’ and the standby compressor will run up to speed. The load on the been connected, the reliquefaction plant can be shut down. With the vapour
return to shore connected and the vapour return valve open, the load on the Handling of Rapidly Increasing Tank Pressure
standby compressor will then ramp-up, while the load on the duty compressor
will ramp-down until the load is shared equally between the two. The start- cold box can be reduced to its minimum capacity. When this has been achieved, When operating in normal reliquefaction mode and it is necessary to quickly
up of the second BOG compressor and GCU will be initiated by the IAS, press the RELIQ STOP button on the screen mimic as shown in illustration handle a rapidly increasing tank pressure, manually start the GCU via the screen
but because of the limited capacity of the BOG preheater, the HD heater will 4.7n. This will ramp-down the load on the compander and BOG compressor buttons on the IAS. Any excess gas that cannot be handled by the reliquefaction
need to be brought into operation and used to heat the gas before it enters the until the flow through the BOG compressor is at its minimum level. When the plant will then be automatically sent to and disposed of by the GCU.
compressors. Illustration 4.7c refers. compander has stopped, the nitrogen booster compressors can be left running
to ensure the system is kept charged and the dew point maintained within
Shutdown from Operation with One BOG Compressor Running
Any excess BOG in the system that cannot be processed by the reliquefaction operating limits.
plant will then be discharged through CG636 and disposed of in the GCU. Note: When operating with one BOG compressor running, if this trips, it will
If in the event the GCU is not available, the BOG must be taken care of by The BOG compressors will stop automatically after ramping-down
(approximately 2.5 hours) when the STOP RELIQ button has been pressed. automatically initiate the shutdown of the nitrogen compander.
controlled venting via the No.1 vent mast.
During this period, the auxiliary LO pump will automatically start and the
During normal operations, the amount of vent gas liberated by the separator solenoid valve for the recycle valve will de-energise. The recycle valve will If the operating BOG compressor trips, operate the plant in GCU mode so that
(often referred to as waste gas) will increase with increasing nitrogen content then fully open and the surge protection system become inactive. the tank pressures can be controlled, then select the lag BOG compressor for
in the BOG. Three-way valve RG827 directs the vented gas either to the GCU use. When the plant has been restarted, the reliquefaction plant will be given
or back to the cargo tanks via the liquid main. The three-way valve has an Note: Approximately 60 minutes after stopping, the auxiliary LO and priority over the GCU by pressing the GCU MODE OFF screen button. The
automatic and manual mode and is normally left switched to AUTOMATIC. demister pumps can be stopped. cargo tank pressure then has to be controlled by a combination of flow to the
In this mode the valve directs vent gas to the cargo tanks, but if the cargo tank GCU and the R-loop.
pressure increases above its set point, the valve will direct the vent gas to the Alternatively, when the vessel has arrived in the discharge port, it may be
GCU. The valve can, if necessary, be switched to MANUAL. In this mode, necessary to keep the reliquefaction plant operational in case of problems If the compander trips and the R-loop remains out of operation for a prolonged
the operator decides where to direct the vent gas, however, if the cargo tank with the discharge. If this is the case, the RELIQ STANDBY button should be period and the boil-off rate exceeds that which can be handled by the GCU,
pressure increases above its set point, the control system ensures that the valve pressed rather than the RELIQ STOP. If this is done, the compander and R- controlled venting must take place in parallel with the GCU operation.
directs the vent gas to the GCU. Switching the valve to MANUAL can be loop will remain operational and keep the cold box at cryogenic temperatures,

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 26 of 33


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Illustration 4.7q Excess BOG Using HD Compressor Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
36.4°C CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box
-100°C P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st 40°C -161°C
RL829 RL812 IG020
Compressor RG822

IG010
Key
RG815

P
RG810

2nd
P To Pipe LNG Condensate
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Cold LNG Vapour
3rd RL821 RL830 RL813 To Ballast
Line Warm LNG Vapour

RG802 RG804 From Inert N2 Rich Gas


Gas System
Heated N2 Rich Gas

Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 27 of 33


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a) Check the alarm list and acknowledge any alarms that are b) Open the valves in the table below: When the compander is shut down, the following sequences must be carried
present. Check out the nature of the alarms and correct as out at the same time:
necessary. Position Description Valve • The recycle valve will fully open for the rundown period of
Open No.2 compander nitrogen supply inlet valve RN804 approximately 7 minutes (adjustable) by de-energising the
b) Restart the duty compander in accordance with the procedure solenoid valve. When this time has elapsed, the recycle valve
Slowly No.2 compander nitrogen supply inlet valve RN806
already described. will then move to the start-up position.
open
c) Select the standby (lag) BOG compressor as the lead machine Slowly No.2 compander outlet regulating valve RC804 • The output from the pressure ratio controller and surge controller
via the screen mimics and when the valves have been checked open will be set to 100% open.
as being lined-up correctly, start the compressor. • The expander bypass valve will close.
c) Wait five minutes until the system pressure has equalised, then
open the valves in accordance with the following table: • The expander inlet nozzles will move to their minimum
Shutdown from Operation with Two BOG Compressors Running position.
Note: The shutdown of one BOG compressor when two are running will not Position Description Valve • The auxiliary LO pump will start (duration approximately 60
initiate a shutdown of the nitrogen compander. Open No.2 compander inlet valve RN809 minutes, but adjustable.) During this time the pump cannot be
Open No.2 compander inlet valve RN810 switched off.
a) Check the alarm list and acknowledge any alarms that are Open No.2 compander compressor outlet valve RN819
present. Check out the nature of the alarms and correct as Reliquefaction Under Excessive BOG Conditions in the Event of the
Open No.2 compander compressor outlet valve RN820
necessary. Failure of the 2nd BOG Compressor
Open No.2 compander expander outlet valve RC807
When two BOG compressors operate in parallel and one trips, any excess gas Open No.2 compander expander outlet valve RC808 The two high duty (HD) compressors installed in the cargo machinery room are
that cannot be handled by the operating compressor and the reliquefaction Open No.2 compander expander inlet valve RC811 used for compressing the LNG vapour for return to shore during cargo loading,
system will have to be sent for disposal in the GCU. If the GCU is out of tank purging and tank warming-up, but they can be used in excess BOG mode
Open No.2 compander expander inlet valve RC812 should one of the BOG compressors be unavailable for service.
operation for any reason, the gas flow must be taken care of by controlled
venting. d) Check out the nitrogen compander ‘permissives’ for active
Note: The compressor motors are limited to three starts per hour when
interlocks or shutdowns and if clear, start the compander in
starting in a cold condition or two starts per hour from warm conditions.
Changing Over Nitrogen Companders accordance with previously detailed procedure.
Note: Before changing over the duty compander, both machines must be e) When the machine has run up to speed, inspect it for correct Start-Up Procedure
stopped, and when changing over the companders during a loaded passage, operation and confirm there are no leaks, unusual noises or
ensure the GCU is available for operation in GCU mode. The procedure assumes that the LNG loading has been completed and there is
vibrations in evidence. a failure of the 2nd BOG compressor. In the event of excessive BOG pressure,
the vessel may require the service of the HD compressor to be used to assist in
Changing from No.1 Compander to No.2 Compander Compander Shutdown removing the excess BOG for disposal in the GCU. It must be noted that this
a) Isolate the No.1 compander by setting the valves in accordance is not considered a normal operation.
When manually stopping a compander, proceed as follows:
with the table shown below:
To operate the HD compressors in this way, and assuming that it is the No.1
a) Reduce the BOG flow to the cold box.
Position Description Valve HD compressor to be used, line-up the system as shown in illustration 4.7r.
Closed No.1 compander inlet valve RN807 b) Transfer nitrogen from the refrigeration loop to the reservoir
Closed No.1 compander inlet valve RN808 by opening the RN-843 and bypass valve RN-865. When the Start-Up of the HD Compressors
third stage discharge pressure 40PT-110/40PT-210 (dependent The initial pre-start checks should include the following:
Closed No.1 compander compressor outlet valve RN817
on No.1 or No.2 compander) and the pressure in the nitrogen
Closed No.1 compander compressor outlet valve RN818 reservoir are about equal, the compander can be shut down by a) Check the oil level in the compressor sump tank and replenish
Closed No.1 compander expander inlet valve RC809 pressing the RELIQ STOP function on the IAS screen mimic. as necessary. Start the LO heater between 1 and 6 hours prior
Closed No.1 compander expander inlet valve RC810 to the expected compressor start-up depending on the ambient
Closed No.1 compander expander outlet valve RC805 c) The booster compressors will then start up and transfer nitrogen temperature.
Closed No.1 compander expander outlet valve RC806 from the refrigeration loop to the nitrogen reservoir to ensure
the system is ready to start at minimum capacity. b) Ensure the nitrogen seal gas system is operational.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 28 of 33


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Illustration 4.7r No.1 Reliquefaction Compander IAS Screen Shot

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c) Open the compressor suction and discharge valves. p) Check the local control panel for alarms.

d) Run the auxiliary LO pump to warm-up the gearbox and q) Check the complete operating system for oil, seal gas, air, water
bearings, then check the system for leaks. and product leakage.

e) Open the cooling water inlet and outlet valves to the LO cooler
and confirm cooling water is available.

f) Switch on the power to the control cabinet and reset any


alarms.

g) Check with the ECR that there is sufficient power available at


the cargo switchboards.

In the cargo control room:

h) Select the HD compressor IAS screen mimic for the appropriate


operation.

i) Press the compressor’s RESET button and check if all of the


alarms and trip lamps are off and if the ready to start permissives
have been met.

Note: Ensure that the anti-surge valve, inlet guide vanes, electric motor-
driven and auxiliary LO pumps are all set to the AUTO mode.

j) The inlet guide valve should to be set at 80°, which equates to


the minimum open position. The anti-surge controller is set at
minimum, ie, the bypass valve is fully open.

k) Start the compressor. The shaft vibration monitoring system is


released after approximately 14 seconds. Check that no alarm or
trip lamps are on.

l) Check the bearing temperatures and the vibration levels.

m) The auxiliary LO pump should stop after the compressor-


driven pump has run up to speed and is delivering full system
pressure.

Observe the following parameters:

n) The seal gas differential pressure should read 10kPa to 20kPa.


Adjust the supply reducer if required.

o) The LO supply pressure should read between 200kPa and


250kPa. Adjust the supply regulator if required. The LO supply
temperature to the gearbox should be above 30°C.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 30 of 33


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Illustration 4.7s Reliquefaction Plant ‘Yellow Page’ IAS Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 31 of 33


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Illustration 4.7t Reliquefaction Cause and Effect IAS Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 32 of 33


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Illustration 4.7u No.1 Reliquefaction Compander Start and Stop Sequence IAS Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.7 - Page 33 of 33


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Illustration 4.8a Nitrogen Generator Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 1 of 9


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Al Nuaman Cargo Operating Manual
4.8 Nitrogen Generator Oxygen Analyser The operating principle of each nitrogen generator is based on the use of
hollow fibre membranes through which compressed air flows and is separated
Manufacturer: SBS
into oxygen and nitrogen.
Nitrogen Gas Generator Model: 3500
Manufacturer: ETech Process AS No. of sets: 2 Air is made up of 78% nitrogen, 21% oxygen and 1% of other gases such
Package No: U-07406 - Integrated feed air compressor and Range: 0.2 to 21% as carbon dioxide and hydrogen. Each of these gases has a characteristic
nitrogen generator permeation rate that is a function of its ability to dissolve and to defuse through
Dew Point Analyser a membrane. This characteristic allows ‘fast’ gases such as oxygen to be
Type: Hollow fibre membrane
separated out from ‘slow’ gases such as nitrogen.
No. of sets: 2 Manufacturer: Alpha Moisture Systems
Unit capacity: 190m3/h at 97% nitrogen Model: AMT dew point transmitter Each nitrogen generator module consists of thousands of these hollow fibre
Oxygen content: <3 Vol No. of sets: 4 membranes enclosed inside a pressure vessel. As the compressed air enters
Nitrogen dew point: <-70°C at atmospheric pressure Overall range: -90 to +20°C 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
Inlet pressure: 1,150/1,400kPa (minimum/maximum)
the low pressure side of the fibres. The bore side is gradually depleted of the
Inlet temperature: 25/80°C (minimum/maximum) Nitrogen Buffer Tank faster gases and becomes enriched in nitrogen. By adjusting the flow rate of
Discharge pressure: 500/1,000kPa (minimum/maximum) No. of sets: 1 air through the module, different levels of nitrogen purity can be produced as
Outlet temperature: 35/50°C (minimum/maximum) Capacity: 59m3 well as production flow rates. The unwanted gases such as oxygen and carbon
dioxide and any water vapour present is then vented to atmosphere.
Design pressure: 1.3Ma
Feed Air Compressor Operating pressure: 1.0MPar (maximum) Each generator is a package unit comprising a feed air compressor, three
Manufacturer: Kaeser nitrogen membrane banks and associated instrumentation and auxiliary
Introduction equipment. The two units can be run independently or as duty and automatic
Model: CSDX 162/14.5 bar
standby.
Type: Screw type WARNING
No. of sets: 2
Nitrogen is a non-toxic inert gas with a lower density than air. As a Feed Air Compressor
Capacity: 655m3/h at 45°C and 80% RH result, exposure to a nitrogen rich, low oxygen atmosphere will cause The feed air supply is from a dedicated 100% capacity feed air compressor unit
Dew point: 5°C at 700kPa sudden loss of consciousness, leading to permanent brain damage or which comprises an oil lubricated, air and water-cooled single-stage, screw-type
Oil capacity: 26.5 litres death. Spaces likely to have concentrations of nitrogen higher than 78% compressor. The compressor is equipped with an integrated refrigerant dryer
Cooling water: 50 litres/minute should therefore be adequately ventilated until an atmosphere of 20% for first stage dew point control, with condensate removed via an automatic
oxygen is achieved before any personnel are allowed to enter. drain system. The compressed air holds a pressure dew point temperature of
Power: 103kW
Voltage: 440V/60Hz/3ph approximately 5°C as it enters into two feed air filters, arranged in series.
Two membrane-type nitrogen generator packages have been installed in the
engine room on the starboard side of the 2nd deck and are used to produce
In operation the compressor is designed to run continuously, loading and
nitrogen for the following functions:
Refrigerant Dryer unloading as required by system demand. Where demand is low the compressor
• Pressurisation of the cargo tank interbarrier and insulation will be stopped automatically after a preset time period.
Manufacturer: Atlas Copco
spaces around the cargo tanks.
Type: High pressure refrigerant
• Sealing of the N2 compander shafts in the cargo compressor Feed Air Filters
No. of sets: 2
room.
Capacity: R404a, 2.87kg The feed air filters provide two-stage filtration, with the first filter acting as a
• Sealing of the HD and BOG compressor shafts in the cargo coalescing coarse filter and the second as a coalescing fine filter. The coarse
Power: 3.4kW
compressor room. filter acts to removes condensate and any particulate carry-over from the
• Purging of the cargo pipelines and the vent mast. compressor. The fine filter provides additional coalescing and particle retention
for improved filtration quality and is equipped with an auto drain switch with
• Purging the fuel gas lines to the gas combustion unit. a liquid level alarm.
• Fire extinguishing medium in the LNG vent mast risers.
The coarse filter is provided with a differential pressure transmitter which will
• Purging various parts of the cargo piping and boil-off gas initiate an alarm at 350kPa.
system.
• Top-up supply for the liquefaction unit.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 2 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.8b Nitrogen Generator System

To Atmosphere

100 Waste Gas Vent Line

No.2 N2 Generator
50 Nitrogen Line

50 Bypass Line
Junction Box
Interface to IAS/
Control Power

50 100

50
Drain
40 50

NS03 NS005
40 Instrument
50 Panel
NS006 NS004
Signal to IAS Ship 50
Compressed
Air Line NS001 65 65
Signal from
Buffer Tank NS21

Cooling Fresh Water 50


Power to
Control
Panel Engine
Room
Set : 1.25MPa Outside
Signal/Power
to Control Panel PSV
10

No.1 N2 Generator 32
25

440V AC
from NS24
Starter Panel N2
Buffer
Tank

Key 25 40
Cooling Water
Signal
To N2 CN976 NS23
to IAS
Nitrogen Distribution
25 System 25
Compressed Air
NS25
Electrical Signal CN977
NS26

Drain to Nearest
Engine Room Scupper

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 3 of 9


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The two packages are cross-connected upstream of the membrane banks. This Dew Point Analyser • Operation and production status
facility enables one feed air compressor to supply air to the other nitrogen
The nitrogen generator units are each equipped with a dew point analyser • Alarm list and lamp test
generator in the event of equipment failure.
which continually monitors the nitrogen gas flow. If the dew point set point
• Alarms and process settings
of -65°C is reached, a ‘high dew point’ alarm will be activated at the LCP and
Air Inlet Heater a fault alarm at the IAS. The three-way motorised valve MOV 310-03 will • Counters and timers
then be operated by the control system to vent the gas to atmosphere after • Login and system settings
The air inlet heater is provided to ensure that air entering the membrane
a 15 second delay. If the dew point reaches the high high set point of -55°C
modules is at the correct temperature. The heater is equipped with a
a ‘product gas off spec’ alarm will be initiated at the LCP and the nitrogen The local control panel also incorporates:
temperature controller with a set point of 50°C to provide thermal protection
generating package shut down.
to the membrane modules. • Power indicator lamp

A temperature transmitter is fitted downstream of the heater. The transmitter Buffer Tank • Alarm indicator lamp
will generate a signal if the air temperature rises to 65°C, initiating a ‘Heater • Standby indicator lamp
Nitrogen produced by the generator packages is stored in a single 65m3 tank
Failure’ alarm at the local control panel (LCP) and a trip signal and alarm via
located on the starboard side of the 2nd deck in the engine room. The tank is • Running indicator lamp
the IAS. The nitrogen generator package will enter a system shutdown mode
provided with two independent pressure transmitters, a double block manual
(SSD). • Alarm annunciator
drain valve and a pressure relief valve, set at 1200 kPa, which when operated
will vent gas to atmosphere through the common vent line. • Pressure gauge - before membrane
Membrane Modules
• Pressure gauge - after membrane
The nitrogen generator unit consists of a number of hollow fibre membrane Nitrogen Generator Control
gas separator modules located in three membrane banks, assembled vertically,
The nitrogen generators are operated locally from dedicated control panels Illustration 4.8d Kaeser Nitrogen Generator Control Panel
and connected via feed air and product nitrogen gas manifolds. Each nitrogen
with alarms and system status monitored by the IAS. Each nitrogen generator
membrane separator consists of a bundle of hollow fibres contained in a metal
is operated and monitored through a Siemens SIMATIC PLC based controller,
cylindrical enclosure or housing. The housing is equipped with three external
with touch key HMI interface and LCD display, mounted on the local control
connections, one located at each end of the cylinder leading to the bore sides of
cabinet along with the compressor Kaeser K310 01 control unit. The SIMATIC
the fibres, and one side connection leading to the shell side of the fibres. Each
controller enables access to the following functions and displays:
fibre consists of a composite layer of polymers, where one relatively thick layer
functions as a support, and the other thin film layer functions as the separation
and controlling layer. Illustration 4.8c Nitrogen Generator Control Panel esc

i
The hollow fibre membrane units are each capable of producing 150m3/h of
gas that is made up of less than 3% oxygen with the remainder being nitrogen SIEMENS SIMATIC PANEL
I
and a small amount of argon.
SIGMA CONTROL
O

Oxygen Analyser
The nitrogen generator units are each equipped with an oxygen analyser, which
continually monitors the oxygen content in the nitrogen being produced. If the F1 F2 F3 F4
310 01
level of oxygen rises to 3.0% by volume, a ‘high oxygen’ alarm is activated PREV NEXT CONTROL PANEL
www.kaeser.com
at the LCP with a fault alarm at the IAS. A three-way motorised valve (MOV !

K1 K2 K3 K4
310-03) is operated by the control system to vent the gas to atmosphere through START STOP RESET
HELP
MODE EMERGENCY STOP
the common vent line.

If the level of oxygen continues to increase, the high-high alarm will be 7 8 9 HELP

activated at 6.5% oxygen by volume, a ‘product gas off spec’ alarm initiated at
4 5 6 ESC
the LCP and the nitrogen generating package will be shut down.
1 2 3 ACK

INS
0 SHIFT
DEL
TAB ENTER

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 4 of 9


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Al Nuaman Cargo Operating Manual

Illustration 4.8e Barrier Pressurising System Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 5 of 9


Produced by: WMT Limited, UK
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The Kaeser K310 01 compressor panel has the following functions: The second generator, which will be in a stopped, standby condition, will start Tag Description Set Point Display/Response
in the following circumstances:
• Compressor control and protection >20mA
1. The pressure in the buffer tank falls below 700kPa. QA 310-01 Oxygen analyser fault SSD
• Compressor component monitoring <4mA
2. A shutdown signal is initiated on the master unit. >20mA
QA 310-02 Dew point analyser fault SSD
The local control panel also incorporates: <4mA
3. The master unit suffers a power failure or PLC failure.
• Ammeter SSA 310-01 LCP circuit-breaker fault - SSD
SSD - actuator
• Emergency stop ‘lock-stop’ pushbutton Nitrogen Generator Alarms and Shutdowns MOVA 310- Three-way vent supply/
- limit switch not
03C valve fault
• Motor heater on indicator lamp The following alarms will be displayed on the NGU’s control panel LCP-01: energised
• Motor heater on/off switch SSD - actuator
MOVA 310- Three-way vent supply/
Tag Description Set Point Display/Response - limit switch not
03D valve fault
The two nitrogen generating units can be set to operate: System shutdown energised
TAHH 310-02 Feed air high temperature 65°C Communication failure
(SSD) XS 310-06B - Warning
• Manually
N2 production off- between NGUs
• Automatically QAH 310-01 Oxygen content high 3.5% FAHH 310-01 Nitrogen flow high 250m3/h SSD
spec vent
• Semi-automatically QAHH 310-01 Oxygen content high high 5% SSD
N2 production off- The following alarms will be displayed on the compressors’ Elektronikon local
QAH 310-02 Dew point high +65°C control panel:
Manual Operation spec vent
The operating modes are set via the controller. In manual mode the units will QAHH 310-02 Dew point high high +55°C SSD
Display/
operate independently and will not automatically alternate. In this case, one FAL 310-021 Flow switch O2 analyser <20l/h SSD Sensor Description Set Point
Response
unit only would be set to operation with the second unit shut down. PSAL 310-01 Feed air pressure low 300kPa Warning
Compressor screw element
SSD - manual TT01 110°C Warning
temperature high
Automatic Operation KA 310-01 Compressor shutdown - reset at
Compressor screw element
compressor panel TT01 120°C SSD
Where the units are set to automatic alternation the following parameters temperature high high
Warning -
control their operation: XA1 Emergency stop - SSD
KA 310-02 Compressor warning - manual reset at
1. Lowest Running Hours - The unit with the fewer running hours compressor panel F21 Thermal fuse overload 63A SSD
will start first when there is a start command. LAHH 310-01 Auto drain level high high - Alarm Oil separator differential
PDT01 Warning
pressure high
2. Shutdown Alarm - If a common trip alarm is activated on the SSD - manual
running generator, the other unit will take over to supply the XA 1 Emergency Stop - reset at Refrigerant cooler
TT90 20°C Warning
system. compressor panel temperature high
Buffer tank pressure high EWD B1, B2,
3. Power/PLC Failure on One Generator - If a power failure or PAHH 310-03 1100kPa SSD Electric water drains fail - Warning
high B3
PLC failure occurs on one generator the second unit will start
and operate in manual mode. PAH 310-03 Buffer tank pressure high 1050kPa Warning Compressor motor
Relay K35 - Warning
thermistor R2 high
4. Pressure Low - If nitrogen consumption is high and the pressure PAL 310-03 Buffer tank pressure low 400kPa Warning
Compressor motor
in the buffer tank falls below 700kPa, measured at PT 310-03, Buffer tank pressure low Relay K34 - SSD
PALL 310-03 200kPa Warning thermistor R1 high high
an alarm will be initiated and both generators will start and run low
simultaneously until the pressure recovers to 1000kPa. Temperature
Pressure transmitter >20mA Cooling water inlet
PA 310-03 SSD transmitter on 50°C Warning
PT310 03 fault <4mA temperature high
water inlet
Semi-Automatic Operation Pressure transmitter >20mA
PA 310-04 Warning Temperature
PT310 04 fault <4mA Cooling water outlet
In semi-automatic operation the duty generator will be selected by the operator transmitter on 60°C Warning
Temperature transmitter >20mA temperature high
as the master unit which will operate to maintain pressure in the buffer tank. TA 310-02 SSD water inlet
The master unit will continue as the operating generator until it is deselected. TT310 02 fault <4mA
Temperature transmitter >20mA
TA 310-04 Warning
TT310 04 fault <4mA

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 6 of 9


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Al Nuaman Cargo Operating Manual

Illustration 4.8f Nitrogen Generator Control Panels

LCP 01 - Control Panel Nitrogen Generator K 310 01 - Control Panel Feed Air

NITROGEN GENERATOR

PI 310 01 PI 310 02
PRESSURE BEFORE PRESSURE AFTER
MEMBRANES MEMBRANES

1000 1000
500 500

1500 1500
1600 1600
kPa kPa

Motor Heating On
LCP 01 Compressor Motor
CONTROL PANEL N2-GENERATOR Current
esc

SIEMENS SIMATIC PANEL i A 200


150

100
I Motor Heating 50

O OFF ON 0
SIGMA CONTROL
F1 F2 F3 F4

PREV NEXT
!

K1 K2 K3 K4
HELP
START STOP RESET MODE

7 8 9 HELP

310 01
4 5 6 ESC
CONTROL PANEL
www.kaeser.com
1 2 3 ACK

INS
0 SHIFT
DEL
Tab ENTER
EMERGENCY STOP

Power Alarm Standby Running

Alarm Buzzer

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 7 of 9


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Procedure to Start Nitrogen Generators Note: The buffer tank low pressure alarm will be activated and should be Emergency Cross-Operation Procedure
acknowledged but not reset.
The nitrogen generators are operated and monitored through the Siemens In the event that a compressor or nitrogen generator is unavailable, the
SIMATIC PLC based controller with LCD display, mounted on the local i) At the No.1 generator control panel, press the START function generating units can be put into cross-operation mode where the No.1 air
control cabinet, along with the compressor ‘Elektronikon’ control unit. key to start the system. The control panel display will indicate compressor could supply the No.2 nitrogen generator and vice versa.
START UP MODE, the compressor will start up and supply air
The initial start-up procedure assumes that the buffer tank is empty and is to the nitrogen generator unit. As the air compressor and nitrogen generator membrane banks normally
carried out from the local control panel as follows: operate as integrated units, it will be necessary to inhibit a number of alarms
j) Check the No.1 air compressor cooling system temperature. The and adjust the position of some valves before cross-operation can take place.
a) Ensure that air compressor drain valves are closed. outlet temperature should be between 5°C and 10°C higher than
the inlet temperature. a) The nitrogen generator cross-connection three-way air valves,
b) Ensure that the air cooler cooling water supply is available. HV06/HV08, should be positioned as required, depending on
k) Ensure that the pressure at the inlet to the No.1 nitrogen which compressor is to supply which nitrogen generator.
c) Ensure that all instrument isolation valves, including oxygen generator is approximately 1050kPa.
and dew point analysers, are open. b) Open the cross-connection isolating valve CN010F.
l) Repeat steps i) to k) for the No.2 generator.
d) Ensure that three-way instrument isolation valves are positioned c) Push the MODE key on the local control panel to enter the
for normal operation (not open to atmosphere). Nitrogen will now be produced from the membrane banks with nitrogen emergency operating mode.
flowing into the buffer tank.
e) Check oil level in air compressors and top-up if required. d) Push the F4-NEXT key twice - the CROSS OPERATION screen
Flow control valve (FCV 310-01) will control the membrane pressure based on will be displayed.
f) Set the system valves in accordance with the following table: the oxygen content. The position of three-way product valve (MOV 310-03)
will be controlled by the dew point analyser and oxygen analyser, venting the e) Push the F2 key if No.2 compressor is to supply No.1 nitrogen
Position Description Valve gas to atmosphere when it is out of specification. generator.
No.1 nitrogen generator feed air fresh water
Open WF041 When the pressure in the buffer tank has risen to 1,000kPa, the nitrogen system OR
cooling water inlet valve
No.1 nitrogen generator feed air fresh water can be supplied with gas by positioning the valves as shown in the table
Open WF042 below: f) Push the F3 key if No.1 compressor is to supply No.2 nitrogen
cooling water outlet valve
generator.
No.2 nitrogen generator feed air fresh water
Open WF043 Position Description Valve
cooling water inlet valve Procedure to Stop the Nitrogen Generator
No.2 nitrogen generator feed air fresh water Nitrogen main line pressure reduction valve
Open WF044 Closed CN007F
cooling water outlet valve bypass valve The nitrogen generator is stopped by pressing the ‘STOP’ function key. A
Open to No.1 GCU line pressure reduction valve bypass shutdown sequence will be initiated by the control system and the plant will
No.1 nitrogen generator cross-connection three- Closed CN008F
nitrogen HV06 valve stop within 1 minute.
way air valve Nitrogen main line pressure reduction valve
generator Open CN003F
Open to No.2 inlet valve
No.2 nitrogen generator cross-connection three- Nitrogen main line pressure reduction valve
nitrogen HV08 Open CN004F
way air valve outlet valve
generator
Closed Cross-connection isolating valve CN010F Open GCU line pressure reduction valve inlet valve CN005F
Open Buffer tank inlet valve GCU line pressure reduction valve outlet
Open CN006F
valve
g) At each local control panel, ensure that the emergency stop Closed GCU flow meter bypass valve CN032F
button is not latched in the stop position. Open GCU flow meter inlet valve CN030F
Open GCU flow meter outlet valve CN031F
h) Acknowledge and reset all alarms by pressing the ‘ACK’ and
‘RESET’ function keys on the control panels.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 8 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.8g Nitrogen System On Deck Tank No.5 Tank No.4

1kPa 1kPa
CF CF
From Nitrogen Flow Meter 572 472
Generator
System CN CN587 CN586 Nitrogen Purge Main Line
971 CP574 CP474
CN
F Secondary Barrier Pressurisation
976
CN
972 CP575 Primary Barrier Pressurisation
CN 1kPa 1kPa
Nitrogen CN 1kPa CN CN
CN CP 584 CP585 CP479 CP485
Buffer Tank 975 475 375
(59m3, 1.25MPa) CN 574 579 CF CP CF CF
CN 1kPa CP 1kPa
973 574 584 474 374
978 CN 484
CN Vapour Vapour CN
CN Liquid CP586 CP587 CF573 572 Liquid CP483 CP486 CP487 CF473
F 591 Dome CN Dome 472 CN
977 Dome CP Dome
583 From 474 374
CN CP
CN Stripping 589 CN471
CP571 491 CP471
974 Line
CN588 CN571 CP415 CN486 CN487
CN688 CP
CP582 CP515 CP482
CP CN585 CP 391 CP
To Gas From Gas 592 CP514 CN CP414 392
Scavenging 492
Combustion Combustion 514
Unit Unit Line
CP CP CP CP CP CP CP CP CP CP CP
Primary Insulation CP 575 576 494 493 Primary Insulation 472
594 593 475 476 394 393
Space Gas Detection 572 Space Gas Detection
Secondary Insulation Secondary Insulation
Space Gas Detection Space Gas Detection
N2 Inventory
CP573 CF CP473 CF
Cargo Reservoir
Motor 571 471
Compressor Tank 1kPa 1kPa
Room
Room

Primary Barrier Pressurisation


Secondary Barrier Pressurisation
Nitrogen Purge Main Line
CP872 CP871
1kPa 1kPa
CF Regulating Valves for CF
372 Barriers Exhaust 272

CN285 CN CN278 1kPa


CF374 CP274 CF
281
A CN284 A CN277 172
A
CN
280 CN276
CN283
CP174
CN282 CN279

CN172
CP385 1kPa CN CP285 1kPa CN
275 175 H CP178 CP177 1kPa
CP379 CP279 CP284 CP179 CF
CP384 CF274 CF174
1kPa 1kPa CP186 173
CP187
CN CN CP171
CP383 CP386 CP283 CP286 Vapour
Liquid CP387 CF373 372 CN Liquid CP287 CF273 272 CN Liquid Dome CN171
CP
Dome Vapour 274 Dome Vapour 174 Dome 183
Dome Dome CP
CN371 CP371 CN271 CP271 CN187 CN186 172
CN386 CN387 CN286 CN287
CP115
CP382 CP CP282 CP CP182 CP114
CP314 291 CP215 CP214 191
Key CP315 Primary Insulation Primary Insulation Secondary Insulation CP CP
CP CP CP CP CP173 176 175
Space Gas Detection Space Gas Detection Space Gas Detection CF
Nitrogen/Secondary Nitrogen Secondary Insulation
372 CP CP CP CP 292 Secondary Insulation
272 CP CP CP CP 192
171
Space Gas Detection 375 376 294 293 Space Gas Detection 275 276 194 193 Primary Insulation 1kPa
Space Gas Detection
Primary Nitrogen CP373
CF CF
371 CP273
271
Compressed Air 1kPa 1kPa
CP772 CP771
Instrumentation
Tank No.3 Tank No.2 Tank No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 4.8 - Page 9 of 9


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.9.1a Inert Gas System in the Engine Room Bypass


To
Instrument Purging Funnel
Inert Gas Dryer TI TT PI
Air Outlet to
43 PS PsAl PAI
581-2 581-2 561-2 No.2
Atmosphere
183 183 183 Air
S
PI S Dryer From/To Auxiliary S S S
160 Steam Central Cooling
516 S
502 513 511 Fresh Water 506 504 IG039 IG040
1 3 4 TI System S
TS
82 80 68 S 157 S TAh
515 576
582
F418V PS PsAl
526 LC
185 185 S
TI 166 508 PI
PIC PY 66-1 153 572 TI TI 168
74-1 75 74-2 PAI 23 23
23 574 575
185 PT
M
PI 509 512 213
PI
PI 166
83 PI
S 152 MT MI
IG005 M 583 583
165 66-3 522
Electric Steam LC TAh PAh
MI PIC
S Heater Heater 165 S S 583 213 219 182
Marine Gas Oil Cooler
MS PY TI PI
IsAl
Starboard Settling Tank 3 HIC HIC
501 510 Condensate S 507 505 503 583 10 219 182
109-1 (58.3m3) 7-1 7-1
To Oily S MsAh TI PI
PIC 583 219 182
IS
7-1 Bilge Tank No.1
109-1
156 66-2 Air MAh TsAh PsAh
BsA BSA BY BE SG 583 219 182
II IsAl IS II
200 200 200 200-2 90-2 TI TT PI Dryer
109-1 109-2 109-2 109-2 581-1 581-1 561-1 TS PS
517 219 182
VP
M M BE SG S TT PT
109-1 110-1 200-1 90-1 219 182

PI PY
7-1 IG037 IG042 S
From/To IG038
PI
S Auxiliary TI
35 62 476 IG TS TT TI IG047
Central
Cooling 036 498 498 478
LS LsAl LsAl
IG032 191 191 191 TI Fresh Water TsAh PI
PI 179 IG 425 498 464
Air Blower Fans with Motors 161
System 430
IG 055 TAh Demister
N2 056 421 498 Inert
TS
IsAl 4 HIC HIC I13V PI 192
Gas To
7-2 7-2
109-3 159
Inert Gas Cooler TI Deck
PIC PI TsAh FS FsAl TT TT 479
IS
7-2 162 192 499-1 499-1 494-1 494-2
424 426
109-3
II IsAl IS II Inert Gas PI
PI
109-3 109-4 109-4 109-4
50 Generator 214 Condenser
PT 423
M M 214 446-1 To
109-4 46 427 428 Open
PI
PI PY 434-7 Deck
PIC
7-2
212
S S TI SG
PI 175 114 434-2
TT Oil Separator 429-1 429-2
150 TT LS 491-2
178 193 PT PI
IG031 Test Test 481-1
LsAh Brine Circulating Pump
Air Blower Fans with Motors Fresh 193 2
PI TS TI PI
Water 178 178 70 49 442-3 434-1
164 LsAh 465
Inlet PsAl PS 178 434-8 PI
TsAh TI 44 48 AAI
184 184 462
178 178
739 204
446-2 M 422
Key
PsAl AAh 414
Inert Gas 184 FI 204
201 FI PT PI 442-1 TT TT
Brine S AAhh PI TI
From IG033 PT
204
468 434-6 481-4 495 496
212 AT
Marine Gas Oil Ballast PY 204 S M
PI
PT TT FS FsAl
AAI
Sea Water System 14 204 412 481-3 491-1 499-2 499-2
434-5 435-2 442-2 PT
(Illustration S PI
O2 AI AE AS AAh 434-3 434-4 IG
Refrigerant 481-2
4.13.1c) VP
Analyser
204 204 204 204
022
IG034 VP Evaporator IG
All Valves Prefixed with the IG Scrubber Pump AAhh S 434-10
Letter ‘I’ Unless Otherwise Stated To Bilge 204 019
Holding AI AI 1 434-9 435-1 441
IG043 IG044 IG045 Tank IG035 IG007 204 204

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 1 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
4.9 Inert Gas Generator Refrigeration/Cooling Plant Sea Water Scrubber Supply Pump
Manufacturer: Hamworthy Moss AS / Tecknotherm Manufacturer: Teikoku
4.9.1 Inert Gas System No. of sets: 1 Model: VCD-AM
Model: HSO 4223 Type: Vertical centrifugal
Inert Gas Generator Compressor: J & E Hall, HSO 2024, screw-type No. of sets: 1
Manufacturer: Hamworthy Moss AS Condenser type: Shell and tube, HOR 60.240 Capacity: 1,980m3/h at 4.0 bar
No. of sets: 1 Cooling medium: Brine (20% glycol/water) Motor rating: 315kW, 6.6kW, 6-pole, 1,191 rpm
Type: Moss High Turbulent Gas inlet condition: 37°C at 100% relative humidity (maximum) Pressure: 2.0 bar at plant inlet (approx.)
Gas delivery rate: 21.000Nm³/h Gas outlet condition: 5°C at 100% relative humidity (maximum) Temperature rise: 13°C through the plant
Gas delivery pressure: 0.25 bar Refrigerant: R404a
Scrubber type: Triplex 3-stage with mesh demister Compressor motor: 232kW, 440V, 60Hz, 3,570 rpm
Introduction
Motor: Y2E2 315L2-2
Inert Gas Composition Motor rating: 232kW, 440V, 3,570 rpm The inert gas (IG) system is used for drying, inerting and gas freeing the cargo
Oxygen: 1~2% by volume tanks, cargo pipelines and the void spaces. The inert gas is produced by an
inert gas generator (IGG) which is located in the engine room on the starboard
Carbon dioxide: 14% by volume Air Dryer Unit
side at the 2nd deck level. The IG/dry-air is introduced into the bottom of the
Carbon monoxide: 100ppm maximum Manufacturer: Hamworthy Moss AS tanks via the liquid header and filling lines and the displaced gas is discharged
Sulphur oxides: 1ppm maximum No. of sets: 1 through the vapour header to the tank’s vent mast.
Nitrogen oxides: 100ppm maximum Heater type: Finned coil (steam), tube element (electric)
Nitrogen: Remainder The inert gas is formed by burning marine gas oil (MGO) to remove the oxygen
Electric heater capacity: 380kW
content of air. The products of combustion from the IGG are mainly carbon
Medium: Air dioxide, water and small residual quantities of oxygen, carbon monoxide,
Air Blower Unit Operating pressure: 0.03~0.1 bar (air) sulphur and hydrogen. The water is drained for the main part by condensation
Steam pressure: 7.0 bar and by absorption in a dryer, so the inert gas produced essentially consists of
Manufacturer: Flebu
Steam consumption: 640kg/h (to the dryer heater) 85% nitrogen and 14% carbon dioxide. After the combustion process, the inert
No. of sets: 4 (mounted as 2 x two-stage) gas produced contains sulphur oxides that are corrosive and must be removed
Type: Centrifugal, single-stage Outlet temperature: 150~170°C (steam) before the IG is used in the system. Upon leaving the combustion chamber
Fan: BK31.5-1 160~190°C (electric) the gas is passed through a sea water scrubber where the gas is cleaned and
Capacity: 3.0m3/second at 0.7 bar cooled with sea water spray. The water for this process is normally supplied
by the IG scrubber pump, which takes its suction from the engine room sea
Motor: 185kW, 440V, 60Hz, 3,550 rpm Dew Point Sensor
water crossover main, and has a capacity of 1,980m3/h at 4.0 bar. Sea water
Manufacturer: Hamworthy / Moss cooling can also be supplied by No.1 ballast pump if the IG scrubber pump is
Fuel Oil Pump Unit (See Section 2.6.6 Machinery Manual) Model: DRYCAP 180M not available. The inert gas is cooled down to approximately 3~5°C above the
sea water temperature, and entrained water droplets from the water spray in the
Manufacturer: Allweiler outgoing gas are removed by a wire mesh demister.
No. of sets: 1 Oxygen Analyser
Model: SPF 40R 3808.3-W178 Manufacturer: Hamworthy Moss AS After this process the inert gas is dehumidified by cooling in a plant in which
Type: Positive displacement, screw chilled brine is circulated and used as the cooling medium; the brine is chilled
Model: SBS 3500
by a dedicated R404a refrigeration system. The condensate from the cooler is
Capacity: 61.5 litres/minute Sensor type: Zirconia oxide (heated) drained away via a water seal. The inert gas is then dried in one of two large
Motor rating: 4.6kW, 440V, 60Hz, 3,450 rpm desiccant dryers, after which the now scrubbed and dry gas flows to the deck
Diesel oil consumption: 1,830kg/h manifold via a delivery valve.

The system is operated from the main control panel which contains a
programmable controller (PLC). The PLC controls all operating functions
including alarm monitoring of the system parameters during operation. The
panel is equipped with a touch screen, mounted in the panel door, from which

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 2 of 9


Produced by: WMT Limited, UK
Email: [email protected]
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Illustration 4.9.1b Inert Gas Generator Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 3 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
the system is started and stopped. The panel is also equipped with indicating Dry-Air Production Pilot Burner
lights, alarm annunciators and pushbuttons for operation of the plant. When in
The inert gas, having left the cooling section, passes through a desiccant dryer The main fuel oil burner detailed above is ignited by a flame from the pilot
use the operation of the IGG plant is monitored via the IAS.
to remove any remnant moisture entrainment. As long as the dew point of burner which is located alongside the main burner. The pilot burner consists of
the dry-air is correct after the processes of cooling and drying, it can then be an oil atomising nozzle and electrical spark or glow plug which operates off a
In addition to the main panel there are local panels for the following:
supplied to the cargo deck system through the delivery control valve. 220V ignition transformer.
• Starter panel for the fuel oil pump
• Starter panel for the blowers Inert Gas Generator Construction Combustion Chamber
• Refrigeration/cooling plant control panel The combustion chamber houses the main and pilot burners and an air swirl
The IGG essentially consists of the following main items: chamber for inducing good combustion. The roof-mounted burners fire
• Main control panel for the dryer system
• Main oil burner downwards into the vertical combustion chamber, which is surrounded by
a cooling water jacket. The jacket is used to remove as much of the heat
The IGG utilises an oxygen analyser for the indication and monitoring of the • Pilot oil burner generated by combustion as possible from the gas. The combustion gases leave
oxygen content in the inert gas that is being discharged from the plant. The
• Combustion chamber the combustion chamber and travel upwards through the scrubber/cooling tower
analyser takes samples of the IG after it has been through the demister, and is
before being discharged from the inert gas generator for further processing in
fitted with maximum and minimum setting alarms. The gas is led to the deck • Scrubber/cooling tower
the cooling and drying sections.
main depending on the gas analysis. The delivery is normally controlled by the
• Fuel oil system
oxygen and dew point analysers, and the gas is allowed to pass to the deck line
only when the gas analysis meets with the set requirements. A high oxygen • Combustion air system Scrubber/Cooling Tower
level will result in the delivery valve closing and the purge valve opening to • Cooling water system The initial process of cooling and cleaning the inert gas is performed in the
vent the out of specification inert gas to atmosphere.
• Drain system scrubber/cooling tower; the gas is treated in three stages within the tower.

Inert Gas System • Chiller unit


1) The gas is first cooled and washed by the sea water circulating
Inert Gas Generator • Regenerative desiccant dryer in the central tube at the bottom of the combustion chamber. The
• Oxygen meter sea water partly evaporates when meeting the hot gas, causing
The IGG produces inert gas that essentially consists of 85% nitrogen and 14% the gas to cool.
carbon dioxide by burning marine diesel oil in the combustion chamber. The • Control, monitoring and instrumentation systems
combustion chamber is equipped with a pilot burner and a main burner. The 2) Leaving the combustion chamber the gas is deflected upwards
fuel is pumped to the unit by a dedicated supply pump and the oil pressure by a screen which evenly distributes it through a mesh-type wet
Main Fuel Oil Burner filter. The low height and extensive wire surface to volume ratio
to the IGG burners is regulated by utilising a pressure relief valve. Further
fuel regulation is by a pressure controlled capacity regulating valve which is The main fuel oil burner comprises of a burner throat and nozzle gun capable of the wet filter, aids cooling and promotes self-cleaning of the
controlled by the oxygen content of the IG supply via the system controller. of providing the IGG with 100% capacity. The main burner is ignited by a pilot filter mesh.
burner, combustion air is supplied by four centrifugal blowers. The blowers are 3) The third stage is an open water mist spray. The water from the
A pressure control valve located at the drying unit outlet maintains a constant arranged as two two-stage units, with the first blower discharging to the inlet spray tower is very effective in removing sulphur contamination;
back-pressure throughout the combustion system. This ensures a stable of the second blower. the water from the spray also washes and cleans the 2nd stage
flame in the combustion chamber irrespective of pressure fluctuations in the filter mesh.
distribution system. The main burner flame is monitored by a photoelectric detector that sends a
signal to the main control panel. The burner will be shut down via the main The inert gas exits the scrubber tower via a stainless steel demister located near
programming unit if the flame is too weak or has failed to ignite. the top of the tower. This prevents any water droplets from being carried away
Gas Cooling
from the tower. Access is available for inspection and sighting of the water
Initially, the hot combustion gases produced are cooled indirectly by the The burner throat and gun assembly should be periodically checked for spray nozzles and the wet filter, with similar access available for maintenance
combustion chamber sea water jacket. Following this, further cooling occurs in cleanliness and wear so that no black soot is being produced. This is dependent of the exit demister. Fresh water spray nozzles are fitted to the scrubber tower
the scrubber section of the cooling tower, where the sulphur oxides are washed on the correct adjustment of the burner and air supply, and also upon the quality in order to allow periodic flushing of the filter and demister. The nozzles are
out by sea water spray and are discharged overboard. The gas then flows to the of the fuel that is being used. A fresh water spray nozzle is fitted in the air inlet supplied from the domestic fresh water system.
inert gas cooler which reduces the inert gas temperature from approximately line to the combustion chamber to assist producing inert gas with an oxygen
+37°C to +5°C. content of less than 1%. The fresh water injection also flushes the burner throat
and burner nozzle gun. The fresh water is supplied from the domestic fresh
water system and the flow is regulated by the IGG control system.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 4 of 9


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.9.1c Inert Gas Generator Manual and Touch Screen Control Panels
Inert Gas Generator Main Control Panel

MAIN CONTROL PANEL

Inert Gas Generator Local / Manual Control Panel

I.G.G. TERMINAL BOX X5

h/s 312 h/s 128 h/s 109 h/s 82 h/s 209 h/s 152 h/s 156
START MANUAL START/STOP START/STOP START/STOP START/STOP START/STOP START/STOP
RESISTOR S.W. SYSTEM BLOWER F.O. PUMP GLOWING IGNITION BURNER MAIN BURNER 06:59:26
Hamworthy START 2009/09/22

Oxygen SW Eff l. Gas Temp Out l. Dew Gas Deliv. Gas Flow Gas Deliv. Deck
Content L. Press. Pressure Cooler Point Pressure Out Refring Temp. Pressure
AI204 PI212 PI214 TI498 MI583 PI213 FI280 TI219 PI182
m3/h mmWg
7.2 % -0.027 Bar -0.006 Bar 36 °C 19 °C -0.001 Bar 80 36 °C 131
Light Fuel M83 Push to select
Oil Supply Cooler Dryer To
PS185 209 152 156 Plant Plant Atmosphere
Selected Blower: 1+2
101-2 400-1 500-1 2
101-1
7-1 10
100.00 % 253 12-2 400-2 12-3 500-2 1
0 A
Hamworthy 0 A II-109-2
II-109-1
102-2
100.00 % FLAME OFF
LS178
M M
500-3 100.00 % Inert Gas
Supply Main
37 °C

Moss Inert Gas Plant


102-1 AUTO
7-2 LS193 START/ 526
LS192 STOP SETPOINTS
0 A COOLER
No. Capacity. 0 A II-109-4 PS184 LS191 526 SELECT
II-109-3 129 5 REMOTE
12-1
Year Outlet press Scr SW Pump AUTO CONTR.
M START/
PV-214 STOP SELECT
Hamworthy Moss AS Scr SW Pump 100.00 % -0.021 Bar
Selected DRYER DECK
Aux SW Pump
2. Effluent Effluent
Overboard M Overboard
15 14 16 17

START START START ALARM ALARM PI/


STOP IGG AIR IGG ACK RESET ALARMS TREND HELP ESC
AUTO VENT MANUAL

EMERG’Y

STOP

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 5 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
Fuel Oil System in the event of a burner failure during start-up, when it is possible that the sea Provided the volume and pressure of the inert gas remains the same, the
water could be contaminated with fuel oil. If this occurs the water is discharged maximum quantity of water contained in the gas will only depend on the
The fuel oil system consists of a screw-type oil pump that supplies diesel oil at
to the bilge water holding tank, and as long as the valve remains open the IGG temperature of the gas. The lower the temperature, the less water vapour per
a constant pressure to the IGG burners at approximately 65 litres/minute. The
starting sequence will be blocked by the valve’s limit switch. m3 there will be in the gas mix at 100% relative humidity. Based on this, the
pump draws fuel from the starboard MGO settling tank; a fuel return line from
gas cooler performs the function in drying the inert gas by bringing down the
the IGG unit also returns to the starboard settling tank.
temperature to a few degrees above the freezing point, approximately +5°C.
Gas Cooler System
The condensate formed is drained via a condensate drain system with sight
The oil supply and return lines to the two burners are fitted with remotely
The inert gas is cooled to approximately 5°C in the refrigeration/cooling plant. glasses and a condensate water seal. To remove any remaining water droplets
operated valves that are controlled through the main control panel. When the
This comprises of a water chiller unit, gas cooler and a chilled water circulation from the cooled gas a demister is fitted on the outlet side of the refrigerating
burners have been shut down and the pump is still running, all of the MGO
system. module.
from the pump is recirculated back to the starboard MGO settling tank.
Brine is used as the cooling agent and this is drawn from a reservoir tank
Regenerative Desiccant Dryer
Combustion Air System through a refrigeration gas evaporator by a centrifugal circulating pump. In
the evaporator the brine is chilled before entering the inert gas cooler. From When the inert gas leaves the gas cooler system it still contains moisture which
The combustion air is supplied to the main burner by four centrifugal air
the inert gas cooler the brine circulates back to the system reservoir. The must be removed. Further moisture removal takes place in the regenerative
blowers mounted as two sets of two blowers, with the delivery of one blower
evaporator is part of an external refrigeration system which supplies liquid dryer; the dryer comprises of two vertically mounted vessels that contain
feeding the supply to the second blower. Each set supplies 50% capacity and
refrigerant R404a; the system is described below. The brine storage tank can be activated alumina (desiccant) which readily absorbs water. One vessel is
100% capacity when both sets are running. The quantity of combustion air
topped-up from an external mixing container by a dedicated transfer pump. always in operation, absorbing moisture from the inert gas, while the other is
to the burner is remotely adjusted by regulating valves during the start-up
out of service with the desiccant being dried (regenerated).
procedure.
The refrigeration plant comprises of a screw compressor which draws the
refrigerant R404a gas from the evaporator. The gas is compressed and is The regeneration of the dryer material occurs by passing heated air through the
A fresh water spray nozzle is located in the air delivery line between the
discharged as a hot gas to a condenser via an oil separator. The separated oil vessel so that it dries the desiccant. The air is normally heated to approximately
blowers in each set. The water is for cleaning the second stage blowers and to
passes back to the compressor via a filter. The oil is injected into the meshing 150°C by a steam heater; a 380kW electric heater has also been provided for
reduce the NOX and CO levels in the inert gas. The water is supplied from the
screws in order to lubricate and cool the compressor parts; the oil also forms a use at low steam temperatures. The air is blown through the heaters and the
domestic fresh water system.
gas seal between the screws. The hot refrigerant gas is cooled in the condenser desiccant by a dedicated electrically-driven fan; from the dryers the air is
to a cool liquid form. The heat is removed from the condenser by cooling water directed to the atmosphere. The fan draws the air for the regeneration process
Sea Water Cooling System which is supplied from the auxiliary central cooling FW system. The liquid from the atmosphere and remotely operated valves control the flow of heated
The sea water cooling is normally supplied by the IG scrubber pump. The sea refrigerant is expanded through a thermostatic expansion valve and a mixture air through the required dryer, whilst directing the flow of inert gas through
water supply is for cooling the IGG combustion chamber and supplying the of very cold gas and liquid refrigerant enters the evaporator. The flow of the the duty dryer. The whole regenerating process takes approximately 5 hours,
scrubber/cooling tower in which the initial cleaning and cooling of the inert liquid refrigerant is controlled by a solenoid operated valve, which is activated with the changeover from duty to regenerating being done automatically by the
gas takes place. If the scrubber pump fails or is out of service for maintenance, by the compressor control system. In the evaporator the circulating brine is IGG controller.
the No.1 ballast pump can be utilised to supply the IGG system. There is cooled by the mixture of cold refrigerant gas and liquid. The heat transfer
also a cross-connection between the reliquefaction plant auxiliary SW pump from the brine converts the refrigerant to a superheated gas which leaves the
Inert Gas Delivery System Valves
discharge manifold and the IG scrubber pump discharge manifold. This allows evaporator and returns to the compressor suction via a filter.
The inert gas delivery line from the IGG is equipped with a pneumatically
the SW pumps in each system to supply the other system. An illustration of the
The compressor is fitted with an automatic capacity control system and has a operated stop/delivery valve (IG047), which allows the inert gas to pass to
system has been given in 4.9.1a.
provision for continuous control by means of a hot gas bypass system that is the deck manifold. The valve is remotely operated by the control system
always on standby. A dryer/filter is fitted in the liquid refrigerant line between and is closed on control failure and during start-up. Located on a branch
Drain System the condenser and the thermostatic expansion valve. The dryer part must line upstream of the delivery valve is a second pneumatically operated valve
A water seal arrangement mounted under the cooling section of the scrubber be changed regularly, while the filter part may be cleaned. The compressor (IG040). This valve directs the inert gas to the top of the funnel, where it is
tower discharges the sea water and the condensate from the IGG unit is fitted with high and low pressure cut-outs and a LO low level and high vented to atmosphere. The vent valve is also remotely operated by the control
overboard. This arrangement also maintains the required over-pressure in the temperature cut-out. system and moves to the open position in the event of a control failure.
IGG and prevents the escape of inert gas to the atmosphere. The seal helps
to maintain a constant pressure in the combustion chamber, giving stable The inert gas cooler is of the shell and tube type with the chilled brine passing When the IGG is started, the delivery valve is closed and the vent valve is open.
operating conditions which ensure a constant combustion air supply, and a through finned tubes, extracting the heat from the incoming gas. The brine The inert gas is then vented up the funnel for at least 5 minutes or until the
constant oxygen level at the IGG discharge. has sufficient capacity to cool the gas from a maximum temperature of +37°C oxygen content and moisture content are within the preset limits. When there
and 100% relative humidity down to a temperature of +5°C and 100% relative is a consumer demand for inert gas, provided the oxygen and moisture levels
A drain valve (IG034) to the bilge holding tank has also been fitted to the sea humidity. The cooling effect causes the moisture in the inert gas to condense are within the set points, the delivery valve will be opened and the purge valve
water cooling overboard discharge line, but this is normally closed during IGG on the tubes so it can be drained away. closed.
operations. The valve is solenoid operated and is opened by the control system

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 6 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.9.1d Inert Gas Generator Dryer Control Panel

Inert Gas Generator Dryer


Control Panel
TI 582
TI 571-1 TI 571-2 REGENERATION AIR
TEMPERATURE IN ADS 1 TEMPERATURE IN ADS 2 TEMPERATURE

C
O
200
O
C 200 CC
OO
200
P11 U11
REGENERATION FAN REGENERATION FAN
100 100 100
MOTOR LOAD HOUR COUNTER

0 0 0

A
150
0 0 0 0 0 0 0 h
100

50
Tah 526 h315 h500-2 h500-3 h522
0
HIGH TEMPERATURE ELEMENT EMERGENCY STOP CONTROL POWER REGENERATION TIME REGENERATION FAN
TEMPERATURE ALARM ALARM FAILURE TOO LONG ALARM RUNNING FAILURE

h11 h21 h31 h41 h51


440V POWER ON REGENERATION FAN REGENERATION FAN THERMISTOR ALARM OVER/UNDER h2 h3 h4 h5 h6 h7
RUNNING HEATING ON VOLTAGE ALARM DRYING ON DRYING ON ADS 1 DRYING ON ADS 2 DRYER HEATER ON COOLING ON PURGING ON

S21 S31 S41 S325 S526 S1/h1


REGENERATION FAN REGENERATION FAN HEATING STARTER TEST SELECT STEAM SELECT ELECTRIC MANUAL S8 S9
LOCAL OFF REMOTE OFF ON OFF ON HEATER TOPPING UP REGENERATION ON ALARM RESET LAMP TEST

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 7 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
Oxygen Analyser Illustration 4.9.1e Inert Gas Generator Blower Local Control Panel
The oxygen analyser is an electronic unit used for the continuous monitoring of
the oxygen levels in the inert gas generator outlet. A gas sample continuously
flows past the analyser sensor, so this ensures that the oxygen content is
continuously measured. The sensor element is exposed on one side to the inert
gas and on the other side to fresh air. The difference in oxygen concentration on
the two sides of the zirconia ceramic element will result in ionic flow through
the sensor material and a small electrical voltage originates. The signal on
MOSS INERT GAS SYSTEM
the opposite surfaces of the zirconia sensor is a measure of the actual oxygen STARTER]
concentration in the sample gas, and is used for further processing in the BLOWER 102-1
analyser. Hamworthy

The high alarm set point is fixed by the application of the inert gas, while the
low alarm protects against under-stoichiometric combustion that produces a
too high a content of carbon monoxide and hydrogen. A
400
0 0 0 0 0 0 0 h

Note: Stoichiometric (or theoretical) combustion is the ideal combustion 200

process during which a fuel is completely burnt. A complete combustion is 0

a process which burns all the carbon to carbon dioxide, all of the hydrogen
to water, and all of the sulphur to sulphur dioxide. If there are any unburnt
components in the exhaust gas such as carbon, hydrogen or carbon monoxide,
the combustion process is incomplete.

The unit display provides the oxygen reading and is continuously shown on the POWER ON RUNNING HEATER ON
THERMISTER FAULT STARTER
ABNORMAL ALARM READY
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:
• Low oxygen - the dryer will stop and the dryer bypass valve
will open. The gas will be vented to atmosphere and the deck
manifold isolation valve will be closed.
• High oxygen - alarm only. LOC.
0
REM. HEATER STARTER TEST
ALARM RESET
START START 0 1 0 1
• High high oxygen - the gas will be vented to atmosphere and
deck manifold isolation valve will be closed.

The oxygen analyser must be calibrated at regular intervals with the aid of
‘zero’ gas (nitrogen) and a ‘span’ gas (instrument air). For the full procedures
on this operation refer to the manufacturer’s manual.

Dew Point Analyser (DRYCAP 180M)


A dew point analyser is fitted and outputs its signal to the IAS. The analyser
takes samples of the inert gas after the drying module and in the event of a high
dew point reading, the analyser will cause the vent valve to be opened and the
deck manifold delivery valve to be closed via the main control system.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 8 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
System Monitoring Illustration 4.9.1f Inert Gas Generator Chiller Control Panel

The monitoring of the IGG plant can be undertaken using the main panel touch
screen display, with alarms also registered on the IAS. Local thermometers TEKNOTHERM
and pressure gauges are also provided around the systems to give additional
read-outs.
POWER SUPPLY ERGENC
M

Y
E
Automatic Start-Up Sequence Telemecanique
Magelis
STOP

Upon pressing the AUTO START touch key, if all requirements for start of the CHILLER
TEMP. INLET ??.?°C
plant are complied with, the sea water cooling system will be started. The sea TEMP. OUTLET ??.?°C
water inlet and overboard discharge valves will open and the IG scrubber pump
will start. The cooling plant will automatically start when the cooling system Telemecanique
Magelis
has been started. The dryer plant will start automatically when the temperature CHILLER ESC DEL MOD ENTER
and oxygen content are within defined limits. When the dryer plant starts, the
TEMP. INLET ??.?°C
TEMP. OUTLET ??.?°C
00014412h 00014412h
dryer bypass valve will be closed.
ESC DEL MOD ENTER

At this time the IGG outlet valve to atmosphere will be open and the main
supply valve to the deck manifold will be closed. The IGG will now go through A 40 A 400

a pre-purge cycle and the selected blower(s) will start. After purging for 3.5 20
30 300
200

minutes the fuel oil supply pump will start and the pilot burner glow plug will 10
0
100
0

be activated, allowing the combustion start cycle to commence. Air and fuel oil
are supplied to the pilot burner after a 30 seconds delay, at which time the fuel
is ignited by the glow plug. Fuel is supplied to the main burner after a further HEATING HEATING 1:LOCAL
CHILLER WATER PUMP COMPRESSOR/MOTOR 11:REMOTE
5 seconds. After 10 seconds the ignition transformer is de-energised and the RESET 1 11

air and fuel supply to the ignition burner are shut off. Following 17 seconds
of normal main burner operation, the fuel oil and air supply to the burner are
switched to normal capacity. If a stable flame from the main burner has not
been established and detected by the photoelectric detector, the IGG will be
STAND BY
automatically shut down and an alarm given.

The dryer plant will be started 60 seconds after the main burner has been
successfully lit, provided that the temperature of the cooling plant and the
oxygen content are within its limits.
CHILLER WATER PUMP COMPRESSOR

The IGG now runs for 3.5 minutes with the dryer in operation, but with the
generated gas vented to atmosphere. If the oxygen content and moisture content
are within the required levels, the vent to atmosphere valve will be released to
close, and the main supply valve to deck will be released for opening. The
vent and deck main supply valves will only be activated when a consumer is
selected through the IAS, IGG screen mimic.

230 V

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.1 - Page 9 of 9


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.9.2a Inert Gas Generator Touch Screen Control Panel

06:59:26
Hamworthy START 2009/09/22

Oxygen SW Eff l. Gas Temp Out l. Dew Gas Deliv. Gas Flow Gas Deliv. Deck
Content L. Press. Pressure Cooler Point Pressure Out Refring Temp. Pressure
AI204 PI212 PI214 TI498 MI583 PI213 FI280 TI219 PI182
m3/h mmWg
7.2 % -0.027 Bar -0.006 Bar 36 °C 19 °C -0.001 Bar 80 36 °C 131
Light Fuel M83 Push to select
Oil Supply Cooler Dryer To
PS185 209 152 156 Plant Plant Atmosphere
Selected Blower: 1+2
101-2 400-1 500-1 2
101-1
7-1 10
100.00 % 253 12-2 400-2 12-3 500-2 1
0 A
100.00 % FLAME OFF M M
0 A II-109-2
II-109-1 LS178 500-3 100.00 % Inert Gas
102-2 37 °C Supply Main
102-1 AUTO
7-2 LS193 START/ 526
LS192 STOP SETPOINTS
0 A COOLER
0 A II-109-4 PS184 LS191 526 SELECT
II-109-3 129 5 REMOTE
Scr SW Pump 12-1
AUTO CONTR.
M START/
PV-214 STOP SELECT
Scr SW Pump 100.00 % -0.021 Bar
Selected DRYER DECK
Aux SW Pump
2. Effluent Effluent
Overboard M Overboard
15 14 16 17

START START START ALARM ALARM PI/


STOP IGG AIR IGG ACK RESET ALARMS TREND HELP ESC
AUTO VENT MANUAL

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.2 - Page 1 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
4.9.2 Operation of the Main System Main Control Panel Manual Override Operation Panel
The main control panel incorporates the touch screen and an emergency stop A manual (emergency) IGG control panel has also been provided and this is
Introduction pushbutton on the front of the panel. The touch screen shows the inert gas plant shown in illustration 4.9.1c. This panel is only intended for use in emergency
in the form of selected mimic diagrams as shown above. The following mimics conditions such as during a failure in the automatic control system. Its features
can also be selected. include:
The inert gas generator system is operated from the main control panel using
a touch screen which is mounted in the panel door. The control panel contains • START - Operation of the inert gas system in either automatic • Start and stop pushbuttons for the sea water system
the programmable controller which takes care of the starting, stopping, alarm/ or manual mode
• Start and stop pushbuttons for the dryer blowers
trip functions and the running mode of the IGG plant. • ALARM - System alarm indication
• Start and stop pushbuttons for the IGG fuel oil pump
The system can be started in automatic or manual mode from the main panel • PID ACCESS - Each PID regulator function is monitored
• Start and stop pushbuttons for the ignition glow plugs
and is always started venting to atmosphere as described previously. Normal • SCREEN/CLOCK SET - Setting the time, date and screen
operation is in automatic mode once the cooling and drying plant start • Start and stop pushbuttons for the ignition burner
brightness
requirements have been met. The manual start mode is used should there be • Start and stop pushbuttons for the main burner
any malfunction of the automatic controls or system inspection be required. • COOLING PLANT - Cooling plant layout and auto start
selection • Start pushbutton for the manual resistor
The manual mode requires the use of the screen touch keys in sequence to
operate the system. The system safety devices all remain operational when in • DRYING PLANT - Drying plant layout with cooling/heating
manual mode. indication and start selection for manual regeneration Refrigeration/Cooling Plant Control Panel

The start sequence begins with the sea water cooling system preparation; the The screen touch keys are used for operating the following components in the 24:00:00
blowers start a few seconds later. After a further timed delay the burner ignition gas generation operation:
COOLER PLANT yyyy/mm/dd
XxXxXxXx yy/mm/dd 24:00:00 XXXXXXXX
system will be activated and once the burner has stabilised the gas is delivered XxXxXxXx yy/mm/dd 24:00:00 XXXXXXXX
• Starting/stopping of the diesel oil supply pump
to deck. A description of the start sequence has been detailed in Section 4.9.1. Inert Gas
Inert Gas
12- 1 To Dryer
• Starting/stopping of the combustion blowers From Burner

If the IGG is to be used for the production of dry-air, the IGG is started in the • Selection of the combustion blower set 12- 2 12- 9 Temperature
Outlet Cooler
same way but no combustion or inert gas is involved. 123 °C
• Automatic starting of the system TI498
Alarm Setp.

Control Panels • Automatic starting of the cooling plant C h i l l e d Wa t e r U n i t


123 °C
HAC498
Refrig Unit Running/
• Automatic starting of the dryer plant Running Failure 400-1

The main control panel is used to operate the inert gas system with local • Starting/stopping of the sea water system Refrig Unit Com. Alarm 400-2
Inert Gas
Cooler
control and starter panels serving the various components within the system. Refrig Unit Chiller
400-3
The starter panels allow for local or remote start selection and are normally set • Starting/stopping of the ignition and main burners Pump M414 Trip

Refrig Unit Compressor


400-4
up for remote start. The system panels include: • Starting the IGG capacity control Trip
Refrig Unit Compressor
Low Lub Oil Level/ 400-5
• Main control panel • Starting/stopping of the ignition system glow plug Pressure Alarm M414

• Refrigeration/cooling plant control panel • Initiating the stop sequence


AUTO
ALARM ALARM
• Dryer system control panel • Alarm acceptance and resetting ESC START
COOLER ACK RESET
ALARMS STOP

• Blower starter panel • Starting the plant in venting mode


• Fuel oil supply starter panel • Setting the gas outlet temperature from the cooling plant The cooler local touch screen panel can be seen above and consists of gauges
• Manual starter panel (terminal box X5) • Starting manual regeneration and indication lamps showing the status of the components in the drying/
regeneration operation. The following are indicated:
• Oxygen analyser panel • Selecting the dryer steam heater
• Refrigeration unit running/running failure
• Selecting electric heater topping-up of the dryer
• Refrigeration unit common alarm
• Setting the dew point alarm point
• Refrigeration unit chiller pump trip
• Refrigeration unit compressor trip
• Compressor low LO level and pressure alarm

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.2 - Page 2 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
• The temperature at the outlet of the cooler Oxygen Analyser Panel To prepare the IGG plant for operation, proceed as follows:
• Temperature outlet alarm set point The oxygen analyser panel is equipped with a display screen which shows • Confirm there is sufficient electrical generating capacity
the current oxygen content of the inert gas. The display unit is equipped with available at the main switchboards.
• Brine circulation pump operation
four pushbuttons, and these allow the operator to interface with the analyser
• Ensure that power is available to the local IGG control panel
PLC system in order to check the calibration and to re-calibrate the analyser if
and to the local panels for the refrigeration/cooler and the
Dryer Control Panel necessary, or to adjust the alarm limit settings.
regenerative desiccant dryer. Ensure also that steam is available
to the internal heater drying the desiccant.
24:00:00
DRYER PLANT Note: The calibration of the oxygen analyser should be checked at least
yyyy/mm/dd
every week or more frequently according to operational experience. • Ensure that the control air supply line valve to the inert gas
XxXxXxXx yy/mm/dd 24:00:00 XXXXXXXX
XxXxXxXx yy/mm/dd 24:00:00 XXXXXXXX generator pneumatic panel is open, valve number LA090. Refer
Heating time 1234 min. Temp. In
ADS. 2 ADS. 2
Dew Point
Alarm Setpoint
Dew
Point The main menu is displayed by pressing the Menu pushbutton. The sub-menus to Section 2.10.3, Machinery Operating Manual.
Total drying time 1234 min. T1571-2 123 °C HAC583 123 °C M1583 123 °C
are displayed by using the ARROW-UP and ARROW-DOWN to scroll the • Ensure that cooling water from the auxiliary central cooling FW
Electric
Heater
526
531 - 2 menu list, and the Enter pushbutton is used to confirm a selection. Each sub- system is supplying the refrigeration condenser and the dryer
502 506 504
menu has a unique identification number. cooler. Refer to Section 2.5.3, Machinery Operating Manual.
513 M • Check that there are no alarm conditions and reset any alarms
522 The arrow keys are used to change parameter values, and after changing the
by pressing the RESET pushbutton on the IGG panel.
Purging outlet value the display is returned to the top level by pressing the Enter pushbutton.
Inert Gas
Inlet Dryer
512 M to atmosphere Inert Gas
Outlet Dryer On return to the top level, the new setting is saved by pressing Enter. • Check that the dew point analyser has power available.
T1582
509 123 °C • Open the scrubber tower overboard discharge valve IG035 and
Note: Before shipment the analyser alarm was set according to standard manual valve IG007 and ensure the pressure control valve is
501 Temp. In
ADS. 1 ADS. 1 505 503 default values. operational.
T1571-1 123 °C

531 - 1
For details regarding the various sub-menus and the procedures for checking Note: In the event of a flame failure during the burner start sequence, the
Communication On 500
and re-calibrating the oxygen analyser, reference should be made to the system changes over the scrubber tower discharge to the bilge water holding
ESC
AUTO
START
START
MANUAL ALARM ALARM ALARMS STOP
manufacturer’s instruction manual. tank by opening valve IG034. This valve can also be manually operated
DRYER REGEN ACK RESET
through the IAS.
Preparations for Starting the Inert Gas Generator
The dryer local panel can be seen above and consists of gauges and indication Oxygen Analyser
06:59:26
lamps showing the status of the components in the drying/regeneration Hamworthy START 2009/09/22 Check that the oxygen analyser has power available. Switch on the power
operation. The following are indicated: supply. During the heating of the oxygen probe the display will indicate an
• Power source available Oxygen
Content
SW Eff l.
L. Press.
Gas
Pressure
Temp Out l.
SETPOINTS
Cooler Point
Dew
Pressure
Gas Deliv. Gas Flow
Out Refring
Gas Deliv.
Temp.
Deck
Pressure increasing oxygen content, but after 1-2 minutes should start to stabilise. After
AI204 PI212 PI214 TI498 MI583 PI213 FI280 TI219 PI182
m3/h mmWg 10 minutes, when the sensor has reached its operating temperature, the oxygen
• Regeneration fan running and heating 7.2 % -0.027 Bar -0.006 Bar
02 CONTENT (HIC204) :
36 °C 19 °C -0.001 Bar 80 36 °C 131
Light Fuel M83
1.7
Push to select
%
readings are to be considered stable.
• Regeneration fan running hours meter Oil Supply 02 CONTENT HIGH ALARM (HAC204) :
PS185 209 152 156
Cooler
Plant
2.5 Dryer
%
Plant
To
Atmosphere
Selected Blower: 1+2
DRYER OUTLET PRESSURE (HIC10) : Check that the bubble glass is filled with clean water to between ¾ to ¼
• Regeneration fan LOCAL/OFF/REMOTE selection 101-2 400-1
0.200 Bar
500-1 2
101-1
SEAWATER
inch above the centre line marked inside the glass. The bubble glass is used
7-1 OUTLET PRESSURE (HIC14) : 0.260 Bar 10
• Dryer in use indication 100.00 % 253 12-2 400-2 12-3 500-2 1 to monitor the sample flow through the analyser. Check also the correct
0 A
DEW100.00
POINT% HIGH ALARM (HAC583)
FLAME OFF : M M-30 °C
• Cooling and purging indication
0 A II-109-2
II-109-1 LS178 500-3 100.00 % Inert Gas
calibration by use of the sample gas. Refer to the manufacturer’s instruction
102-2 OUTLET COOLER TEMP HIGH Supply Main
102-1
37 °C ALARM (HAC498) :
AUTO
7 °C
manual for details regarding the flow rate and the calibration adjustments.
• Selection of steam heater 7-2
CAPACITY SETPOINT :
LS193
LS192
START/
STOP 100
526
% SETPOINTS
0 A COOLER
LS191
• Selection of electric topping-up heater 0 A II-109-4 PS184 526 SELECT
II-109-3
Scr SW Pump
129 5 12-1
AUTO
REMOTE
CONTR.
Starting Procedure for the Plant
M START/
PV-214 SELECT
Alarms for control power failure, over/undervoltage, regeneration time too Scr SW Pump 100.00 % -0.021 Bar
STOP
DECK
Aux SW Pump Selected
ESC
DRYER
100kPa = 1.08Bar Set up the IGG auxiliary systems in accordance with the following:
long, fan failure, high heating element temperature and emergency stop. 2. Effluent
M
Effluent
Overboard Overboard 17
15 14 16

STOP
START
IGG
START
AIR
START
IGG
ALARM ALARM
ALARMS
PI/
HELP ESC
Sea Water System
ACK RESET TREND
AUTO VENT MANUAL
The sea water crossover main will normally be in operation before the
requirement to start the inert gas generator. It has been assumed that water is

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.2 - Page 3 of 5


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
being taken from the high sea suction on the port side of the vessel and that the Fuel Oil System d) Confirm the brine circulating pump is set for REMOTE
low sea chest is isolated. It has also been assumed that the IG scrubber pump operation.
a) Ensure that power is available at the fuel supply starter panel
will be used to supply the system.
and that all instrumentation and pressure gauge root valves are
open. Inert Gas Cooler System Refrigeration Plant
a) Ensure that the sea water suction strainers on the crossover main
are clear and that the sea water crossover main is flooded and a) Ensure that power is available at the refrigeration system control
b) Set up the fuel oil system by opening the following valves: panel and that all instrumentation and pressure gauge root
ready for operation. Refer to Section 2.4, Machinery Operating
Manual. valves are open.
Position Description Valve
b) Confirm that all of the pressure gauge and instrumentation Open Starboard MGO settling tank quick-closing outlet OP082 b) Ensure that cooling water for the condenser is available from the
valves are open and that the instrumentation is functioning valve to IGG fuel system auxiliary central cooling fresh water system. Refer to Section
correctly. Open Line valve from starboard MGO settling tank to IG005 2.5.3, Machinery Operating Manual.
IGG fuel system
c) Set up the valves as shown in the table below: c) Ensure that the oil in the oil separator is at the correct working
Open Line valve from IGG fuel system to starboard IG009
MGO settling tank level.
Position Description Valve
Set Duplex fuel filter 3-way inlet valve
Open Port high sea chest valve CW005 d) Set the operation mode selector switch to REMOTE and open
Set Duplex fuel filter 3-way outlet valve the compressor suction and discharge valves and the refrigerant
Closed Port low sea chest valve CW006
Open IGG fuel supply pump suction valve 74-1 manual isolating valves 434-1, 434-2, 434-3, 434-4, 434-6, 434-
Open Port sea water strainer outlet valve CW008
Open IGG fuel supply pump discharge valve 74-2 7, 434-9, 434-10, 435-5, 435-9.
Open IGG scrubber pump sea water suction valve IG043
Operational Fuel system pressure control valve 80
Open IGG scrubber pump sea water discharge valve IG045
Inert Gas Regenerative Dryer
Operational IGG scrubber pump swing check valve IG044 c) Confirm that the pump’s local starter is switched to the
IGG generator/scrubber sea water inlet control REMOTE START position. a) Ensure that power is available at the dryer control panel and that
Operational IG033 all instrumentation and pressure gauge root valves are open.
valve
Open IGG generator/scrubber sea water jacket inlet valve Inert Gas Cooler System b) Ensure that sea water cooling is available from the auxiliary
Operational IGG generator/scrubber bilge drain valve IG034 fresh water cooling system.
a) Check that the brine chiller refrigeration system is ready for
Operational IGG generator/scrubber level control valve IG035 operation. Refer to the details listed below.
Operational Washing/cooling water overboard non return valve IG006 c) Check that steam is available to the regenerative heater and
Open Washing/cooling overboard discharge valve IG007 b) Ensure that the brine reservoir tank is filled to the correct that the condensate valves are open. Refer to Section 2.2.4 and
Discharge valve from ballast pump discharge working level. Mix fresh brine in the topping-up tank and fill as Section 2.3.1, Machinery Operating Manual.
Closed BA230 required.
manifold
d) Set the dryer control panel functions for remote operation.
Isolation valve from reliquefaction plant auxiliary
Closed FW246 c) Set the brine circulating system valves as per the following
SW pump discharge manifold
table:
Inert Gas Generator Operation
d) Confirm that power is available to the IGG scrubber sea water
pump starter. Position Description Valve The main control panel touch screen is used to operate the system in either
Open Brine circulating pump discharge valve to 422 automatic or manual mode. Prior to operation, the local starter boxes should be
e) Set the local scrubber sea water pump start selector to the ‘NOR’ inert gas cooler set for REMOTE start and the air blowers selected for both sets in use, which
position and the LOCAL/IGG starter panel switch at the No.1 Open Brine reservoir outlet valve to evaporator 424 will give the normal 100% air supply, or one set in use giving 50% air supply.
6.6kV switchboard to the IGG position. When the system starts,
Open Inert gas cooler condensate drain valve 423
confirm that sufficient water is flowing through the inert gas
generator and scrubber/cooling tower. The orifice plates fitted Closed Inert gas cooler condensate drain line drain
throughout the system should ensure that the correct volume of valve
water flows through each section of the IGG and its scrubbing Closed Brine reservoir tank drain valve 421
tower. Closed Brine reservoir tank make-up pump discharge 427
valve
f) The sea water system is now ready for operation and the interlocks Open Vessel ‘408’ isolation valve 428
will allow the inert gas generator to become operational.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.2 - Page 4 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Procedure for Starting the IG Plant Manual Mode • The dew point is monitored for a timed delay of 3.5
minutes.
Auto Mode The manual mode is available for use should the automatic mode part or fully
fail, and is also used should any testing, inspection and maintenance work be • If the dew point is within preset limits, the vent valve to
a) Press the screen button AUTO START COOLER on the cooler
required. atmosphere will close and the delivery valve to the deck
plant mimic to allow automatic start of the cooling plant and
manifold will open when a consumer is selected.
remotely start the sea water system. The manual mode is selected by pressing the screen button START IGG
MANUAL. The functions as described under ‘Auto Mode’ are then controlled
b) Press the screen button AUTO START DRYER on the dryer by the touch keys on the main control panel. The system safety devices are Procedure for Stopping the IG Plant
plant mimic to allow automatic start of the dryer system. The operational when operating in the manual mode. Auto Mode
dryer bypass valve will close when the cooling plant outlet
temperature and gas oxygen content are within preset limits. a) Press the screen button STOP to initiate the stop sequence:
Manual Override Operation
• The delivery valve to the deck manifold will close and vent
c) Press the screen button START IGG AUTO. The start sequence The IGG plant can be operated in the manual override mode should there be a valve to atmosphere will open.
will then commence as follows: failure in the automatic control system. The operation of the plant under these
• The fuel supply pump and valves will close.
• Sea water inlet valve IG033 and the IGG sea water overboard conditions involves setting the system valves manually and starting the various
valve IG035 will open. pumps and other plant from the manual control panels. The actual starting and • The cooling water will circulate and the air blower will run
control of the main and ignition burners is achieved from the manual override for a preset period to cool down the system.
• The sea water pump will start after a 10 second delay and operation panel which is located on the IGG burner module and has been
sea water will be supplied to the scrubber/cooling tower. • The dryer plant will stop.
detailed in illustration 4.9.1c. From the manual override panel the burner fuel
• The selected air blowers will start after a preset delay (17 and air systems can be controlled and the oxygen content and dew point of the • The refrigeration plant will stop.
seconds) and will purge the combustion chamber for a produced gas monitored.
preset time of 3.5 minutes. Manual Mode
• Upon completion of the purge, the fuel oil supply pump will Dry-Air Production When running in manual mode the fuel oil pump and air blower are stopped by
start. Fuel and air capacity are set to start-up set points. If the IGG is to be used for the production of dry-air, the system is started in separate screen buttons or by pressing the STOP button.
• The ignition burner glow plug will be activated for a preset Air Purge Mode. The system is started in the same way, but dry-air will be
time (30 seconds), after which fuel and combustion air will delivered to the tanks, as no combustion or inert gas is involved. If the plant is to be shut down for an extended period of time, the combustion
be supplied to the ignition burner. chamber jacket will need to be flushed with fresh water for approximately 2
a) Press the screen button AUTO START COOLER on the cooler hours after the burner has been stopped for approximately 2 hours.
• Fuel oil is supplied to the main after a further timed delay of
plant mimic to allow automatic start of the cooling plant when
5 seconds. The scrubber tower will then need to be flushed for approximately 2 hours.
the sea water cooling system starts.
• After 10 seconds the fuel and air to the ignition burner will When all of these operations have been completed, all of the water remaining
be switched off and the glow plug de-energised. b) Press the screen button AUTO START DRYER on the dryer inside the units must be completely drained out.
• The burner flame is monitored by the detector and if stable plant mimic to allow automatic start of the dryer system when
after a timed delay of 17 seconds, the main burner fuel and the cooling plant outlet temperature is within preset limits. The Procedure for Regeneration
air supply will be switched to normal capacity. dryer bypass valve will close when the dryer plant starts.
The dryer vessels need to be changed over every 6 hours to dry out (regenerate)
• If the cooling plant outlet temperature and gas oxygen the desiccant in the recently used vessel. The hot air at +150°C from the duty
c) Press the screen button AIR PURGE. If all the requirements
content are within limits, the dryer plant will start after a heater flows in the opposite direction to the gas flow to evaporate the water
for starting the plant are complied with, the start sequence will
timed delay of 60 seconds. which is then carried off in the flushing stream.
commence as follows:
• The gas oxygen content and dew point are monitored for a • The sea water inlet valve will open and the overboard valve
timed delay of 3.5 minutes. will open.
• If the oxygen content and dew point are within preset limits, • The sea water pump will start after a delay of 10 seconds
the vent valve to atmosphere 2 will close and the delivery and supply water to the cooling tower.
valve to deck 1 will open when a consumer is selected for
inert gas demand. • The selected air blowers will start after a preset delay (17
seconds).
• If the cooling plant outlet temperature is within limits, the
dryer plant will start after a timed delay of 3.5 minutes.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.9.2 - Page 5 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.10a Fire and Gas Detection System Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 1 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
4.10 Fixed Gas Sampling and Gas Detection cargo area is located in the CCR, with accommodation and the engine room No. Location Sample Warning Alarm Remark
Systems analysing/control unit located in the electrical equipment room (EER). Time (S)
16 Cargo escape/ 53 30% 60% LEL Equipped
Repeater panels for both systems are provided in the wheelhouse and at the fire
SW2020 System observation tank LEL with
control station, which allow active alarms to be viewed.
moisture
Manufacturer: Consilium Marine AB
separator
Location: CCR In the event of a gas being detected, alarms are activated simultaneously at
the control stations and the repeater panels. Two-tone high pitched sirens and 17 Vent for oily bilge 53 30% 60% LEL Equipped
System: Salwico observation LEL with
flashing lights are provided to indicate that the gas alarm has been activated.
Model: SW2020 They are fitted in the engine room, motor room, cargo machinery room and moisture
Detectors: 2 x infrared GD-10, E Exd IIC T6, E Exe, for deck area. separator
methane 0 ~100% LEL Total sampling time using 1 1725
2 x infrared GD-10, E Exd IIC T6, E Exe, for pump (seconds)
methane 0 ~100% VOL
Fixed Gas Sampling System (SW2020)
Total sampling time using 1 28
Sample pump: 2 (one in use, one on standby) SW2020 System pump (minutes)
Type: Sample draw, continuous 28 minute cycle with one No. Location Sample Warning Alarm Remark Total sampling time using 2 904
Time (S) pumps (seconds)
sample pump in use
Total sampling time using 2 15
Cargo part: 17 sample points 1 No.1 primary 150 15% 30% VOL
insulation space VOL pumps (minutes)
2 No.2 primary 128 15% 30% VOL
GS3000 System insulation space VOL Note: The system always uses 2 pumps, if one pump fails the sampling time
is still below 30 minutes.
Manufacturer: Consilium Marine AB 3 No.3 primary 100 15% 30% VOL
Location: EER insulation space VOL
Two analysers, operating as duty and standby are fitted to the main cabinet in
Model: GS3000 4 No.4 primary 75 15% 30% VOL the CCR.
insulation space VOL
Detectors: Infrared Bucom ST600EX-IR EEx d IIC T6, for
methane, 0 ~100% LEL 5 No.5 primary 51 15% 30% VOL The SW2020 gas sampling system is an automatically scanning gas sampling
insulation space VOL system permanently installed with a number of sampling points. The gas
Infrared Bucom ST700EX-IR, for methane,
6 No.1 secondary 150 30% 60% LEL detectors are common for all sampling points, allowing the use of high quality
0 ~100% LEL
insulation space LEL gas detectors with good accuracy. A gas sample is taken from each sampling
Infrared PIR 7000 EEx d IIC T6, for methane, point in turn according to the sampling sequence and transported through
7 No.2 secondary 128 30% 60% LEL
0~100% LEL insulation space LEL the sampling pipe to the gas detectors. The sampling time for each point is
Catalytic Combustable Bucom ST600EX-IR 8 No.3 secondary 100 30% 60% LEL individually adjustable corresponding to the pipe length of each sampling
EEx d IIC T6, for methane, 0 ~100% LEL insulation space LEL point. This gives an optimal short cycle time.
Electro chemical ST400EX EEx ia IIC T6, for 9 No.4 secondary 75 30% 60% LEL The SW2020 gas sampling system is intended for the detection of explosive
Oxygen , 0 ~25% Vol insulation space LEL and toxic gases in the cofferdams, pipe tunnels, stools, ballast tanks, slop tanks
Self-test: Continuous 10 No.5 secondary 51 30% 60% LEL and other areas adjacent to the cargo tanks. The system is designed to meet the
insulation space LEL requirements of IMO/SOLAS and classification rules.
11 No.1 vent riser 148 30% 60% LEL
Introduction LEL
Individual Sampling Point Settings
12 No.2 vent riser 140 30% 60% LEL
There are two independent infrared gas monitoring/trip systems fitted on the Each sampling point can be operated from the control unit and has individual
LEL
vessel covering the cargo insulation spaces, cargo area, accommodation, and settings for:
the fore ship. 13 No.3 vent riser 110 30% 60% LEL
LEL • Sampling time as a function of pipe length
One system is a fixed gas sampling type, which monitors sampling points in 14 No.4 vent riser 85 30% 60% LEL • Gas detectors (up to 4) connected for monitoring samples
the hazardous gas zone, and the other is a fixed gas detection system which LEL
For example: % LEL and % Vol.
monitors the non-hazardous gas zone areas. The analysing/control unit for the 15 No.5 vent riser 60 30% 60% LEL
LEL

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 2 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.10b Gas Detection System Stop Valve Box


IAS Cabinet
No.1 Primary Insulation Space 1
No.2 Primary Insulation Space 2 Cargo Area Main 220V AC Input System Loop IBI NMEA
No.3 Primary Insulation Space 3
No.4 Primary Insulation Space 4
Emergency 220V AC Input Communication In Box RS232
No.5 Primary Insulation Space 5 Cable Twisted Pair
No.1 Secondary Insulation Space 6 Relay Outputs and
No.2 Secondary Insulation Space (3x2 min 0,75mm2) IBI IBS
7 GAS 001 ZZ005
24V DC Outputs
No.3 Secondary Insulation Space In Box Fitted Inside
F1 F2 F3 F4

8 System Loop
7 8 9 FAULT

4 5 6

No.4 Secondary Insulation Space


1 2 3

9 IAS Cabinet
0

No.5 Secondary Insulation Space 10


Communication
No.1 Vent Riser 11 Cable Twisted Pair
No.2 Vent Riser 12 (3x2 min 0,75mm)
No.3 Vent Riser 13
No.4 Vent Riser 14 Fire
No.5 Vent Riser SW2020
15
Gas Sampling Control Station Wheelhouse
Cargo Escape Observation Tank 16
Vent for Oily Bilge Observation 17 System Central Relay Outputs
Drain Separator Box
MN400 MN4000
Measuring Gas Outlet O1 Repeater Repeater LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP
GAS 006 002 MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM
PUMP ROOM
F1 F2 F3 F4

Dry Instrument Air Inlet 5-16kp/cm C1


FAULT

2
7 8 9

4 5 6

1 2 3

Fresh Air Inlet I1


0

I1 MN3400 MN3400
Rectifier Repeater Repeater
Communication CS3000
System Loop and 24V DC Power Fire Detection
Water Filter Outlet Main 220V AC
Communication System Central
to Floor Well Input
Emergency Cable Twisted Pair
Hazardous Safe 220V AC Input (3x2 min 0,75mm2)
Area Area MN3000 Communication
Side Passageway (Port) Aft SM-13 Loop 11 Out Cargo Area and
IR Gas Detectors Communication Repeater and 24V DC Power
Pipe Duct Exhaust Machinery Spaces Shielded Cable
EEx d and Power Loop
No.6 Cofferdam
ST600EX-IR (2x2x min 0,75mm) Twisted Pairs
No.5 Cofferdam
No.4 Cofferdam GAS 006 002
LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP
MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM
(2x2x min 1mm2)
PUMP ROOM

No.3 Cofferdam
F1 F2 F3 F4

7 8 9 FAULT

System Loop
4 5 6

1 2 3

No.2 Cofferdam
0

No.1 Cofferdam Communication


Pipe Duct Supply Cable Twisted Pair Rectifier and
Side Passageway (Port) Fwd Relay Outputs (3x2 min 0,75mm) Battery 14,4Ah
SM-13 Loop 11 In Safe Hazardous
Area Area
Accommodation Upper Deck Entrance (Port) Main 220V AC
Loop 14 Out SM-13/11
Side Passageway (Starboard) Aft SM-13 Loop 12 Out Communication Air Condition Room Input
IR Gas Detectors IR Gas Detectors
Cargo Compressor Room (Starboard) and Power Loop Air Condition Air Duct 1 Emergency
EEx d EEx d
Cargo Compressor Room (Port) (2x2x min 0,75mm) Air Condition Air Duct 2 220V AC Input
ST600EX-IR ST600EX-IR
Cryogenic Heat Exchanger GS3000 Accommodation Upper Deck Entrance (Starboard)
Side Passageway (Starboard) Fwd SM-13 Gas Detection SM-13/11
Electro Chemical Communication Gymnasium
IR Gas Detectors
Oxygen Detector and Power Loop System Central
Cargo Compressor Room SM-13/11 ST700-IR Inside SW2020 Sampling Cabinet
Ex-la ST400EC (2x2x min 0,75mm)
Cryogenic Heat Exchanger SM-13/11 Loop 12 In 220V AC Input
GS3000 Pump
IR Gas Detectors 10mm Pipe SUS
and Detector FW Expansion Tank
EEx d Loop 14 In
Cabinet Drain Separator Filter
ST600EX-IR
Electric Motor Room SM-13/11
No.5 Central Tank Liquid Dome SM-13/11 Loop 13 Out Extraction Fan 1 for O2 Analyser Room in Gas Combustion Unit
SM-13/11
No.4 Central Tank Liquid Dome PIR 7000 Loop 15 Out Communication IR Gas Detectors Extraction Fan 2 for O2 Analyser Room in Gas Combustion Unit
No.3 Central Tank Liquid Dome Gas Detectors and Power Loop EEx d Emergency Generator Room
No.2 Central Tank Liquid Dome EEx d (2x2x min 0,75mm) ST600EX-IR E/R Supply Duct Port FWD
No.1 Central Tank Liquid Dome SM-13 E/R Supply Duct Port AFT
E/R Supply Duct STB AFT
Communication E/R Supply Duct STB FWD
Bosun Store (Port) SM-13/11 Incinerator Room
and Power Loop
Bosun Store (Starboard) ST600EX-IR Loop 15 In SM-13/11 Inert Gas Line After Dryer
(2x2x min 0,75mm)
Fwd Pump Room SM-13/11 Loop 13 In Rectifier and
Battery 14,4Ah

Main 220V AC
Input
Emergency
220V AC Input

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 3 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
• Alarm levels for low and high alarm for each detector and each There are three keys on the operating panel. The Alarm Mute key is used to There are 17 external sampling points and one internal sampling point which is
sampling point acknowledge the gas alarm and the Alarm Reset key is used to reset the gas located inside the analyser unit at the top of the cabinet. This internal sampling
alarm. The third key, Alarms in Queue, is used to toggle the sampling points point is positioned to detect any gas due to leaking pipework within the cabinet.
• Clear text information
in alarm. It will alarm and shut down the system at 30% LEL. If a sample from any of
the 17 sampling points reaches 30% LEL a high gas alarm will be activated on
Programmable Scanning Sequence The operating panel continuously shows, in the clear text display, sampling the IAS. A high high gas alarm is activated if the gas reading rises to 60% LEL.
Each sampling point can easily be operated from the control panel. For point and the last measured value. A complete sampling cycle takes approximately 28 minutes when one sample
permanent installations in ballast tanks or other areas, which may periodically pump is used and 15 if both pumps are in use.
be filled with fluid, a counter-pressure system is automatically protecting the The Fault LED is lit and a fault message is shown in the clear text display when
pipes with a gentle flow of air, preventing clogging. a fault alarm is generated. There are two vacuum switches fitted within the system, one is used for an
internal leakage test and the other for a flow failure on the transportation pump.
The sampling time for each disconnected sampling point is deducted from the The List and Set-up keys are used to manage the gas sampling system. The internal leakage test is carried out every 24 hours and consists of closing
cycle time, thus reducing the cycle time for the remaining sampling points. all the sampling solenoid valves and running the analyser pump. If the vacuum
The numeric keypad is used for value settings and clear text set-up. switch is activated, it proves the integrity of all the pipework, valves, pump and
The SW2020 gas sampling system also enables selected points to be sampled the also the vacuum switch. An alarm sounds in the event of the vacuum switch
more frequently. not being activated.
Analysing Unit
The analysing unit contains all functions for detecting and transporting the test The automatic pipe cleaning system (APCS) is activated by a sampling pipeline
A flow fault on a sample point will activate the automatic pipe cleaning system
samples, as well as an internal sampling point for the monitoring of internal becoming blocked. This will cause the pump to stop and the automatic pipeline
(APCS). The APCS will first attempt to remove the cause of the flow fault by
gas leakage. Its components comprise gas detectors, solenoid valves, sampling cleaning function to be started. This consists of purging the sampling line back
flushing the sampling pipe and then try to obtain a new sample. The sampling
and transport pump, flame traps, flow meter, remote I/O - PCB-boards, power to the sampling point with dry compressed air for 15 seconds in order to clear
point is automatically disconnected and the fault is transferred to the fault list
supply unit and terminals for power supply, alarm outputs connection to the the blockage. The pump will then restart and try to obtain another sample. If
if the flow fault remains.
control unit and repeater unit, as well as connections for all piping included in the vacuum switch is again activated the flow failure alarm will be activated.
the system.
The last measured gas value for a sampling point can be viewed in the Sampling
Point List. Manual measurement and purge on a selected sampling point are There are also two pressure switches fitted within the system for monitoring
The analysing unit is installed in a ventilated area with controlled temperature the discharge pressures of the pre-suction pump and the analyser pump. They
also done from this list.
above main deck level, in the CCR on C deck. are activated in the event of a low discharge pressure from either pump and will
A test gas cylinder is connected to the system for calibration of the gas stop the pump and the sampling sequence, resulting in a flow failure alarm.
detectors. Repeater Unit - MN400
There are three calibration gas bottles located inside the analyser cabinet, one
The repeater unit contains a clear text display for alarm and fault messages. of 50% LEL, one of 100% by volume and one of 100% N2. These are used for
The SW2020 system consists of four parts which are as follows:
One unit is located in the fire control station and one in the wheelhouse. calibrating the two Simrad GD10 infrared gas analysers.
Control Unit
Pipe System
The main control unit contains control functions and display for the system and
Operation of the Fixed Gas Sampling System
The pipe system transports the test samples from the sampling points to the
is located in the CCR on C deck. Control Unit
analysing unit. The pipe system includes shut-off valves, flame traps and
filters. The control unit of the SW2020 gas sampling system is divided into two
The control unit has an HMI and controls the electronics in the analysing separate parts. The left-hand side consists of only three keys: ALARM MUTE,
unit. It consists of a LCD clear text display, LED display, LEDs, keyboard, ALARM RESET and ALARM IN QUEUE. The ALARM IN QUEUE key is
microprocessor and memory for the software, definitions, additional texts etc. Operation of the Fixed Gas Sampling System used to find a gas alarm in the gas alarm list, and the two other keys to either
Electrical connection terminals to the analysing unit, the repeater unit and the mute or to reset an alarm. The gas level is measured again to see if the alarm
optional printer are placed in the bottom of the control unit cabinet. This system consists of a pre-suction pump which draws from each of the condition has disappeared.
sampling points individually via a suction filter and discharges into the gas
The SW2020 control unit is divided into two parts; the gas alarm panel and the sampling unit via a flame screen. An analyser pump draws the sample in The right-hand side is used for the operation of the system. Press one of the six
operating panel. and discharges it to the infrared gas analyser and finally out to atmosphere. LIST and SET UP keys to operate and monitor the system. All six keys will
There are two gas analysers fitted, both of which are in constant use, with one open a list of items (sampling points, alarms etc).
The gas alarm panel is activated when a gas alarm situation is detected in the measuring 0 to 100% LEL and the other measuring 0 to 100% volume. The
system. The sampling point number, alarm level (LO or HI) and the actual gas LCD panel on the front of the main control panel displays both the LEL and Use the four arrow keys to find the item required and use the function keys to
detector in alarm are displayed. the % volume readings for the point being sampled. select an action to perform.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 4 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.10c SW2020 Gas Detection Panels

Control Panel

Salwico SW2020
POWER ON..............

GAS GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE DISCONNECTION....
001 005 HI ALARM LEVEL.....
PUMP ROOM EXTERNAL ALARM...
SAMPLING ALARM STATUS 1................
POINT LEVEL STATUS 2................
SYSTEM FAULT.........
DETECTOR
F1 F2 F3 F4 ABNORMAL COND....

ALARM MUTE
(1) CH4 % LEL
ALARMS IN QUEUE 7 8 9 LIST
SAMPLING
LIST ALARMS
FAULT
STU VWX YZ* POINTS

(2) CH4 VOL% 4


JKL
5
MNU
6
PUR
LIST DISCONNECTION LIST FAULTS M MUTE

(3) CH4 % LEL ALARM RESET 1 2 3 SETUP SAMPLING SETUP


GENERAL
SETTING R RESET
ABC DEF GHI POINTS

(4) CH4 VOL%


0 .,-
ENTER ESC HOME Pg Pg

Repeater Panel

MN400
GAS ALARM REPEATER UNIT
List

List
On

Alarms

Local mute
Faults

Lamp test

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 5 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
For example, it is possible to make a manual measurement on sampling point • Value: Display the value of the last gas measurement. Change Access Level Code (2)
No.5 (SP5) by first pressing LIST SAMPLING POINTS, then choose SP5 with
• Disconnect: Disconnect for a period of time or forever (OFF). Enter the access level you want to change access code for, push the return key
the arrow keys and finally press F3 (Measure) to start measuring on SP5. The
The counter-pressure will automatically engage for sampling and then F1 to continue. The code can only be changed for access levels lower
sampling point details will be shown on the display.
points with this feature. or the same as the current access level (level 2 in the example below).
Some menus require a numerical input, manual measurement is one of them. • Measure: Start measuring the gas concentration. With this
Enter a new value with the numerical keyboard. Press Enter to change the function it is possible to make a prompt check of the actual (2a) Change access level code
new value into the current value and press F1 to start measuring. gas concentration of the selected sampling point. The sampling Current: 2 New:
time can be set in minutes, though never below the set-up Enter an access level (1-3)
time. The gas value is updated and continuously shown in the CONTINUE
Standby display. The possible alarm (low or high) will be decided when
The control unit is in standby mode most of the time. The display shows that the gas reading is stable. The remaining measurement time is Enter the new 4-digit access code, then push the return key and then F1 to
the measurement sequence is running with the system always displaying the continuously shown. continue.
last measurement. • Purge: Clean the pipe for that particular sampling point for 30
seconds. Before connection to the analysing flow, an automatic (2b) Change access level code
The standby menu displays the system status. The standby mode can be decompression is made through the internal sampling point for Current: New:
identified by the clock in the upper right corner and can be reached by pressing 10 seconds in order to protect the pressure switch and pump Enter the 4-digit access code
the HOME key. The control unit will automatically return to standby mode 30 membrane. CONTINUE
minutes after the last keyboard entry.
Actions such as ‘purge’ and ‘manual measure’ cannot be performed on Enter the same access code again and push the return key. The result of the
Lists disconnected sampling points. The only allowed action on a disconnected operation will be displayed on row 3.
sampling point is RECONNECT.
All manipulations required by the average user can be performed from the four
(2c) Change access level code
lists in the system.
After a measure or purge manoeuvre, the normal measurement sequence starts Current: New:
at the sampling point that was interrupted. Enter the same 4-digit code again
Alarm List
The left-hand side of the control unit always displays the sampling point in Disconnection List Change Time of Day (3)
alarm and the alarm level (high or low).
Press LIST DISCONNECTION to open the disconnection list. Enter the time of day (HHMMSS, 24-hour clock) and push the return key. The
result will be displayed on row 3.
Mute any gas alarms by pressing ALARM MUTE and reset gas alarms by
Disconnected sampling points are displayed one by one by using the arrow
pressing ALARM RESET. Press ALARM IN QUEUE to display the next gas
keys. Reconnect a sampling point by pressing Fl (Reconnect). (3) Change time of day
alarm (if any are present).
Current: 121629 New:
When more detailed information about an alarm is required, press LIST Set-up - General Settings - Access Level 1 Enter a new time of day (HHMMSS)
ALARMS on the right-hand side of the control unit. This list is opened
automatically when a new gas alarm is detected. Use the arrow keys to display The system changes the access level and enters configuration mode when the Change the Date (4)
the next and previous alarms. correct access code for level 2, 3 or 4 is entered. The system will not start until
Enter the date (YYYYMMDD) and push the return key. The result will be
the user chooses to start the system again (the access level is automatically
displayed on row 3.
Fault List changed back to 1) or the user time-out expires after 30 minutes.

Press LIST FAULTS on the right-hand side of the control unit to display the (4) Change the date
faults in the system. This list is automatically opened when the system detects Change Access Level (1) Current: 19970101 New:
a fault. Mute faults by pressing the FAULT MUTE key and reset faults by Enter a 4-digit access code and push return key. The result of the operation is Enter a new date ...... (YYYYMMDD)
pressing the FAULT RESET key. displayed on row 3. The sampling sequence is stopped when the access level
is changed to 2 or higher. Change LED Intensity (5)
Sampling Point List
Enter a new intensity and then push the return key to change the intensity of
1) Change access level
Press the LIST SAMPLING POINTS to enter the sampling point list, then select the LEDs.
Current: **** New:
a sampling point with the arrow keys and use the function keys to perform an
Enter a 4-digit access code
action. The following actions can be performed on a sampling point:

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 6 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Illustration 4.10d Gas Detection System (i)
Fire Wheel-
Control house (+)
Station (+)
Cargo Area Gas Detection System
Repeater Repeater
Panel Panel
(2EA) (2EA)

No.5
Trunk Deck Space No.4 No.3 No.2
Trunk Deck Space Trunk Deck Space Trunk Deck Space No.1
Vent
Vent Intake Trunk Deck Space
Mast Vent Vent
to Pipe Duct Vent Intake
Vent Mast Mast Mast No.1 Vent Mast
No.5 No.4 No.3 No.2 to Pipe Duct
Liquid Liquid Liquid Liquid Liquid
Dome Dome Dome Dome Dome
Gas Dome
Gas Gas Gas Gas
Fwd Bosun
Dome Dome Dome Dome Pump Store
Room

GD GD GD GD
015 GD 009 006 003
012
O2 Detector
To IAS Gas Gas GD GD GD GD GD GD GD GD GD GD
Detection Detection 014 013 011 010 008 007 005 004 002 001
(In EER) (In CCR)
From Engine
Room

GD
GD017 016
Gym
Key
Monitor Compressor
Room Room
Infrared Detection Line
Compressed Air
Electrical Signal
Detail of Exhaust Trunk Deck
from Analyser Primary Insulation Space
Entrance

Elevation
Cabinet Secondary Insulation Space
Air Main Panel
Duct (In Cargo Instrument Air Side Elevation
Control Room) Upper Deck
Accommodation Inside
Baggage Locker on Stop
Air Cond. Room Valve
B-Deck
Box
Main Entrance to Accommodation : 2 Points

Cofferdam
Gas Detection
Bosun Store
Main Line

Trunk Deck Space


Stop Valve Box Heavy Fuel
Side Side No.1 Cargo Tank
(In Baggage Locker on Fwd Pump Oil Tank
Passageway Passageway and Fwd
B-Deck of Accommodation) Accommodation Room
Deep Water
Front Wall
Ballast Tank
Inside
Upper Deck Upper Deck
Fore Peak Tank
Accommodation
Front Wall Pipe Duct
Outside

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 7 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

(5) Change LED intensity Restart the System Without Saving (11) 2) A bypass pump fault is caused by a pressure switch. The
Current: 5 New: Push F1 to restart the sampling sequence. The system will change back to scanning cycle continues. The bypass pump stops. The cause for
Enter a new value (1..5) access level 1 but will NOT save the current system configuration. All changes this fault is the same as described for the analysing pump.
to the system configuration will be lost.
3) Internal leakage in the analysing unit is indicated when the
Print the System Configuration (6) automatic leakage control fails. This control is automatically
(11) Restart system without saving
Push F1 to print the system configuration. initiated every 24 hours by closing all the sampling valves,
- Don’t save the current set-up,
running the analysing pump and checking that the vacuum
return to access level 1
(6) Print the systems configuration switch is activated. If the vacuum switch is not activated the
RESTART
cause is a leakage at the vacuum side of the pump from pipes,
PRINT solenoid valves, a pipe coupling or the vacuum switch itself.
Set-up - General Settings - Access Level 3
4) Calibration: This fault indicates that zero or span calibration is
Test Pixels and LEDs (7) not completed due to a value that is out of range, either due to a
These are normally only carried out by the cargo engineer or chief officer, and
Push F1 to test LEDs and pixels on the control unit. the procedures are described in the operator’s manual. gas sampler fault or a test gas fault. The bottle might be empty
or the test gas mixture is not corresponding to the value that is
(7) Test pixels and LEDs set for span calibration.
Actions in the Event of an Alarm
TEST Gas Alarm 5-8) Gas Sampler 1-4. Indicates a fault depending on which type of
sampler that is in use. There might be a loss of power, a dirty
1) When the ALARM MUTE button is pressed, the audible mirror in an internal radiation sampler or a sensor failure etc.
Test the Local Buzzer (8) alarm stops and all alarm outputs with mute functionality are
Push F1 to test the local buzzer. deactivated. The scanning cycle continues and will give new 9) Moisture fault (option). Indicates that water is sucked into the
alarms for each sampling point exceeding the alarm level. The pipe system of the analysing unit.
(8) Test the local buzzer alarms are stored in the alarm list and the sampling point of the
last occurred alarm is shown as well as the alarm level low or 10) High temperature in the analysing unit (option).
TEST high.
2) Activation of the ALARM RESET button starts a re-evaluation 11) Power fault (option). As indicated if there are two independent
of the sampling point in alarm. An alarm reset request will power supplies and one fails.
Check the Valves for Internal Leakage (9)
stop the sampling sequence and make a new measurement.
Push F1 to check the system (valves and connections) for internal leakage. This re-evaluation is to be able to accept an alarm reset on the 12) Flow fault on sample point #. Indicates a flow fault on the sample
sampling point if the level is now below the alarm level. If the point listed. Before indication of a flow fault the automatic pipe
(9) Start checking the valves ALARM IN QUEUE button is pushed and a RESET is made of cleaning function first attempts to remove the cause of the flow
Status: ABORTED all sampling points in alarm, the system will start re-evaluating fault by flushing the sampling pipe for 15 seconds, and then
START STOP these sampling points one by one. It may therefore take a while tries to obtain a new sample. If the flow fault still remains, the
to complete alarm reset for several sampling points. sampling point is automatically disconnected and a flow fault
alarm is generated and listed in the fault list. The scanning cycle
Set-up - General Settings - Access Level 2 The re-evaluation sequence can be interrupted by manual measurement or continues to the next sampling point. As long as the flow fault
purge (see the sampling point list below). for a certain sampling point is listed in the fault list the fault
Restart the System, Save Current Set-up (10)
remains.
Push F1 to restart the sampling sequence. The system will change back to
access level 1 and save the current system configuration. Fault Alarm Other fault alarms monitor the internal condition of the gas sampling system.
1) An analysing pump fault is caused by a pressure switch and stops
(10) Restart the system the pump and scanning sequence if the system does not have the
- Save the current set-up, pump redundancy option. The pressure switch is detecting that
return to access level 1 the pump pressure is too low, the cause is probably a membrane
RESTART leakage of the pump or a fault of the pressure switch itself.
Service is needed if the fault cannot be reset.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 8 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.10e Gas Detection System (ii)

Trunk Deck Space


Elevation
Vent Side Side
Mast Passageway Passageway
GD Pipe
003 Duct
Trunk
Upper Deck Upper Deck
Gas
Dome

Trunk Deck Space Vent Intake to Pipe Duct : 1 Point


Side Side 3-Way Valve Vent Exhaust from Pipe Duct : 1 Point
Passageway Passageway Sampling Each Liquid Dome : 5 Points
Yard Supply
Typical Piping Joint
Upper Deck Upper Deck

Filter

Vent Mast : 5 Points (Sampling)


Primary Insulation Space (S-Only) : 5 Points (Sampling)
Secondary Insulation Space (S-Only) : 5 Points (Sampling)
Trunk Deck

Key O2 Detector for Compressor Room O2 Detector for Electrical Motor Room
Infrared Detection Line
Compressed Air For Cargo Compressor Room For Electric Motor Room
Electrical Signal
Primary Insulation Space For Cargo Compressor Room
Engine Room
Cargo Escape Tank To Gas Detection Panel
Secondary Insulation Space (In Cargo Control Room)
For Cofferdam
(Electric Cable)
Bilge Observation Tank

Trunk Deck Space


Steering Gear Room
Side
Passageway Multi-Core Tube Safety
Side Area
Passageway

Aft Peak Hazardous


Upper Deck Upper Deck
Tank Area

IG
1 2 3 4 5 6 7 8 9

Side Passageway (Port and Starboard) : 4 Points


Electric Motor Room : 1 Point Pipe Duct
Cargo Compressor Room : 2 Points
Cargo Escape Tank : 1 Point (Sampling)
Cargo Liquid Dome : 5 Points 1. Near Extraction Fan Gas Supply Hood for Gas Combustion Unit (O2 Analyser Room in Gas Combustion Unit)
Cofferdam : 6 Points 2. Gas Supply Hood for Gas Combustion Unit (O2 Analyser Room in Gas Combustion Unit) Near Extraction Fan
3. Incinerator Room
Bilge Observation Tank : 1 Point (Sampling)
4. Inert Gas Line After Dryer
O2 Detector : 3 Points
5. Emergency Generator Room
6. Engine Room Supply Duct (Starboard, Fwd)
7. Engine Room Supply Duct (Starboard, Aft)
8. Engine Room Supply Duct (Port, Fwd)
9. Engine Room Supply Duct (Port, Aft)

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 9 of 17


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Repeater Unit (Fire Control Station and Wheelhouse) The operator supervises and operates the system from one or more control units • ALARM LEVEL 1: LED indicating alarm with low concentration
which are placed at convenient locations, separated from the central units. The of gas.
different central units and control units of the system communicate with each
The HMI • ALARM LEVEL 2: LED indicating alarm with higher
other on two RS-422 channels, the system loop.
concentration of gas than ALARM LEVEL 1.
• Gas alarms are shown on the Mini Repeater.
The central unit and its detectors communicate on two-wire loops. The • IN QUEUE: LED indicating multiple alarms for alarm level 2.
- The previous and next alarms (if any) can be listed with the communication method is based on frequency modulation (FSK). Each
Arrow keys. detector is connected to its loop via a specially developed integrated circuit for The operating panel is used for controlling the system and to display additional
• Unmuted faults are shown if there are no unmuted gas alarms in supervision and communication. The detectors are supplied with power from information in case of a gas alarm.
the system. the loop. The loop can be either a single-ended branch line, a two-way closed
loop or a two-way closed loop with branch lines. The alphanumerical display is used as a complement to the numerical display
- The previous and next faults (if any) can be listed with the on the Gas Alarm panel, as a communication media when operating the system,
Arrow keys. All communication between the operator and the system is performed via the and to display guiding texts for the function keys. Under normal conditions,
• The clock is shown when there are no alarms or faults in the front panel on the control unit. The GS3000 system detects gas, fault, abnormal when the central unit is in normal status, the text GS3000 CONTROL UNIT is
system. condition or change in the system status; this is displayed on the control unit displayed together with the date and time.
panel. The operator can control and check a number of functions in the system.
• The Local mute button has dual functions. To make it easier for the operator to handle all the functions they are divided
Keys
– It mutes the local buzzer if there are any entries in the fault into three access levels, where each level is protected by an access code that
or alarm lists. can easily be changed by the operator. • F1, F2, F3, F4 Function keys, used for choosing functions from
– It will light the LCD display, all LEDs and sound the buzzer the menus in the display and for entering certain characters with
The following functions are available in the system:
for 15 seconds if there are no entries in the Gas alarm or no keys of their own.
Fault alarm lists. • Disconnection of zones, detectors, manual call points, zone
• 0 - 9 Numerical keys.
units, alarm devices, external controls.
• The user can access the fault list with the Alarm/Fault button • - Correction key, the last key stroke is erased.
if the MN400 is presently showing the Gas Alarm List. The • Electric isolation of a loop.
MN400 will return to the Alarm list after 15 seconds if no • - Return key, the system returns to normal status, GS3000
• Reconnection of all disconnected units.
buttons are touched. CONTROL UNIT is displayed.
• Supervision of zones and detectors.
• Z, D, EA, EC, ED - Command keys used to choose the unit to
• Display of all events present in the different lists in the system. operate on.
LEDs
• Change of system status, such as date, time, number of zones • MUTE - Fault handling key used to acknowledge faults and to
• The ON LED – Is lit when the MN400 is running connected to the system and connection/disconnection of PC. mute the buzzers.
• The ALARM LED – Is lit when there is a Gas Alarm in the • Change of detector settings. • RESET - Fault handling key used to reset the faults.
system
• Display of the status of all units connected to the system. • ON, OFF, TIMER - Operation keys used to choose the operation
• The FAULT LED – Is lit when there is a Fault Alarm in the to perform.
• Test buzzer, LEDs, indicators and display.
system
• - List handling keys, the LIST key is used to open the
The gas alarm panel is activated when a gas alarm is detected in the system. list function. The arrow keys are then used to scroll through the
Fixed Gas Detection System (GS3000) lists.
The gas indicator is flashing and the alarming zone number and detector
The GS3000 gas sampling system is intended for use in the detection of explosive address are displayed on the numeric display.
and toxic gases in the engine room, accommodation and passageways, and is Indicators
a computerised, fully addressable analogue gas alarm system with analogue Keys • POWER ON - Is lit when the power is on.
detectors. The detectors are automatically tested and continuously supervised
by the central unit. In the event of gas being detected the appropriate output • ALARM MUTE: This key is used to acknowledge the gas alarm • DISCONNECTION - General disconnection indicator.
channels are activated controlling the gas damping measures. At preset fixed and mute the buzzers. • TEST - Is lit when the central unit is in test mode.
intervals the system actively checks that all connected units are in working
• ALARM RESET: This key is used to reset the gas alarm. • ALARM TRANSFER - Is lit when the dedicated gas output is
order and that the contents of the system is according to its configuration.
• ALARMS IN QUEUE: LEDs indicating multiple alarms with activated (steady light) and is flashing when the door is opened,
The gas alarm system can be divided into several geographically separated a possibility to list these on the numerical display and on the the gas output is deactivated.
central units and control units which are connected into a larger system. alphanumerical display.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 10 of 17


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Illustration 4.10f GS3000 Gas Detection Panels
GS3000
Gas Detection Panel

Salwico GS3000
POWER ON

GAS
DISCONNECTION
006 002 TEST......
ALARM TRANSFER
ZONE DETECTOR EXTERNAL ALARM
DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM LEVEL 1
ALARM MUTE
ALARM LEVEL 2 ALARMS IN QUEUE 7 8 9 Z ZONE EA
EXTERNAL FAULT
ALARM

4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE

ALARM RESET
1 2 3 AD
ALARM
DELAY R RESET

ALARM LEVEL 2
IN QUEUE 0 ON OFF TIMER LIST

Repeater Panel

Salwico MN3400
GAS ALARM REPEATER UNIT
List
On line
List
More alarms

Local mute

Lamp test

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 11 of 17


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• EXTERNAL ALARM - Is lit when an external alarm output is appears above function key F3 if the beginning of the line disappears, use this The zone number and detector address are displayed on the first line and
disconnected or faulty. key to display the beginning of the line again. additional information about the alarming unit is displayed on the second
line.
• DELAY OFF - Is lit when the time delay is deactivated.
ALARMS IN QUEUE is Flashing
• SYSTEM FAULT - Is lit when a fault occurs in the system If there are more than one unit in alarm the addresses of these alarms will
program. Two or more gas alarms in the system. not be automatically displayed. You can display one at a time by pressing the
• ABNORMAL COND - Is lit when an abnormal condition has • Press the ALARM MUTE button to mute and acknowledge ALARMS IN QUEUE key repeatedly.
occurred. all of the gas alarms. The GAS and ALARMS IN QUEUE
indicators stop flashing and turn over to steady red when all Reset Gas Alarm
the gas alarms are muted. The function of the audible gas alarm
Authorisation The displayed gas alarms can only be reset one at a time.
including the internal buzzer when the door is opened is defined
The functions of the system are divided into three different access levels, each at the initialisation of the system. They are permanently silenced
level protected by an access code. The system is in access level 1 when the door Select Gas Alarm:
when ALARM MUTE is pressed.
to the control unit is opened, when you want to go to access level 2 or 3 you • Press ALARMS IN QUEUE repeatedly to select the appropriate
have to enter the appropriate access code for each level. The access code for The zone number and detector address in alarm are displayed on the gas alarm gas alarm.
each function is specified first in each description in the GS3000 user’s guide. panel. The address of the first gas alarm is displayed on the first line and
additional information about the alarming unit is displayed on the second line. Reset Gas Alarm:
The address of the latest gas alarm is displayed on the third line, and additional
Gas Alarm information about this unit is displayed on the fourth line.
• Press ALARM RESET to reset the gas alarm.
GAS is Flashing
The system is trying to reset the gas alarm.
A gas alarm is detected in the system. The zone number and detector address in The text MENU on the fourth line disappears when there is more than one gas
alarm are displayed on the gas alarm panel and in clear text on the alphanumeric alarm in the system, but the F4 key is still active.
The Gas Alarm is Reset:
display on the operating panel. The gas value is continuously updated by the • ALARMS IN QUEUE - LEDs indicating multiple alarms (level
• The gas alarm disappears from the display when it is reset and
control unit. 1 and 2) with a possibility to list these in the numerical display
it is moved from the All List to the Gas Alarm History List. The
and in the alphanumerical display.
next gas alarm is displayed after five seconds, or if there are no
One of the two LEDs, ALARM LEVEL 1 or ALARM LEVEL 2 is lit,
• ALARM LEVEL 2 IN QUEUE - LED indicating multiple more gas alarms the system returns to normal status and the text
indicating if the gas alarm is activated by a low or high concentration of gas.
alarms of alarm level 2. GS3000 CONTROL UNIT is displayed.
There are two levels of gas alarms:
Display next alarm: The Gas Alarm is Not Reset:
• ALARM LEVEL 1 - LEDs indicating alarm with low
• Press ALARMS IN QUEUE • Use the list function. Press the LIST key on the operating panel
concentration of gas. The text GAS(1) is displayed in the
and select the ‘Gas Alarm - Not Reset List’. Check the problem
display.
The next gas alarm address is displayed both on the gas alarm panel and on the and deal with it. For more information see ‘Gas Alarms That
• ALARM LEVEL 2 (GAS 2): LEDs indicating alarm with alphanumerical display for a few seconds. The gas alarm is presented on the Could Not Be Reset’.
high concentration of gas. The text GAS(2) is displayed in the two first lines on the display.
display.
Gas Alarms That Could Not Be Reset
Acknowledge and Mute Gas Alarm
The alarm levels are defined for the detectors at the installation of the gas alarm A gas alarm that could not be reset is put in the ‘Gas Alarm - Not Resettable
system. Acknowledge and mute: List’. When you want to reset one of these gas alarms you can either use this
list or list them by using ALARMS IN QUEUE key.
• Press the ALARM MUTE button to mute and acknowledge the
All the information about the gas alarm is displayed on the first and second line gas alarms.
in the display. The zone number and the detector address are displayed on the ALARMS IN QUEUE Key:
first line and additional information about the unit, if provided, is displayed on The GAS indicator stops blinking and turns over to steady red. All buzzers are • Press ALARMS IN QUEUE repeatedly to select the appropriate
the second line. permanently silenced when ALARM MUTE is pressed. gas alarm.
The gas alarms can be muted and reset. All of the gas alarms are put in the The detector address of the first detected gas alarm and the zone number are The gas alarm address is displayed both on the gas alarm panel and on the
alarm list. displayed on the gas alarm panel and on the alphanumerical display on the alphanumerical display on the operating panel.
operating panel.
The > sign is displayed above function key F3 if the first line is too long to
be displayed. To display the remaining part of the line, press F3. The < sign • Press F3 if you want to display the rest of line one.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 12 of 17


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Reset Gas Alarm: The Gas Alarm is Not Reset: Infrared PIR 7000EEx d IIC T6; used to detect flammable gas (methane) in
air with an operating detection range of 0 to 100% LEL.
• Press ALARM RESET. • The reason why the gas alarm is not reset is displayed on line
three. This text disappears after a few seconds, but the gas alarm
The system is trying to reset the gas alarm. remains displayed on line one and two. Check the problem and Loop Location Warning Alarm Remark
deal with it, then try to reset the gas alarm again. 11.3 No.6 cofferdam 30% LEL 60% LEL
The Gas Alarm is Reset: 11.4 No.5 cofferdam 30% LEL 60% LEL
• The gas alarm disappears from the display and the ‘Gas Alarm Fault Indication 11.5 No.4 cofferdam 30% LEL 60% LEL
- Not Resettable List’. The display returns to the next gas alarm 11.6 No.3 cofferdam 30% LEL 60% LEL
after a few seconds, or if there are no more gas alarms it returns FAULT is Flashing: 11.7 No.2 cofferdam 30% LEL 60% LEL
to normal status and the text GS3000 CONTROL UNIT is
• The FAULT indicator is flashing and the internal buzzer is 11.8 No.1 cofferdam 30% LEL 60% LEL
displayed.
sounding. One or more faults are detected in the system. The
fault is not displayed if there is a gas alarm in the system. It Infrared Bucom ST600EX-IR EEx d IIC T6; used to detect flammable gas
The Gas Alarm is Not Reset:
is instead put in the Fault list. Otherwise the first line displays (methane) in air with an operating detection range of 0 to 100% LEL.
The reason why the gas alarm is not reset is displayed on line three. Check the the word FAULT, a fault code, a zone number, a detector type,
problem and deal with it: and a fault message. Additional text is displayed on line two, if Loop Location Warning Alarm Remark
provided. The total number of faults is displayed on line 3. The 12.1 Side passageway 30% LEL 60% LEL
LIST KEY faults can, one at a time, be acknowledged/muted and reset by starboard aft
using the MUTE and RESET keys situated in the Fault fields. If
• Press LIST 12.2 Cargo compressor room 30% LEL 60% LEL Duct-mounted
there is a gas alarm in the system, use the LIST key to display
starboard
• Select GAS ALARM the fault in the display. The fault codes are listed in Appendix A:
Fault Codes in the User’s Guide. 12.3 Cargo compressor room 30% LEL 60% LEL Duct-mounted
• Select NOT RESETTABLE LIST port
Acknowledgement of faults, fault finding, disconnection and changes to the 12.4 Cryogenic heat exchanger 30% LEL 60% LEL JIS 10k 150A
The first not resettable gas alarm is displayed. See User’s Guide Chapter 2: set-up are covered in detail in the User’s Guide. flange-
Gas Alarm 2-7. mounted type
The GS3000 fixed gas detection system consists of fixed gas detectors 12.7 Side passageway 30% LEL 60% LEL
GS3000 of the infrared type at various locations in the GCU area, engine room, starboard fwd
GAS ZONE 2 DETECTOR 5 accommodation, emergency generator room, cargo motor room, bosun’s store
ALARM 2 OF 4 (NOT RESETTABLE) and deck passageways. The detectors will activate a gas alarm if the LEL Type of detector: Electrochemical ST400EX, EEx ia llC T6; used to measure
reading reads 30% or above. A high-high alarm will be activated if the reading oxygen levels with an operating detection range of 0 to 25% vol.
Reset Gas Alarm: increases to 60% LEL. There are also fixed gas detectors of the electrochemical
• Select the appropriate gas alarm type for oxygen measurement 0~25% in the cargo compressor room. Loop Location Warning Alarm Remark
• Press ALARM RESET, to reset the gas alarm. The types of detector heads in use: 12.5 Cargo compressor room 19% VOL 17% VOL Local gas
indicator
The system is trying to reset the gas alarm. included
Cargo Space 12.6 Cryogenic heat exchanger 10% VOL 15% VOL JIS 10k 150A
The Gas Alarm is Reset: Infrared Bucom ST600EX-IR EEx d IIC T6; used to detect flammable gas flange-
(methane) in air with an operating detection range of 0 to 100% LEL. mounted type
• The gas alarm is reset and it disappears from the alphanumerical
Local gas
display. The gas alarm is moved from the Not Resettable list to
Loop Location Warning Alarm Remark indicator
the Gas History list. The text LIST EMPTY is displayed when
included
the gas alarm list is empty. The system returns to the normal 11.1 Side passageway port aft 30% LEL 60% LEL
menu after a few seconds and the text GS3000 CONTROL 11.2 Pipe duct exhaust 30% LEL 60% LEL
UNIT is displayed.
11.9 Pipe duct supply 30% LEL 60% LEL

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 13 of 17


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Infrared Bucom ST600EX-IR EEx d IIC T6; used to detect flammable gas Infrared Bucom ST600EX-IR EEx d IIC T6; used to detect flammable gas Gas Compressor Seals
(methane) in air with an operating detection range of 0 to 100% LEL. (methane) in air with an operating detection range of 0 to 100% LEL.
Nitrogen purge from the gas piping in the cargo machinery room can be vented
to the No.5 LNG vent mast.
Loop Location Warning Alarm Remark Loop Location Warning Alarm Remark
13.1 Electric motor room 30% LEL 60% LEL 14.8 FW expansion tank 30% LEL 60% LEL Sample type,
13.7 Bosun store (P) 30% LEL 60% LEL detector
13.8 Bosun store (S) 30% LEL 60% LEL mounted in
pump and
13.9 Forward pump room 30% LEL 60% LEL detector
cabinet
Infrared PIR 7000EEx d IIC T6; used to detect flammable gas (methane) in
air with an operating detection range of 0 to 100% LEL.
Catalytic Combustible Bucom ST600EX-IR EEx d IIC T6, for methane, 0
~100% LEL.
Loop Location Warning Alarm Remark
13.2 No.5 cargo tank liquid 30% LEL 60% LEL Loop Location Warning Alarm Remark
dome 14.9 GS3000 pump and 15% LEL 30% LEL Shutdown
13.3 No.4 cargo tank liquid 30% LEL 60% LEL detector cabinet, internal 30%
dome leakage
13.4 No.3 cargo tank liquid 30% LEL 60% LEL
dome
13.5 No.2 cargo tank liquid 30% LEL 60% LEL Machinery Spaces
dome Infrared Bucom ST600EX-IR EEx d IIC T6; used to detect flammable gas
13.6 No.1 cargo tank liquid 30% LEL 60% LEL (methane) in air with an operating detection range of 0 to 100% LEL.
dome
Loop Location Warning Alarm Remark
Accommodation 15.1 Extraction fan 1 for O2 30% LEL 60% LEL
analyser room in GCU
Infrared Bucom ST600EX-IR EEx d IIC T6; used to detect flammable gas
15.2 Extraction fan 2 for O2 30% LEL 60% LEL
(methane) in air with an operating detection range of 0 to 100% LEL.
analyser room in GCU
15.3 Emergency generator 30% LEL 60% LEL
Loop Location Warning Alarm Remark
room
14.1 Accommodation upper 30% LEL 60% LEL
15.4 E/R air supply duct port 30% LEL 60% LEL Duct-mounted
deck entrance (P)
forward
14.2 Air condition machinery 30% LEL 60% LEL
15.5 E/R air supply duct port 30% LEL 60% LEL Duct-mounted
room
aft
14.3 Air condition air duct 1 30% LEL 60% LEL Duct-mounted
15.6 E/R air supply duct 30% LEL 60% LEL Duct-mounted
14.4 Air condition air duct 2 30% LEL 60% LEL Duct-mounted starboard aft
14.5 Accommodation upper 15.7 E/R air supply duct 30% LEL 60% LEL Duct-mounted
deck entrance (S) starboard forward
14.6 Gymnasium 30% LEL 60% LEL 15.8 Incinerator room 30% LEL 60% LEL
15.9 IG line after dryer 30% LEL 60% LEL Duct-mounted
Infrared Bucom ST700-IR; used to detect flammable gas (methane) in air with
including
an operating detection range of 0 to 100% LEL.
JIS 5k 200
mounting
Loop Location Warning Alarm Remark flange
14.7 Inside SW2020 sampling 15% LEL 30% LEL Shutdown 30%
cabinet LEL

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 14 of 17


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Al Nuaman Cargo Operating Manual
Portable Gas Analysers and Detectors GX-2001 XT Personal Meter
Manufacturer: Riken Keiki Co. Ltd. Manufacturer: Honeywell Neotronics
The portable gas detection equipment on board is both comprehensive and
Number of sets 2
well proven. Each instrument is certificated and comes with manufacturer’s Number of sets 4
operating instructions and recommended spares and test kits. The certificates Model: GX-2001 Personal Multi Gas Detector
Gases detected: O2
are to be suitably filed and the monthly tests recorded. Gases detected: ppm CO
% HC Number of sets 4
WARNING Gases detected: H2S
ppm H2S
The batteries in these instruments must never be replaced in a hazardous
% O2
area due to the potential for an electrical discharge.

These instruments measure the level and volume of O2, CO2, CO and CH4
(methane) present in a tank when the tank is being inerted or gassed-up.

RX515
Manufacturer: Riken Keiki Co. Ltd.
Model: RX515
No. of sets: 2
Gases detected: Methane % LEL, % Vol
Oxygen 0-15%
Carbon Dioxide 0-20% Vol
Carbon Monoxide 0-1,000ppm

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 15 of 17


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Impact Pro Automatic Dew Point Meter/Analyser Gas-Proof Lamps
Manufacturer: Honeywell Neotronics Manufacturer: Wolf Safety Lamp Company Ltd.
This instrument measures the dew point during the drying process of a tank or
No. of sets: 1 hold. Type: Wolf Lite - hand
Gases detected: H2S: ppm Wolf Lite - head-mounted
O2: % by volume Manufacturer: Shaw Moisture Meters
CH4: LEL and % by volume Model: Shaw Grey Spot
Battery life: Rechargeable No. of sets: 1
Power supply: Battery

The ship carries one dew point meter to measure the moisture in air or gas
samples with positive pressure. The battery powered hygrometer indicates both
dew point temperatures and water vapour to less than one part per million, on
the large meter dial. As the reading is specific to water vapour, calibration is
accurate for different gases. Dew point meters should be sent ashore every
twelve months for reconditioning and recalibration.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 16 of 17


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Drager Accuro Pump Gas Alert Micro Clip
Manufacturer: BW Technologies
The vessel is supplied with a Drager Acruro Pump which is used to determine
the atmosphere in places where there may be gases not covered by the No. of sets: 1
RX515. Gases detected: CH4: LEL 0~100%, % Vol
O2: 0~30% Vol
In addition to the pump there is an extension hose and different tubes for the CO: 0~500ppm
following gases:
H2S: 0~100ppm
• CO2 Battery life: Rechargeable
• CO
• H2S
• 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

Issue: 1 - May 2010 IMO No: 9431135 Section 4.10 - Page 17 of 17


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Illustration 4.11.1a ESDS Overview Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 1 of 13


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Illustration 4.11.1b ESDS On Deck Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 2 of 13


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Al Nuaman Cargo Operating Manual

Illustration 4.11.1c Emergency Shutdown System Architecture

Electric Equipment Room Cargo Control Room Ship Side On Deck (Port)

Cargo Control Console


Cargo
Local Console
Port STRAINSTALL CONNECTOR

Supply
Fax
RJ11
Socket ITT
ITT
MODEM Cannon
Cannon
PABX Public
Telephone Telephone
Hotline
Telephone

Junction
PSU Box
Ship-Shore Link Enclosure (SSL)

AC 220V

ANALOGUE FIBRE OPTIC SYSTEM STATUS


AC RJ11 RJ11 RJ11
220V
INSTALLATION LNG SEATECHNIK| INHIBIT
SIDE CONNECTED STARBOARD

SYSTEM ESD STASTUS ESD TRIP INITIALISED BY SHORE

Fibre-Optic System
SHIP TO SHORE ESD TRIP

LOOP BACK SYSTEM


SHORE TO SHIP ESD TRIP
TEST

ESD CARRIER HEALTHY

ESD FO RX SIGNAL LEVEL -15.7 dBm

Configuration
ATU TEST
SHIP TO SHORE SHORE TO SHIP

CHAN 1 CARRIER HEALTHY HEALTHY

CHAN 2 CARRIER HEALTHY HEALTHY


SELECT PORT
CHAN 3 CARRIER HEALTHY HEALTHY

Module
CHAN 4 CARRIER HEALTHY HEALTHY
MAIN SCREEN
TELEPHONE FO RX SIG LEVEL -15.7 dBm

ESD AND TELECOM CONTROL UNIT

TRANSFER DATA VIA


USB DEVICE

Electric System
SYSTEM STATUS

Configuration LNG GERONIMO


ADJUST DISPLAY
PROPERTIES

Electric ESD Ship-Shore/Shore-Ship


Module
1.0
8950-0-0-1

FO ESD Ship-Shore/Shore-Ship
QUIT APPLICATION

www.seatechnik.com

ITT
ITT
FO/Electric System Selection (Volt-Free Contacts) Cannon
Cannon Ship Side On Deck (Starboard)
System Selector Common Abnormal Alarm
SYSTEM SELECTOR FIBRE OPTIC/ELECTRIC
FIBRE-OPTIC ELECTRIC SYSTEM SELECTOR MODULE
POWER

Module
AC 220V Main Normal Power
POWER SUPPLY MODULE

SSL POWER
OFF PRIMARY SECONDARY +24V 24V DC Back-up Supply (8A Max)
Power Supply
IP POWER IP POWER OUTPUT

ON

STRAINSTALL CONNECTOR

Module

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 3 of 13


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Al Nuaman Cargo Operating Manual
4.11 Emergency Shutdown Systems • No.2 cargo tank - 28,606mm 8. ESD column lights
• No.3 cargo tank - 28,603mm 9. Air releasing solenoid valve opens
4.11.1 Emergency Shutdown and Tank Protection
• No.4 cargo tank - 28,606mm 10. ESD signal to shore by electric/optic link
Systems
• No.5 cargo tank - 28,602mm 11 ESD alarm to IAS
Introduction 4. Blackout of the ship.
Note: Once ESD1 is activated, acknowledge all alarms but do not reset the
5. Hydraulic oil pressure low (9MPa, 90 bar). system until investigations are concluded and both the ship and the shore
There are two types of emergency shutdowns, ESD1 and ESD2, that are used
when the vessel is carrying out cargo operations in port. 6. Shutdown signal from the terminal by electric or optical signal. agree to reset.
7. Pneumatic pressure low in ship/shore connection.
ESD1 System 8. Control air pressure low. ESD2 System
This is initiated from either the ship or the shore and is tested on arrival at a
Tank protection action occurs with any of the following conditions: This is normally initiated by the terminal and can be activated either manually
port and before any cargo operations start.
or automatically if the ship is allowed to move outside its movement envelope
1. Cargo tank vapour pressure falls to the primary insulation space at the manifold chiksans. This means that should the OOW allow moorings to
In the event of an emergency, such as a fire or a heavy cargo leakage, the pressure. slack to the extent that the ship moves along the jetty outside the limit, ESD2
officer on watch or one of the watchkeepers on deck, will immediately initiate
2. Pressure difference between each cargo tank pressure and will be initiated.
an ESD1 by pressing one of the ESD pushbuttons distributed on deck, in the
CCR and on the bridge, and raise the alarm in accordance with the vessel’s primary insulation space pressure becomes 0.5kPa.
Also if there is threatened danger, such as a fire at the terminal that may affect
safety instructions. 3. Cargo tank level very high (98.2%).
the ship, or an out of control fire on the ship that may affect the terminal, this
system is almost likely to be initiated.
The manual pushbuttons to initiate ESD1, both on the ship and ashore, are The fusible links are at the following locations and will melt at 98 ~104°C and
distributed at the following locations: close the circuit and thereby initiate ESD1:
Initiation of the ESD2 system will result in all the actions as for ESD1, plus
• Bridge • No.1 cargo tank liquid and gas domes initiating a dry break of the shore arm from the ship. This means that the
• Cargo control room shore arm will be disconnected automatically from the ship. This can be quite
• No.2 cargo tank liquid and gas domes
violent because the shore arms are connected with powered emergency release
• Fire control room • No.3 cargo tank liquid and gas domes couplings (PERC) which consist of 2 ball valves at the elbow part of the arms.
• No.1 cargo tank liquid dome • No.4 cargo tank liquid and gas domes These valves will close automatically on initiation and the second phase will be
disconnection, with the elbow part remaining attached to the ship.
• No.2 cargo tank liquid dome • No.5 cargo tank liquid and gas domes
• No.3 cargo tank liquid dome • Port manifold It is expected that the terminal will warn the ship prior to initiating an ESD2,
allowing time for the personnel around the manifold to leave the area to avoid
• No.4 cargo tank liquid dome • Starboard manifold injuries or even fatalities. In most cases an ESD1 will have been activated prior
• No.5 cargo tank liquid dome • Compressor room to an ESD2 and the alarm should be enough to warn any personnel around the
• Port loading/discharge manifold manifold to leave the area.
• Motor room
• Starboard loading/discharge manifold
ESDS Actions Emergency Shutdown System
• Forward trunk deck
• Aft trunk deck 1. Cargo pumps stop The emergency shutdown system (ESD) is a requirement of the IMO code
for the carriage of liquefied gases in bulk and the linked ship-shore ESD
2. Stripping pumps stop is a recommendation of SIGTTO. It is fitted to protect the ship and the
Automatic shutdowns occur with any of the following conditions:
3. Emergency cargo pump stop shore terminal in the event of a cryogenic or a fire risk on the ship or at the
1. Cargo vapour main line header pressure falls to within 0.3kPa of
terminal.
atmospheric pressure. 4. High duty gas compressors stop
2. Vapour crossover pressure high high (240kPa). 5. BOG compressor stop The system is designed to stop the flow of LNG liquid and vapour by shutting
3. Any cargo tank level extremely high (99% volume): 6. Manifold valves close down the pumps and the gas compressors as well as the manifold ship-side
valves.
• No.1 cargo tank - 28,527mm 7. Master gas valve for GCU close

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 4 of 13


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Illustration 4.11.1d Emergency Shutdown Block Diagram


INTERLOCK OPERATION ESDS SELF DIAGNOSIS
ESD
ESDS RESET SHIP/SHORE LINK INHIBIT SHIP/SHORE LINK IN USE CARGO PUMP Q’TY - 10
ESD SYSTEM FAIL TPS-1
NO
LOADING / UNLOADING I/O MODULE FAIL
MODE SELECTOR ESD
BYPASS / PNE. ACTIVATE STRIP & SPRAY PUMP Q’TY - 5
TPS-1
OPTIC ELECTRIC INHIBIT
NO
TEST TEST PUSHBUTTON (CCR) ESD
NO EM’CY CARGO PUMP Q’TY - 1
RESET RESET PUSHBUTTON (CCR) TPS-1
NO
CANCEL ESD BLOCKING (CCR)
NO ESD
CARGO TANK LEVEL OVERRIDE LEVEL OVERRIDE SWITCH HIGH DUTY COMPRESSOR Q’TY - 2
TPS-1

EMERGENCY SHUTDOWN CAUSE ESDS


ESD
MANUAL TRIP * MANUAL PUSHBUTTON (IS)
NC
EMERGENCY
BOG COMPRESSOR Q’TY - 2
TPS-1
CARGO TANK LIQUID DOME Q’TY 5 SHUTDOWN
MANIFOLD Q’TY 2 CONTROL ESD
FORWARD AREA Q’TY 1 IS SHORE CONNECTION VALVE Q’TY - 5
(PORT SIDE)
ESD
AFT AREA Q’TY 1
CARGO COMPRESSOR ROOM Q’TY 1 *
(I.S) IS BARRIER
* MANUAL PUSHBUTTON (NIS)
NC (EEX-LA)
SHORE CONNECTION VALVE Q’TY - 5
ELECTRIC MOTOR ROOM Q’TY 1
IS
(STARBOARD SIDE)
ESD
(N.I.S)
FIRE CONTROL STATION Q’TY 1
W/H Q’TY 1 PROCESSOR
CCR Q’TY 1 SELF
MASTER GAS VALVE
FIRE * FUSIBLE MELTING PLUG (IS)
NC
A
DIAGNOSIS IS FOR GCU
Q’TY - 1 ESD
(FUSIBLE PLUG MELTED)
CARGO TANK LIQUID DOME Q’TY 5
(Analog Signal)
CARGO TANK VAPOUR DOME Q’TY 5 TANK
MANIFOLD Q’TY 2 PROTECTION TPS1
CONTROL 1 IS CARGO TANK FILLING VALVE Q’TY - 5 TPS-2
CARGO COMPRESSOR ROOM Q’TY 1

* FUSIBLE MELTING PLUG (NIS)


NC

ELECTRIC MOTOR ROOM Q’TY 1 TANK


PROTECTION
TPS2 * *
AIR RELEASE SOL VALVE
IS Q’TY - 1 ESD
LOW PRESS. AT PNEUMATIC LINK * PRESS. TRANSMITTER (IS) CONTROL 2 SHIP/SHORE PNEU. INTERFACE
(<SP)
CONTROL AIR PRESS. LOW (470kPa) * PRESS. SWITCH
NC

NC
CARGO TANK LEVEL EXT. HIGH 99% INDEPENDENT LEVEL SWITCH
LOW LOW PRESS. (0.3kPa) AT PRESS. TRANSMITTER SHIP SHORE COMM. Q’TY - 1
VAPOUR MAIN LINE
SYSTEM (OPTIC/ELECTRIC)
ESD
EQUAL PRESS. (0.0kPa) BETWEEN
C. VAPOUR MAIN LINE & PRI. DIFF. PRESS. TRANSMITTER
INS. SPACE ESD
IAS INDICATION
NC TPS-1
LOW PRESS. (9MPa) (90 bar) (FOR MONITORING)
PRESS. LOW CONTACT SIGNAL
AT CARGO HYD. UNIT TPS-2

VAPOUR X-OVER PRESS. HIGH HIGH


(240kPa)
PRESS. TRANSMITTER

ELECTRIC POWER FAIL NC


(No.1 HV SWBD & No.2 HV SWBD)
CARGO SWITCHBOARD

ESD SIGNAL FROM SHORE NC


(ELECTRIC/OPTIC)
SHIP SHORE COMM.

TANK PROTECTION 1 CAUSES

LOW DP (0.5kPa) BETWEEN


CARGO TANK & PRI. INS. SP.
PRESSURE TRANSMITTER
* IS BARRIER Key
VERY LOW DP (0.0kPa) BETWEEN
CARGO TANK & PRI. INS. SP. PRESSURE TRANSMITTER
(EEX-ia)
* GMB Supply Equipment

IS Circuit

TANK PROTECTION 2 CAUSES NIS Circuit

NC Dual Communication Line


CARGO TANK LEVEL 98.2% INDEPENDENT LEVEL SWITCH

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 5 of 13


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
The shutdown is achieved by using the ship-shore link (SSL) ESD system. The Ship-Shore Link (SSL) Cabinet At PYLE and MIYAKI connected terminals, the system allows line voltages
emergency systems on the ship and at the shore terminal are linked via a ship- across the telecom pins to be sensed. Thus, the presence of PABX/PSTN/
shore umbilical cable which carries ESD and telecommunication signals when The smart modules are as shown in illustration 4.11.1d and the main PRIVATE LINE exchange voltage, and hot-phone/sound powered ring voltages
the ship is berthed at the jetty. characteristics of these are as detailed below: to be detected.
• Housed in single 19” 6U rack module
The ESD consists of two integrated systems, of which one is fibre-optic and Electric System Status and System ESD Status Indication
the other is electric. The systems are independent, with the fibre-optic system • 10.4” colour TFT SVGA display
being the primary and the electric system the secondary. The ESD operates The ELECTRIC SYSTEM STATUS menu is the main control screen associated
• Touch-sensitive capacitive keys for user interface
using one system at a time, and if a fault is detected, the switchover from with the digital electric SSL system. The ESD status and terminal specific
fibre-optic to electric or electric to fibre-optic must be made manually from the • Menu-driven graphic operation via Microsoft Windows XP information is displayed to allow the user to see the status of the ship-shore
system selector module. Embedded OS link during operation.
• Main system micro-controller based
The information displayed and the controls of the system are defined below.
The ESD system architecture is as shown in illustration 4.11.1c, and the two
• Interfaces to external systems such as the IAS
systems when used together with adapters, are compatible with the majority of The SYSTEM ESD STATUS indicator will follow the ESD TRIP status of both
the systems currently used at LNG terminals. • Powered from main SSL system’s dual redundant 24V DC the SHIP TO SHORE and the SHORE TO SHIP ESD status.
power supply
Both the fibre-optic and electric system components and controls are installed • Easily updateable via USB flash drive System monitoring of the ship-to-shore and shore-to-ship ESD provides a 1st
within a free-standing cabinet located in the cargo control room. A ‘hotline’ up alarm should one of the ESD signals change to a TRIP state, thus indicating
telephone is also supplied and this is also installed in the cargo control room. • USB downloadable diagnostics
which system initiated the ESD. Indication as to which system initiated the
The telephone is a Seatechnik CTS-HP3 Iwatsu compatible hot-phone which TRIP will be shown alongside the SYSTEM STATUS ESD indicator. Contacts
can also be used as a standard dial-less (private line) hot-phone. Smart Fibre-Optic System to the DCS can be provided so the event is logged for reference.
The system provides a 6U 19” module with a 10.4” SVGA TFT display with
The electric ESD is compatible with the Pyle-National system normally used six self-calibrating touch-sensitive soft keys to navigate through the menu Reset Function
in the Middle East and other Atlantic basin LNG terminals. These systems are structure to control the system configuration and display diagnostics.
used in a large number of LNG terminals as either the main or as the back-up Upon receiving a shore-to-ship ESD healthy signal, the SHORE TO SHIP
system and can handle: Internally, the system is based on a plug-in card design structure where a master ESD display will change from TRIP to HEALTHY, and the RESET function
back-plane PCB is mounted to the rear of the module, and individual plug-in will activate on the display. The operator is then required to press the RESET
• Four telephone channels
cards containing micro-controllers and I/O PCBs are fitted to the back-plane. soft key. On doing this, the associated internal logic will latch and the contacts
• Single ship-shore and shore-ship ESD volt-free contact signals This allows the individual PCBs to be removed and replaced as necessary. connected to the IAS will close, indicating a healthy shore-to-ship ESD.
All ESD signals are passed through ‘IS’ barriers to ensure that the signals are
An additional feature to ensure safe functioning during an emergency intrinsically safe, the ESD I/O PCBs follow all design principles of Ex’ia’ to Upon receiving a shore-to-ship ESD trip signal, the SHORE TO SHIP ESD
breakaway requires all ESD circuits to be protected by intrinsically safe ensure the IS signals are separated from non-IS signals. indicator will change from a green HEALTHY to a red TRIP. The contacts
(Ex’ia’) techniques. The telephone circuits themselves cannot be passed connected to the IAS will open, indicating a shore-to-ship ESD trip.
through Ex’ia’ certified barriers but are powered and switched from the shore The ITT Canon connector is installed in a safe area and a single configuration
exchange system. is used following Yung An (Taiwan) lead. The connections to this will not
Trip Inputs
require to be routed through the IS side of the digital system.
The system’s rack modules and all the zener barriers are installed in the SSL Four indicators show green HEALTHY or red TRIP indicating a trip state.
cabinet in the CCR. A fibre-optic/electric system selector module (SMM) Terminal Selection
handles the inter-switching of the ESD and telecommunications signals, and Some shore terminals use three additional ESD signals as well as the standard
the selection of the fibre-optic or the electric system. The system contains a fully configured list of all terminal configurations shore-to-ship ESD. The terminal data will have been pre-configured to enable
known to Seatechnik. At the time of commissioning, a list of ship specific or disable these additional trip functions. When disabled, the tank high level,
Using the Pyle-National dual Miyaki adapter allows the system to interface ‘common terminals’ can be added to a selection menu, this allows the terminals 1st stage loading arm and 2nd stage loading arm indicators will be removed
with any shore facility fitted with the Miyaki system, so allowing the ship to frequently visited by the ship to be accessed directly. The ‘common terminal’ from the display, and only the SHORE TO SHIP ESD indicator will function.
berth. An electric test unit has also been provided which will allow the ESD to list is password protected and can be edited if required.
be function tested prior to the arrival of the vessel at the port. Inhibit Function
Configuration and Event Logging
The INHIBIT function allows the operator to simulate an incoming healthy
The system stores the current configuration that will be loaded on start-up. ESD signal. When the INHIBIT soft key is pressed, the INHIBIT DISPLAY
The system will store configuration changes, time and date data, together with will show a flashing orange depressed key, and the RESET function will
events to a stored data file in flash memory. This can be accessed via a USB activate. Upon pressing the RESET soft key, the RESET function will then
flash drive.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 6 of 13


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.11.1e ESD Cause and Effect Chart

Liquid/Vapour Manifold Port Valve

Liq/Vap Manifold Starboard Valve


ESD Signal to Shore by Electric

C TK Emergency Cargo Pump


No.1 C TK Starboard C Pump

No.2 C TK Starboard C Pump

No.3 C TK Starboard C Pump

No.4 C TK Starboard C Pump

No.5 C TK Starboard C Pump


ESD Signal to Shore by Optic

No.1 C TK Fill Valve (CL100)

No.2 C TK Fill Valve (CL100)

No.3 C TK Fill Valve (CL100)

No.4 C TK Fill Valve (CL100)

No.5 C TK Fill Valve (CL100)


Air Release Solenoid Valve

Master Gas Valve for GCU


No.1 C TK Stripping Pump

No.2 C TK Stripping Pump

No.3 C TK Stripping Pump

No.4 C TK Stripping Pump

No.5 C TK Stripping Pump


Air Supply Solenoid Valve

No.1 C TK Port C Pump

No.2 C TK Port C Pump

No.3 C TK Port C Pump

No.4 C TK Port C Pump

No.5 C TK Port C Pump


No.1 BOG Compressor

No.2 BOG Compressor

No.1 HD Compressor

No.2 HD Compressor
EP Reg. Valve Power
Device

ESD Column Light


Cause and Effect Chart
H2264/65/66 QGTC 210,100 CBM LNGC
Emergency Shutdown System

TPS-1

TPS-2
ESD
IAS
Action

Alarm

Alarm

Alarm

Alarm

Close

Close

Close

Close

Close

Close

Close

Close

Close
Open
Stop

Stop

ESD

ESD

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

Stop

On
Off
Override Time Normal

10

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38
Input Signal TAG Check

11
1

9
Group Delay Contact
Manual Switch at Wheelhouse NC 1
Manual Switch at Cargo Control Room NC 2
Manual Switch at Fire Control Station NC 3
Manual Switch at Fwd Area NC 4
Manual Switch at Aft Area NC 5
Manual Switch at No.1 Liquid Dome NC 6
Manual Switch at No.2 Liquid Dome NC 7
Manual Switch at No.3 Liquid Dome NC 8
Manual Switch at No.4 Liquid Dome NC 9
Manual Switch at No.5 Liquid Dome NC 10
Manual Switch at Cargo Compressor Room NC 11
Manual Switch at Manifold Starboard NC 12
Manual Switch at Manifold Port NC 13
Manual Switch at Electric Motor Room NC 14
Fusible Plug at No.1 Liquid Dome NC 15
Fusible Plug at No.2 Liquid Dome NC 16
Fusible Plug at No.3 Liquid Dome NC 17
Fusible Plug at No.4 Liquid Dome NC 18
Fusible Plug at No.5 Liquid Dome NC 19
Fusible Plug at No.1 Vapour Dome NC 20
Fusible Plug at No.2 Vapour Dome NC 21
Fusible Plug at No.3 Vapour Dome NC 22
Fusible Plug at No.4 Vapour Dome NC 23
Fusible Plug at No.5 Vapour Dome NC 24
Fusible Plug at Manifold Port NC 25
Fusible Plug at Manifold Starboard NC 26
Fusible Plug at Cargo Compressor Room NC 27
Fusible Plug at Electric Motor Room NC 28
No.1 C. TK/PRI. Space Diff. Press. LL (5 mbar) PAL SO6 2 sec 4~20mA 29
No.1 C. TK/PRI. Space Diff. Press. VL DP (0 mbar) PALL 2 sec 4~20mA 30
No.2 C. TK/PRI. Space Diff. Press. LL (5 mbar) PAL SO7 2 sec 4~20mA 31
No.2 C. TK/PRI. Space Diff. Press. VL DP (0 mbar) PALL 2 sec 4~20mA 32
No.3 C. TK/PRI. Space Diff. Press. LL (5 mbar) PAL SO8 2 sec 4~20mA 33
No.3 C. TK/PRI. Space Diff. Press. VL DP (0 mbar) PALL 2 sec 4~20mA 34
No.4 C. TK/PRI. Space Diff. Press. LL (5 mbar) PAL SO9 2 sec 4~20mA 35
No.4 C. TK/PRI. Space Diff. Press. VL DP (0 mbar) PALL 2 sec 4~20mA 36
No.5 C. TK/PRI. Space Diff. Press. LL (5 mbar) PAL SO10 2 sec 4~20mA 37
No.5 C. TK/PRI. Space Diff. Press. VL DP (0 mbar) PALL 2 sec 4~20mA 38
Vapour HDR Pressure LL (3 mbar) PAL 2 sec 4~20mA 39
Vapour/PRI Insulation Space N2 Main Line DP Equal (0.0 mbar) PALL 2 sec 4~20mA 40
Vapour X-Over Press High High (2400 mbar A) PAH 4~20mA 41
Pneu. Ship Shore Link Press. Low (<SP) SO13 4~20mA 42
Control Air Pressure Low (4.7 bar) SO13 NC 43
No.1 C TK Level Extremely High (99 %) LAHH SO1 2 sec NC 44
No.2 C TK Level Extremely High (99 %) LAHH SO2 2 sec NC 45
No.3 C TK Level Extremely High (99 %) LAHH SO3 2 sec NC 46
No.4 C TK Level Extremely High (99 %) LAHH SO4 2 sec NC 47
No.5 C TK Level Extremely High (99 %) LAHH SO5 2 sec NC 48
No.1 C TK Level Very High (98.2 %) LAH SO14 2 sec NC 49
No.2 C TK Level Very High (98.2 %) LAH SO15 2 sec NC 50
No.3 C TK Level Very High (98.2 %) LAH SO16 2 sec NC 51
No.4 C TK Level Very High (98.2 %) LAH SO17 2 sec NC 52
No.5 C TK Level Very High (98.2 %) LAH SO18 2 sec NC 53
Electric ESD Signal from Shore SO11 NC 54
Optic ESD Signal from Shore SO12 NC 55
Low Pressure at Cargo Hydraulic Unit (90 bar) 2 sec NC 56
No.1 HV MSBD Ship’s Blackout NC 57
No.2 HV MSBD Ship’s Blackout NC 58
System Fail NC 59
ESDS Test NO 60

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 7 of 13


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
be disabled and the contacts connected to the IAS will close. Deselecting the Primary/Secondary I/P Power LEDs Select Terminal
INHIBIT function will return INHIBIT DISPLAY to a raised not selected key
The PRIMARY I/P POWER LED and the SECONDARY I/P POWER LED are Operator Screen No.5: On selection, this screen allows the operator to select
and open the contacts connected to the IAS.
bi-coloured LEDs that can illuminate either red or green. a terminal from the ‘Charter Terminal’ list to configure the DES-8950 to the
correct wiring configuration. When a terminal is highlighted, pressing the
This function is useful for fault finding and maintenance purposes, but must be • Green indicates that the corresponding supply IS present
CONFIGURATION DETAILS button allows the user to confirm the terminal
implemented with care. • Red indicates that the corresponding supply IS NOT present configuration is correct and implement the configuration change.

Fibre-Optic Communication System Details For example, if the SECONDARY I/P POWER LED was red, then this means
Fault Screen
that there is no secondary supply. This would also be indicated to the IAS via
A fibre-optic ship-shore link (FOSSL) comprising 4 channels of multiplexed a common alarm. Operator Screen No.6: If a fault is detected by the GUI in the internal
communications/data, ship-shore and shore-ship emergency shutdown (ESD) operation of the DES-8950, a fault will be flagged in the operational screen
is in use at 55% of LNG terminals worldwide and almost all of the Japanese and the fault option will become active. This page allows the user to review the
import terminals. Operator Screens standing faults and to action any available user functions to remedy the fault.

The shipboard system and terminal systems are identical, other than the The GUI screens are the operator’s interface into the DES-8950 module. The
screen is not a touch screen; the on-screen functions are accessed via the 6-key Operational Screen (Inhibit Selected, Reset Confirmation)
transposition of frequencies of the telecommunications transmit and receive
channels, and the need for a special fibre-optic cable reel on the shore and perspex touch pad located to the right of the display. The menu structure is Operator Screen No.7: When the inhibit function is selected from the
selector switches for the shipboard installation between port and starboard. in two parts, a general operators section and a password protected supervisor operational screen, if the shore contacts have not been reset to HEALTHY, the
section. The idea behind the separate sections is to prevent untrained crew user will be required to push the RESET button to close the contacts going to
The system comprises the following: corrupting terminal configuration and SSL set-up information. The following the CCR.
descriptions of screens are used with reference to the drawings DES8950-012
• Control Enclosure - Usually located in or adjacent to the cargo to DES8950-015 found in the appendix of the operating manual. The button
control room. references will be button No.1 (upper button) and button No.6 (lower button). Configuration Details (Hot-Phone)
• Fibre-Optic Cable - From the control enclosure to shipside Operator Screen No.8: This screen is a dual-purpose screen. If the terminal
boxes for fibre-optic connector. System Confirmation Screen selected is the terminal to be configured to, the operator is only presented with
the SELECT TERMINAL prompt, allowing the terminal to be configured. If the
• Ship-Side Boxes - Port and starboard for 6-way fibre-optic Operator Screen No.1: On boot-up the system will boot into the DES-8950 current terminal is highlighted when entering, the user is presented with more
connectors to the shore system. GUI application and set up the system depending on the scope of supply. The configuration options. The operator has the ability to set the hot-phone into
• Hotline Telephone - A Seatechnik CTS-HP3 Iwatsu compatible operator screen No.1 will give feedback to show the operator that the PCBs hot-phone, or private-line mode dependent on the current operation of the shore
hot-phone. supplied with the system are booted and operating correctly. The operator will terminal. The EDIT TERMINAL INFORMATION option allows the operator
be required to confirm the results to continue. to access the supervisor menu structure through the password protection page.
• Test Unit - A passive loop-back test unit or an active EEx’d’
The current line voltage details are displayed on the configuration details page
simulator, which electrically simulates a shore system.
Seatechnik Splash Screen for the currently connected line pairs, this allows the operator to confirm the
public, plant and private-line hot-phone are correctly configured if a line voltage
The Seatechnik dual mode CTS-HP3 is a special signalling Iwatsu compatible Operator Screen No.2: This screen displays during system configuration and is present. If there are discrepancies between what is expected and actually
hot-phone which can be switched to operate in standard (private line – 48V displays the state of configuration. connected, the user has the option to enter TELECOMS DIAGNOSTICS to
DC/ 78V AC signalling mode). This means only one hotline phone is necessary
locate all of the telecom line pair voltages.
for the control room.
Operational Screen (ESD Trip)
Operator Screen No.3: This screen is the main status screen of the DES- Fault Action Confirmation
System Selector Module (SMM)
8950. It displays the states of all the incoming and outgoing ESDs as well Operator Screen No.9: This screen shows details of the selected fault from 0
The SSM control panel is as shown in illustration 4.11.1g and the main as the system status including first-up ESD trip information and the warning and presents the operator with any remedial process they can apply to fix the
functions of the panel are as follows: messages. The operator has access to the INHIBIT, SELECT TERMINAL, and problem. Any warnings shown at the bottom of the page or a non-responding
SYSTEM FAULT functions. ESD routing card (which prompts the user to soft-reset) will cause an ESD
• Select the required ESD system
event if the current state is healthy. This action for a frozen routing card is
Inhibit Confirmation Screen not required, as a frozen routing card that has been correctly configured can
Power Supply Unit (PSU) stay non-responsive during normal operation. The exception to this is the
Operator Screen No.4: Prompts the user to confirm the inhibit request.
back-plane, as a frozen back-plane will not process ESD data, so this will be
The front panel consists of a key switch and three LEDs. The operator will need identified as a fault.
the associated key to turn on the PSU-8032 because powering-up the system or
powering-down the system is considered to be a privileged function.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 8 of 13


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.11.1f Control Flow Chart for ESDS

ESD System
A B
Start

ESD System Power NO ESD Pneumatic Set Pressure


Turn On the Power Switch C
ON ? Input from IAS MIMIC
SHIP SHORE LINK SHIP SHORE LINK display
B OPTIC SELECTION ELEC. SELECTION
D
YES

“Pneumatic Activate” “Pneumatic Bypass”


Selection Selection

ESD Electric Signal ESD Electric Signal


NO
From Shore Side Via From Shore Side Via PRESS “RESET PB”
SSC1S SSC2S WITHIN 5 SEC
NO The operator should check what kind of Error
CPU & IO Module Lamp
is activated.
Working without any Problem?
To Remove Error Condition.
NO VALVE CONTROL VALVE CONTROL
ESD/TPS CAUSE AND ANY 1. AIR SUPPLY VALVE OPEN 1. AIR SUPPLY VALVE CLOSE
YES OTHER ALARM CONDITION D 2.QUICK CHARGING VALVE OPEN 2.QUICK CHARGING VALVE CLOSE
IS GENERATED? 3.AIR RELEASING VALVE CLOSE 3.AIR RELEASING VALVE OPEN
4.EP REGULATOR POWER ON 4.EP REGULATOR POWER OFF

YES

START THE ELECTRO PNEUMATIC


The operator should check what kind of ESD PRESSURE CONTROL TO SLIGHTLY HIGHER C
NO “UNLOADING MODE” “LOADING MODE”
Without ESD Condition? cause is activated. THAN SET POINT
SELECTION SELECTION
Check by IAS Display Change to Normal from unstable ESD
condition

YES
EXTERNAL START TIMER
NO
1. CONTROL AIR PRESS. NORMAL
2. SS LINK PRESS. HIGHER THAN CONT. V/V
YES
ESD Activate Mode ESD BLOCK Mode ESD TEST Mode TIMER TIME UP
Selection Selection Selection YES
Using Switch mounted on CCR Using Switch mounted on CCR Using Switch mounted on CCR ESD ACTIVATION According to Cause & NO
Console Console Console ESD ACTIVATION FOR MANIFOLD
Effect Chart
(CLOSE)
(WITHOUT MANIFOLD VALVE CLOSE) QUICK CHARGING VALVE CLOSE

* Note
The External Timer can be manually
adjusted in the Main Cabinet.
- BOG COMPRESSOR
ALL ESD CAUSE SHOULD
- CARGO TANK STRIPPING PUMP
BE BLOCKED
- MASTER GAS and FILLING VALVE
A - SHOULD BE BLOCKED
SS LINK PRESS DROP TO BELOW THE SET VALUE
NO

ESD ACTIVATION YES


FOR TEST

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 9 of 13


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Home Screen Telecom Diagnostic Confirmation Supervisor Screens
Operator Screen No.10: This screen allows the operator to access some Operator Screen No.19: Prompts the user to confirm the telecom’s diagnostic Operators with Supervisor authority have access to an area inside the GUI to
of the ‘housekeeping’ functions of the system. These include updating the process and warns of the loss of communication consequences. configure the functionality of the DES-8950. This includes changing terminal
terminal configuration files from the latest Seatechnik master files, time/date connection details and setting operating conditions of the DES-8950. The
and brightness adjustment controls. This page also allows the user to exit the descriptions of screens are used with reference to the drawings DES8950-016
Transferring Data Via USB (Waiting)
application. to DES8950-017 found in the operator’s manual appendix.
Operator Screen No.20: This is a holding screen while appropriate data writes
are carried out.
Operation Screen (Fully Inhibited) Operation
Operator Screen No.11: This screen is identical to 0, but shows the system
Telecom Diagnostic Results
fully inhibited and presents the operator with the CANCEL INHIBIT option. • Switch on the power supply at the power supply module.
Operator Screen No.21: As the results of the telecom diagnostics are received,
user functions are disabled and the line voltages are updated to the screen as • Select either the FIBRE OPTIC or ELECTRIC option at the
Select Terminal Confirmation system select module in the CCR.
they are received from the diagnostic hardware.
Operator Screen No.12: Prompts the user to confirm the SELECT NEW • Select the PORT or STARBOARD connector.
TERMINAL request.
Transferring Data Via USB (Result) • The home page will be displayed on the relevant screen.
Operator Screen No.22: This screen displays the outcome of the USB data • Select the system status screen from the pushbutton menu.
Deactivate Inhibit Confirmation
transfer operation.
Operator Screen No.13: Prompts the user to confirm the DEACTIVATE The Operator Screen No.1 will appear and indicate if the system is healthy or
INHIBIT request. not. If it has been decided between the ship and shore that the electric system
Set Time/Date
is to be used, then the operator will need to select the electric system using the
Operator Screen No.23: This screen allows the operator to adjust the time and SYSTEM SELECTOR switch on the system selector module. The operator will
Operational Screen (All Inputs Healthy)
date values used in the system logging files. The system will reference UTC, as also have to select the terminal from the charter terminal list. The SYSTEM
Operator Screen No.14: This screen is identical to 0, but shows the display adjusting to local time zones will be an inefficient method of operation. ESD STATUS indicator will follow the ESD TRIP status of both the SHIP TO
when all incoming and outgoing ESDs are healthy and waiting for RESET to SHORE and the SHORE TO SHIP ESD status. System monitoring of the ship-
be pushed to close the incoming contacts to the IAS. to-shore and shore-to-ship ESD provides a 1st up alarm should one of the ESD
Adjust Display Properties
signals change to a TRIP state, thus indicating which system initiated the ESD.
Operator Screen No.24: This screen allows the operator to adjust the backlight Indication as to which system initiated the TRIP will be shown alongside the
Operational Screen (Fully Reset Healthy)
of the display to a suitable level for the location and environment of the cabinet. SYSTEM STATUS ESD indicator.
Operator Screen No.15: The screen is identical to 0, but shows the system The SAVE function saves the level as the system default. On next boot-up, the
all healthy and reset, this is how the system will operate during correct set-up system will boot into the new light level.
operation. Reset Function

Set Time/Date Confirmation Upon receiving a shore-to-ship ESD healthy signal, the SHORE TO SHIP
Configuration Details (Private-Line Mode) ESD display will change from TRIP to HEALTHY, and the RESET function
Operator Screen No.25: Prompts the user to confirm that the newly entered will activate on the display. The operator will then be required to press the
Operator Screen No.16: This screen is identical to 0, but shows the hot-phone information is correct. RESET soft key. On doing this, the associated internal logic will latch and the
configured to private-line mode. contacts connected to the IAS will close, indicating a HEALTHY SHORE TO
Exiting Application SHIP ESD. Upon receiving a shore-to-ship ESD trip signal, the SHORE TO
Telecoms Diagnostics SHIP ESD indicator will change from a green HEALTHY to a red TRIP. The
Operator Screen No.26: This screen allows the user to confirm the exit
contacts connected to the IAS will open, indicating a shore-to-ship ESD.
Operator Screen No.17: This screen allows the operator to check for the application command. The confirmation keys are in different locations to the
presence of line voltage across every possible line pair across all available entering keys, so a dual miss-press cannot spuriously shut the system down.
connectors. The operator is required to push the RUN button to begin the
diagnostic routine.
Set Time/Date Verification
Operator Screen No.27: This screen confirms to the user that the time and
Transfer Data Via USB
date have been correctly updated to the system.
Operator Screen No.18: This screen allows the user to either transfer new
configuration files from a USB flash drive to the GUI or to take the files from
the GUI and send them to the flash drive for fault finding purposes.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 10 of 13


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Illustration 4.11.1g ESDS Panel Cargo Control Room

SHIP TEST BUZZER TEST BUZZER STOP

ESDS MODE SELECTION

NORMAL

TEST BLOCK

VOYAGE MODE PNEUMATIC SELECTION. TERMINAL SELECTION ESDS SELECTION


LADEN BALLAST ON BY-PASS LOADING UNLOADING OPTIC INHIBIT ELEC.

BOG MODE SHIP/SHORE COMM. ESDS LINK


ESDS RESET ESDS TRIP
ON VENT OPTIC ELEC. IN-USE INHIBIT

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 11 of 13


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Operation of Hotline Telephone Link Cargo Control Room ESD Panel Ship-Side Connection Boxes

The hotline telephone operates in Iwatsu CALL-SIGNAL mode and in private- Located on the cargo control console is the ESD panel which contains the Stainless steel ship-side boxes and connectors are provided port and starboard
line mode as selected by switch No.7 on the SCM. Some Pyle-National following: midships. These carry:
equipped terminals use Iwatsu CALL-SIGNAL mode for the hotline telephone.
The majority of others use the private-line mode which is a standard 48V DC 1) A 37-way Pyle-National connector is fitted for signal transmission
Ship/Shore Link Selector Switch/Indicators
line 80V AC ring format. The shore provides an exchange simulator or ring- to shore and 4-way earthing connectors are installed with local
down module, the ship equipment is simply a two-wire handset equivalent. In • Voyage Mode - Laden/Ballast earthing to enable shore-ship bonding by local rules in French
this mode, the phone is lifted to ring the other instrument and the user talks terminals. The connectors are spring-loaded and the plugs
when the phone is answered at the terminal. • ESDS mode selector switch - Test/Normal/Block disconnect while the barrel is still connected to the receptacle.

Illustration 4.11.1i Emergency Shutdown System Telephone Ship/Shore Status Switch/Indicators

• Terminal - Loading /Unloading indicator Illustration 4.11.1j Ship-Side Connector Box

• Pneumatic selection switch indicator, On/Bypass


• ESDS link switch indicator, In-Use/Inhibit
• ESDS selection switch indicator, Optical/Electric
• Ship/shore communication selector indicator, Optical/Electric
STRAINSTALL CONNECTOR

• Voyage mode switch indicator, Laden/Ballast


• BOG mode switch indicator, Non/Vent

ESDS Manual Switch

• Manual ESDS stop pushbutton and indicator lamp


ON - HOTPHONE IN USE
OFF - P/L PHONE

ESDS
Miyaki
• Manual RESET pushbutton and indicator lamp

ESD TEL2
TEL1

CALL SIGNAL Fibre-Optic


Pyle 4-Way
Pyle 37-Way

Instructions Hot Phone Private Line Phone

To Make Call: Lift handset - Press ‘CALL’ Lift handset - Hear ring
& hold while tone and
speaking speak when
or - Press ‘SIGNAL’ phone is
& hold to alert
called phone
answered
www.seatechnick.com
To Answer Call: Lift handset and speak Lift handset and speak
To End Call: Replace handset Replace handset

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 12 of 13


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Illustration 4.11.1h Fibre-Optic/Electric System Configuration Module

FIbre-Optic System Configuration Module Electric System Configuration Module

ANALOGUE FIBRE OPTIC SYSTEM STATUS ESD AND TELECOM CONTROL UNIT

INSTALLATION LNG SEATECHNIK| TRANSFER DATA VIA


INHIBIT
USB DEVICE
SIDE CONNECTED STARBOARD

SYSTEM ESD STASTUS ESD TRIP INITIALISED BY SHORE SYSTEM STATUS

SHIP TO SHORE ESD TRIP

LOOP BACK SYSTEM


SHORE TO SHIP ESD TRIP
TEST

ESD CARRIER HEALTHY

ESD FO RX SIGNAL LEVEL -15.7 dBm


ATU TEST
SHIP TO SHORE SHORE TO SHIP

CHAN 1 CARRIER HEALTHY HEALTHY

CHAN 2 CARRIER HEALTHY HEALTHY ADJUST DISPLAY


SELECT PORT
LNG GERONIMO PROPERTIES
CHAN 3 CARRIER HEALTHY HEALTHY
1.0
CHAN 4 CARRIER HEALTHY HEALTHY
8950-0-0-1
MAIN SCREEN QUIT APPLICATION
TELEPHONE FO RX SIG LEVEL -15.7 dBm

www.seatechnik.com

Emergency System Control Panels

FIBRE OPTIC/ELECTRIC
SYSTEM SELECTOR MODULE
POWER

POWER SUPPLY MODULE

SSL POWER
OFF PRIMARY SECONDARY +24V
IP POWER IP POWER OUTPUT

ON

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.1 - Page 13 of 13


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Illustration 4.11.2a Emergency Shutdown Pneumatic System

Terminal Box
for Air
Control Board
Pressure
Switch To Shore

Pressure Suppy Air


Transmitter Pressure
Gauge Air Control Board
Test Test
3-Way 3-Way
Test Test
Normal Cock Normal Cock
Manual Shut-off
Ball Valve
Close Signal Converter
PI (Isolation)
PI PT To IAS
Open Needle Needle
Mist Air Supply (Pressure Monitor)
Air In Valve Valve Air Out In Out
Separator Solenoid 0 - 1MPa
with Filter Valve Quick Charging
4 - 20mA
Solenoid
Valve 24V
PI
Pressure
Transmitter Box
(Intrinsically Safe Type)
In Out

In Out
Control Air In Out
Supply

In Out

Exhaust
Solenoid Valve Box
(Flame-proof Type)

Cargo Control Room


To Shore
Ship/Shore Link Selection Switch
(Use/Not-Use Selection)
Loading/
Unloading Pneumatic Electric Optical Key

Air
Solenoid
Control Instrumentation
Output
Pneumatic Pressure Setting Switch
Normal Trip Sequence Insulation Space Barrier
+ + + + + + Signal and ESDS Control Panel
Input
- - - - - -
Analog
Signal
Input
Safe Area Hazardous Area

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.2 - Page 1 of 3


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4.11.2 Pneumatic Emergency Shutdown System air in the system to vent to atmosphere. Both the ship and shore-side systems 4. Blackout of the ship.
will detect this change in pressure. The shore-side circuit will then open,
5. Hydraulic oil pressure low (9MPa, 90 bar).
indicating an ESD unhealthy condition.
Introduction 6. Shutdown signal from the terminal by electric or optical signal.
Shore-to-Ship ESD Pneumatic Trip 7. Pneumatic pressure low in ship/shore connection.
In the event of either the optical or the electrical link being unavailable, a
pneumatic link can be used. If the shore terminal exhausts the system air at the shore facility, this will 8. Control air pressure low.
generate a shore-to-ship ESD. The ship’s pressure transducer will then sense
The pneumatic link consists of an air hose connected to the terminal and the drop in pressure and on dropping below the SET value, the latching relay Tank protection action occurs with any of the following conditions:
pressurised to a setting which is agreed between the ship and the terminal. The will drop out. 1. Cargo tank vapour pressure falls to the primary insulation space
pressure is set in the cargo control room.
pressure.
Emergency Shutdown System 2. Pressure difference between each cargo tank pressure and
Both the ship and the terminal have pressure switches which will activate an
ESD trip in the event of a loss of air pressure. Unlike the electrical and optical The air control board adopts just one pressure transmitter instead of three primary insulation space pressure becomes 0.5kPa.
links, there is no communication link, so communication can only be achieved pressure switches that enables control of the air pressure as a predefined set 3. Cargo tank level very high (98.2%).
by radio. value through the logic of the PLC and air control valve.
The fusible links are at the following locations and will melt at 98 ~104°C and
The pneumatic ESD system is powered-up when the PNEUMATIC position is By employing an electro-pneumatic regulator which receives a control signal close the circuit and thereby initiate ESD1:
selected at the cargo console. For this to operate, instrument air at a pressure of 4~20mA and controls the downstream pressure, the pneumatic link pressure
of 700kPa must be supplied to the ESDS air control board located in the EER (downstream of electro-pneumatic regulator) is automatically controlled to • No.1 cargo tank liquid and gas domes
cabinet from the ship’s general service and instrument air system. To allow follow a given set point that is predetermined through the operation panel on • No.2 cargo tank liquid and gas domes
for any maintenance that may be required, an inlet isolating valve has been the CCR console by the operator.
provided. • No.3 cargo tank liquid and gas domes
The process value from No.1 pressure transmitter is used for only monitoring • No.4 cargo tank liquid and gas domes
The ship’s air supply is fed into a pressure regulator with filter assembly which the control air pressure.
• No.5 cargo tank liquid and gas domes
is responsible for setting the maximum pressure that will be applied to the ESD
system. The operator should set this pressure by adjusting the pressure setting The air supply solenoid valve is energised to open during normal operations • Port manifold
switch on the IAS mimic, the trip pressure is also set at this mimic. and get closed when an ESD condition is detected. If the pressurised air in the • Starboard manifold
pneumatic link is released by any ESD signal, the pressure transmitter of the
A dump valve has been provided in the system and this is responsible for pneumatic link pressure transmitter box detects the ESD condition. • Compressor room
routing the ESD line into either the ship’s air supply or directly to atmosphere. • Motor room
When the ship-to-shore ESD is healthy the dump valve routes the air into the The manual pushbuttons to initiate ESD1, both on the ship and ashore, are
ESD line between the ship and the shore. This maintains the line pressure distributed at the following locations:
above the ESD trip pressure, so indicating an ESD healthy condition. ESDS Actions
• Bridge
The ESD will be activated if the pneumatic link is disconnected or broken and • Cargo control room 1. Cargo pumps stop
the air pressure falls below the preset trip setting which is adjustable in the • Fire control room 2. Stripping pumps stop
cargo control room. The IAS mimic screens will indicate the reason for the
ESD situation by a change of colour, from green to red, of the item causing • No.1~ 5 cargo tank liquid domes 3. Emergency cargo pump stop
the ESD. The cargo pump and spray pump symbols will change colour, • Port/starboard loading/discharge manifold 4. High duty gas compressors stop
indicating that there is a block on their operation and further operations are not
permissible. Once the cause of the ESD has been cleared, the ESD system can • Forward trunk deck 5. BOG compressor stop
be enabled by activating the RESET button on the cargo control console. • Aft trunk deck 6. Manifold valves close

Symbols will change from red to green, indicating that further operations are 7. Master gas valve for GCU close
Automatic shutdowns occur with any of the following conditions:
permissible. 8. ESD column lights
1. Cargo vapour main line header pressure falls to within 0.3kPa of
atmospheric pressure. 9. Air releasing solenoid valve opens
Ship-to-Shore ESD Pneumatic Trip
2. Vapour crossover pressure high high (240kPa). 10. ESD signal to shore by electric/optic link
Generating a ship-to-shore ESD trip is achieved by opening the ship-side
3. Any cargo tank level extremely high (99% volume). 11 ESD alarm to IAS
contacts. When this is done the soft dump valve will de-energise, causing the

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.2 - Page 2 of 3


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Illustration 4.11.2b Emergency Air System

The Pushbutton PI
is installed in the CA206
following places:
- CCR
Manifold Platform
- Wheelhouse
- Fire Control Station
Trunk Deck/ Trunk Deck/ Trunk Deck/ Trunk Deck/
Void Space No.5 Void Space No.4 Void Space No.3 Void Space No.2 Trunk Deck/
Void Space No.1
Liquid Liquid Liquid Liquid Liquid
ESDS Air Dome Gas Dome Gas Dome Gas Dome Gas Dome Gas
Control Dome Dome Dome Dome Dome
Board

Electrical
Equipment
Room Cargo
Store
Motor
Room
Compressor
Manifold Platform
Room

PI
CA204

No.6 Cofferdam No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
Control Air
Supply Pressure Switch Box Solenoid
for ESDS Valve Box
(Inside Passageway) (Inside Passageway) PI

Coupling Snap Tight 1/2”,


Male to Shore

Coupling Snap Tight 1/2”,


Female to Shore

ESD Main

Trunk

Platform Platform
Shore
Connection CA205 Shore
CA203 Connection
Upper Deck

Key

Compressed Air

Pushbutton in Emergency Case Electrical (Manual)


Fusible Fuse Electrical

Issue: 1 - May 2010 IMO No: 9431135 Section 4.11.2 - Page 3 of 3


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Illustration 4.12.1a 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

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4.12 Relief Systems Valve Operation

The valve is kept closed by the pressure in the sensing chamber, boost chamber
Introduction and dome chamber being equal to the tank pressure and less than the force
exerted by the spring-load.
Each cargo tank is fitted with two pressure/vacuum relief valves as required by
the IMO code. The primary insulation and secondary insulation spaces are each When the tank pressure reaches the set pressure it overcomes the spring-load,
protected by two pressure relief valves per cargo tank which are manufactured allowing the disc of the pilot valve to open slightly, causing a small flow of gas
by Fukui Seisakusho and are designed specifically to work on marine-based through the pilot line to be discharged via the pilot valve outlet.
LNG systems.
This discharge causes a pressure drop in the sensing chamber, which in turn
4.12.1 Cargo Tank Relief Valves destroys the pressure balance condition between the sensing chamber and
boost chamber, causing the pilot valve to open fully.
Manufacturer: Fukui Seisakusho
Type: PORV 10 *12 When the pilot valve opens, it in turn causes a drop in pressure within the main
Model: PSL-MD13-131-NS1(B) valve dome chamber and the main diaphragm is pushed upwards, raising the
sealing disc and opening the main valve, venting the tank to the respective vent
Tag No: CF101/102////501,502 mast riser.
No. of units: 10
No. per tank: 2 When the tank pressure drops to a predetermined level, the spring-load begins
Set pressure: 25kPa(g) to overcome the system pressure again, causing the pilot valve to go down and
re-seat. The tank pressure acts on the main diaphragm, causing the main valve
Closing pressure: 22kPa(g)
to close and the pressure in all the chambers is again equalised.
Blowdown pressure: 3kPa(g)
Blowdown %: 12%
Flow rate per valve: 24,490Nm³/h
Vacuum setting -1kPa(g) (±25%)

The cargo tank relief valves are fitted at the top of each tank liquid dome
and vent to their associated vent mast riser. The relief valves are of the pilot
operated relief valve type (PORV) and are as shown in illustration 4.12.1a.
A cargo tank pressure sensing line relays the pressure directly to the pilot
operating valve, therefore accurate operation at low pressures prevailing inside
the tank is assured.

The cargo relief valves are set up initially by the manufacturer for the
requirements on the ship. If overhaul of the valves by ship’s staff is carried
out, the valves must be checked and reset to the original settings. (See the
manufacturer’s instructions for details.)

Note: It is extremely important that the vent mast is checked on a regular


basis and drained of any accumulation of water. The purpose of this is to
ensure that the relief valves operate at their correct settings which would
otherwise be altered if any water were to accumulate in the vent mast and
flow onto the valve assembly.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.12.1 - Page 2 of 4


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Illustration 4.12.1b Cargo Tank Pressure and Level Control


Cargo Tank kPa(g) Vapour Main Tank Level Primary Insulation Space Secondary Insulation Space
Cargo Tank Pressure
25
Relief Valve Open
24
High - High Pressure Alarm 23 Vent Valve Open (VENT/NON-VENT Mode)
• Spray Pump Stops 22 99% LAEH (ESD)
• Spray Valve Closes 21 Vent Valve Close (VENT/NON-VENT Mode)
20 PAHH Trip Vaporiser 98.5% LAVH (Condensate/Spray Filling
High Pressure Alarm 19 Valve Close at Sea)
18 98.2% LAHH (Filling Valve Close in Port)
17
16 98.2% LAH
15
14
13 CGU Excessive BOG Start
12 GCU STANDBY
11 - Set Point -1kPa
GCU STOP
10 - Set Point -2kPa
9.0
8.0 BOG Auto Start, Ballast Mode
7.5
7.0
6.0 BOG Auto Start, Laden Mode
5.0
4.0
3.5
3.4
3.2
Low Tank Pressure Alarm - Start Interlock
for Main and Emergency Pumps 3.0 PAL
2.8
2.6
2.5
Low Low Tank Pressure Alarm 2.4
and Tank Protection System 2.2 1.00 IAS Start Interlock
-Cargo and Spray Pump Stop 2.0 Low Low Pressure Alarm Cargo Pump
-Emergency Pump Stop - BOG Compressor Trip
1.8
-Spray Valve Close
-HD Compressors Stop 1.6 IAS Start Interlock
0.50
1.5 Spray Pump
1.4
1.2
1.0 LAL 0.37 Stop Cargo Pump 1.0kPa Relief Valves Open 1.0kPa Relief Valves Open
0.8
0.7
0.6 LALL 0.30 Stop Spray Pump 0.6kPa N2 Exhaust Valve Control
0.5
0.4 0.4kPa N2 Supply Valve Control 0.4kPa N2 Exhaust Valve Control
0.3 Very Low Low Pressure
Alarm - (ESD) 0.2kPa Low Pressure Alarm 0.2kPa N2 Supply Valve Control
0.2
0.0
Cargo Tank Vacuum Relief Valve Open -1.0

Issue: 1 - May 2010 IMO No: 9431135 Section 4.12.1 - Page 3 of 4


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Illustration 4.12.1c Cargo Tank Level and Pressure Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.12.1 - Page 4 of 4


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Illustration 4.12.2a Pilot Operated Safety Relief Valve

Cap
See Enlarged Detail

Lock Nut
Cover
Upper Diaphragm
Set Plate
Upper Spring
Spring Washer

Diaphragm
Set Plates Sense
Diaphragm Diaphragm Upper Case

Guide Diaphragm
Lower Diaphragm Sleeve Retainer
Set Plate
Lower Case

Disc Spindle
Disc Centre Seat

Boost Boost
Diaphragm Diaphragm
Cover

Sense Pipe

Valve Body
Seat Cover Nozzle
Body

Issue: 1 - May 2010 IMO No: 9431135 Section 4.12.2 - Page 1 of 2


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4.12.2 Insulation Space Relief Valves Liquid Dome Casing Vent Access to the tank for the cargo pump, stripping pump, emergency pump
column, float gauge, filling line and associated pipework is through the liquid
Manufacturer: Tank Tech dome. There is also a manhole for entry into the tank to carry out inspection
Insulation Spaces
Set pressure: 14kPag and repair. During normal operation, this is a sealed compartment filled with
Manufacturer: Fukui Seisakusho nitrogen and is fitted with a pressure vacuum valve to allow for the differences
Set vacuum: -3.5kPag
Type: PORV 6*6 in pressure caused by changes of temperature within the space. During cargo
Model: PSL-MD12-131-S1(B) operations and the changes of atmospheric temperature, any rise and fall of
pressure within this space is compensated for by the vent.
Tag Nos: CF171//174////571//574
Number of units: 20
Number per tank: 4 Illustration 4.12.2b Liquid Dome Vent

Set pressure: 1kPag


Closing pressure: 0.8kPag
Blowdown pressure: 0.2kPag
Pressure
Blowdown %: 20% Vacuum Valve
Flow rate per valve: 1,505Nm³/h Outlet Inlet N2

Vacuum block: -80kPag (no leakage for 1 minute)


Trunk Deck

Introduction

Each primary and secondary insulation space is protected by two pilot operated
relief valves. They are smaller than the valves on the cargo tanks and are
designed to operate only as pressure relief valves, ie, they do not open under a Inner Deck

vacuum. The liquid dome and vapour dome each have one relief valve for the
interbarrier and insulation space that surrounds them.

A gas detection line is led out from below each of the valves to the gas
monitoring system to give a constant indication of the atmosphere inside the Liquid Dome
interbarrier and insulation spaces.

The primary space relief valve outlet is led to a separate vent line, which runs
up alongside the associated vent mast. This is in order to prevent any counter-
Filling
pressure or back-flow from the main vent mast should the cargo tank relief Stripping Pump Discharge
valves lift, or from the nitrogen snuffing system. Return Stripping Pipe Discharge

It is extremely important the vent line is checked on a regular basis and drained Main Pump Discharge Inlet Nitrogen
of any accumulation of water. The purpose of this is to ensure that the relief
valves operate at their correct settings which would otherwise be altered if any Float Level Gauge
water were to accumulate in the vent mast and flow onto the valve assembly.
Top Level
The secondary insulation space relief valves vent directly out to the deck, via Manhole Emergency Pump
a downward facing tail pipe. It is not necessary for these to be led to a mast Discharge

riser as the likelihood of there being LNG vapour in this insulation space is Sampling
Sample Points
very remote. Main Pump Discharge

The primary and secondary insulation space relief valves are set up initially by
the manufacturer for the requirements on the ship. If overhaul of the valves by
Outlet Nitrogen
ship’s staff is carried out, the valves must be checked and reset to the original Pressure Vacuum
settings. (See the manufacturer’s instructions for details.) Valve

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Al Nuaman Cargo Operating Manual
4.12.3 Pipeline Relief Valves Illustration 4.12.3a Typical Pipeline Relief Valve Tank Liquid Header
Manufacturer: Fukui Seisakusho
Introduction Type: Conventional
Size: 1.1/2*H*3
Each section of the cargo pipework that can be isolated has a conventional Model: REC131-S1(N)
spring-loaded type pressure relief valve fitted. The relief valves exhaust into
a common relief line which allows any pressure to release back to any vapour No. of units: 4 (CF103///403)
1
domes via non-return valves. At each vapour dome there is a spool piece in the Set pressure: 1MPag (10 bar)
line just before the respective non-return valve. The corresponding spool piece Closing pressure: 0.9MPag (9.0 bar)
can be removed if a tank is going to be isolated, gas freed and aerated while the 2 Blowdown pressure: 0.1MPag
other tanks remain in service. In this way, if a cargo tank is isolated, the relief
3 Flow rate per valve: 4,306Nm³/h
valves can still safely release any over-pressure to the in-service tanks.
4
The operating pressure for all the cargo line safety valves is 1MPag (10 bar) but Type: Conventional
they vary in size and flow relative to the size of the pipeline. Size: 1.1/2*H*3
Model: REC131-S1(E)
5
Liquid Header No. of units: 1 (CF503)
Manufacturer: Fukui Seisakusho 6 Set pressure: 1MPag (10 bar)
Type: Conventional 7 Closing pressure: 0.9MPag (9.0 bar)
Size: 4*M*6 Blowdown pressure: 0.1MPag
Model: REC131-S1(E) Flow rate per valve: 6,975Nm³/h
No. of units: 6 (CF105//505),CF315
8
Set pressure: 1MPag (10 bar) Stripping Header
9
Closing pressure: 0.9MPa (9.0 bar)
Type: Conventional
Blowdown pressure: 0.1MPag
Size: 1.1/2*H*3
Flow rate per valve: 19,480Nm³/h
10 Model: REC131-S1(N)
No. of units: 1 (CF106)
Type: Conventional 4
Set pressure: 1MPag (10 bar)
Size: 1*E*2
Closing pressure: 0.9MPag (9.0 bar)
Model: REC131-S1(N)
Blowdown pressure: 0.1MPag
No. of units: 1 (CF107)
Flow rate per valve: 4,306Nm³/h
Set pressure: 1MPag (10 bar)
11
Closing pressure: 0.9MPag (9.0 bar) Type: Conventional
Blowdown pressure: 0.1MPag 12
Size: 3*K*4
Flow rate per valve: 1,315Nm³/h Model: REC131-S1(E)
Key
No. of units: 4 (CF206///CF406, CF507)
1. Cap 7. Spindle Rod Set pressure: 1MPag (10 bar)
2. Adjusting Bolt 8. Spindle Point
3. Adjusting Bolt Nut 9. Guide Closing pressure: 0.9MPag (9.0 bar)
4. Seal and Wire 10. Disc Holder Blowdown: 0.1MPag
5. Bonnet 11. Body
6. Spring 12. Nozzle Flow rate per valve: 9,949Nm³/h

Issue: 1 - May 2010 IMO No: 9431135 Section 4.12.3 - Page 1 of 3


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Al Nuaman Cargo Operating Manual
Type: Conventional Type: Conventional Type: Conventional
Size: 2*J*3 Size: 1*E*2 Size: 3*K*4
Model: REC131-S1(E) Model: REC131-S1(N) Model: REC131-S1(E)
No. of units: 2 (CF506, CF508) No. of units: 4 (CF204//504) No. of units: 4 (CF701, 703, 705, 707)
Set pressure: 1MPag (10 bar) Set pressure: 1MPag (10 bar) Set pressure: 1MPag (10 bar)
Closing pressure: 0.9MPag (9.0 bar) Closing pressure: 0.9MPag (9.0 bar) Closing pressure: 0.9MPag (9.0 bar)
Blowdown: 0.1MPag Blowdown pressure: 0.1MPag Blowdown pressure: 0.1MPag
Flow rate per valve: 6,975Nm³/h Flow rate per valve: 1,315Nm³/h Flow rate per valve: 9,949Nm³/h

Manufacturer: Fukui Seisakusho Port Manifold


Type: Conventional Machinery Space - Vaporiser
Manufacturer: Fukui Seisakusho
Size: 1*E*2 Manufacturer: Fukui Seisakusho
Type: Conventional
Model: REC131-S1(N) Type: Conventional
Size: 1.1/2*F*2
No. of units: 3 (CF207///CF407) Size: 1*D*2
Model: REC131-S1(N)
Set pressure: 1MPag (10 bar) Model: REC131-S1(N)
No. of units: 4 (CF802, 804, 806, 808)
Closing pressure: 0.9MPag (9.0 bar) No. of units: 1(601)
Set pressure: 1MPag (10 bar)
Blowdown: 0.1MPag Set pressure: 1MPag (10 bar)
Closing pressure: 0.9MPag (9.0 bar)
Flow rate per valve: 1,315Nm³/h Closing pressure: 0.9MPag (9.0 bar)
Blowdown pressure: 0.1MPag
Blowdown pressure: 0.1MPag
Flow rate per valve: 1,763Nm³/h
Type: Conventional Flow rate per valve: 639Nm³/h
Size: 4*M*6
Type: Conventional
Model: REC131-S1(E) Type: Conventional
Size: 3*K*4
No. of units: 1 (CF709) Size: 2*J*3
Model: REC131-S1(E)
Set pressure: 1MPag (10 bar) Model: REC131-S1(E)
No. of units: 4 (CF801, 803, 805, 807)
Closing pressure: 0.9MPa (9.0 bar) No. of units: 1(602)
Set pressure: 1MPag (10 bar)
Blowdown pressure: 0.1MPag Set pressure: 1MPag (10 bar)
Closing pressure: 0.9MPag (9.0 bar)
Flow rate per valve: 19,480Nm³/h Closing pressure: 0.9MPag (9.0 bar)
Blowdown pressure: 0.1MPag
Blowdown pressure: 0.1MPag
Flow rate per valve: 9,949Nm³/h
Flow rate per valve: 6,975Nm³/h
Spray Lines
Manufacturer: Fukui Seisakusho Starboard Manifold
Type: Conventional
Manufacturer: Fukui Seisakusho
Size: 1*D*2
Type: Conventional
Model: REC131-S1(N)
Size: 1.1/2*F*2
No. of units: 1 (CF104)
Model: REC131-S1(N)
Set pressure: 1MPag (10 bar)
No. of units: 4 (CF702, 704, 706, 708)
Closing pressure: 0.9MPag (9.0 bar)
Set pressure: 1MPag (10 bar)
Blowdown pressure: 0.1MPag
Closing pressure: 0.9MPag (9.0 bar)
Flow rate per valve: 639Nm³/h
Blowdown pressure: 0.1MPag
Flow rate per valve: 1,763Nm³/h

Issue: 1 - May 2010 IMO No: 9431135 Section 4.12.3 - Page 2 of 3


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Al Nuaman Cargo Operating Manual
BOG Compressor Nitrogen Booster Compressor Skid
Manufacturer: TAI Milano S.p.A Manufacturer: TAI Milano S.p.A
Type: Spring-loaded Type: Spring-loaded
Model: Series 3000 Model: Series 3000
Size: 3K4 Size: 1D2
No. of units: 2 No. of units: 2
Tag No: RR805/806 Tag No: RR801, 802
Set pressure: 1MPa(g) Set pressure: 3.45MPa bar(g)

Manufacturer: TAI Milano S.p.A


Cold Box Pressure Relief Safety Valve
Type: Spring-loaded
Manufacturer: TAI Milano S.p.A Model: Series 3000
Type: Spring-loaded Size: 4M6
Model: Series 3000 No. of units: 2
Size: 1D2 Tag No: RR803, 804
No. of units: 2 Set pressure: 5.2MPa(g)
Tag No: RR 808/809
Set pressure: 1MPa(g)

LNG Transfer Pump Valve


Manufacturer: TAI Milano S.p.A
Type: Spring-loaded
Model: Series 4000
Size: ¾D1
No. of units: 2
Tag No: RR 811/812
Set pressure: 1MPa(g)

Nitrogen Reservoir
Manufacturer: TAI Milano SpA
Type: Spring-loaded
Model: Series 3000
Size: 1D2
No. of units: 1
Tag No: RR601
Set pressure: 4.4MPa(g)

Issue: 1 - May 2010 IMO No: 9431135 Section 4.12.3 - Page 3 of 3


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Al Nuaman Cargo Operating Manual

Illustration 4.13.1a Ballast System Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.1 - Page 1 of 5


Produced by: WMT Limited, UK
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4.13 Ballast Level and Ship’s Draught Final educting is done using the two 350m3/h eductors powered from the water System Control
Gauging System spray pump, but it is also possible to use water supplied by the fire, bilge and
GS pumps if necessary. The eductors each have a 300mm stripping suction The ballast system is remotely controlled and monitored from the cargo
line from the ballast main. There is also a crossover facility that enables the control room using the IAS in conjunction with the ballast screens. The system
4.13.1 Ballast Piping System includes the following:
eductors to operate on either ballast main or a single eductor to draw on both
ballast mains simultaneously. • Pump and valve control
Introduction
The stripping eductors discharge the ballast water into the main ballast • Tank level monitoring
The primary spaces beneath and around the outboard side of the cargo tanks are discharge crossover and overboard through valves BA225 and BA228. • Automatic filling/emptying function
utilised as ballast tanks to optimise draught, trim and heel during the various
• Automatic change of ballast water during passage
load conditions of the vessel.
Ballast Pumps The ballast pumps are started and stopped using the IAS ballast screen,
The primary ballast spaces are divided into five sets of wing tank water ballast
provided that the switches on the main switchboard group starter panel are set
tanks along the cargo deck, together with the port and starboard forward deep Manufacturer: Teikoku to remote. When the system is in automatic mode the pumps have an automatic
water ballast tanks. The aft peak and the two engine room side water ballast
Type: Vertical centrifugal, self-priming stop sequence control for low and high tank status. When on local control the
tanks can also be used to carry ballast when required. This gives a total ballast
Model: 550VCD-Am-BC-NV-S pumps can be started and stopped from the local control panel, and can be
capacity of 69,018.2m3, approximately 67,206 tonnes when filled with sea
stopped from this panel regardless of the position of the local/remote switch.
water to 95%. Capacity: 3,300m3/h x 30mth
The local control panels always take priority and can take control from the
Rotation: Clockwise viewed from the coupling cargo control room at any time.
Three vertical centrifugal pumps, each with a capacity of 3,300m3/h, have
been fitted which enable the total ballast capacity to be discharged or loaded
Electric Motor The IAS has to send a POWER AVAILABLE signal to the switchboard prior to
in approximately 12 hours. The pumps are driven by electric motors and are
the START signal. When starting in local mode, a POWER REQUEST signal
located on the engine room floor, centre forward. Manufacturer: Hyundai
is sent from the switchboard to the PMS IAS.
Model: HLES 354-66V
No.1 ballast pump would normally draw on the starboard ballast main and Max. power output: 390kW Note: There is no interlock between the pump and the suction valve if the
No.2 on the port ballast main, there is a crossover which enables the standby pump is started in local mode and the valve is closed. In this case the IAS
Speed: 1,191 rpm
pump to be used on either line. will give an alarm.
Starting method: Direct on-line
The ballast line is a 600mm ring main which runs through the pipe duct space
with a forward crossover connection via a hydraulically operated valve. Each All hydraulically operated valves in the system are also operated using the on-
Ballast Stripping Eductors screen menu/keyboard in conjunction with the IAS ballast screen.
of the primary ballast tanks have two 450mm branch pipes, each fitted with a
hydraulically operated control valve and terminating in a bellmouth suction. Manufacturer: Ki-Won Industrial Co.
The aft peak has a 200mm branch pipe with a hydraulically operated control No. of sets: 2 Two basic types of valve are fitted, those which can be positioned at the fully
valve terminating in a bellmouth suction. closed or fully open position and those which can be positioned at any point
Type: Sea water driven
between fully open and fully closed. The position of all valves is shown on
Driving pressure: 300kPa the mimic. Provision is made for a portable handpump to be used to operate
All of the valves are butterfly valves fitted with hydraulic actuators that are
operated and controlled through the IAS. The ballast tank suctions and the Driving capacity: 1,600m3/h each valve in the event of hydraulic accumulator failure, three portable units
pump discharge valves are intermediate (proportional control) type valves, Suction capacity: 350m3/h are provided. The pump discharge valves and the main tank suction valves are
while the others are of the open or closed type. multi-positional. All other valves are either open or closed. In addition to being
operable from the cargo control room the valves can also be operated from the
The pumps take their suction from the sea water crossover main which has
The ballast pumps fill and empty the primary ballast tanks via the port and hydraulic power station, using the pushbuttons on the individual solenoids.
a high and low sea chest on the turn of the bilge at each side of the vessel.
starboard side ballast mains that are 600mm in diameter. The crossover valve, The low sea suction is normally used when loading ballast. When discharging
BA007, between the port and starboard main ballast lines is on the crossover The on-screen ballast menu also shows when the pumps are switched to remote
ballast the pumps take their suction from the ballast crossover main and the
ballast main between the port and starboard suction valves in the forward end or manual operation, pump’s amps, pump’s suction and discharge pressure, the
open ballast tanks.
of the pipe duct space. This allows this tank to be serviced by either the port position of the valves and the contents of the tanks, which are displayed as the
or starboard ballast main. following:
The ballast eductor drive suction valve, discharge and overboard are interlocked
to prevent operating against closed valves. • Tank level in metres
Within the engine room this main is continued to service the engine room and
aft peak water ballast tanks. • Tank volume in m3
• Total volume in m3

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.1 - Page 2 of 5


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Illustration 4.13.1b Ballast Pumps Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.1 - Page 3 of 5


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Al Nuaman Cargo Operating Manual
• Ballast flow rate in m3 Illustration 4.13.1d Ballast Pump Strip Sequence Screen Shot
• Number of valves open
• Vessels draught
• Trim and list
• Tank volume in m3

Control and Alarm Settings


Electric Pneumatic Level Gauge Settings for Ballast Tanks
High high, high, low and low low level alarms can be set by the ballast operator
for each ballast tank from the IAS screen.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.1 - Page 4 of 5


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.13.1c Ballast System

No.2 Ballast Sea Chest Engine Room No.5 Water Ballast No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast
H BA228 Stripping Water Ballast Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)
Eductor Tank (Port)
H
H CW005
BA224 H BA202 Forward Deep
Water Ballast
Tank (Port)

CW008
H
H
BA222 H
H BA223 H BA204 H BA027 H BA026 H BA023 H BA022 H BA019 H BA018 H BA015 H BA014 H BA011 H BA010 BA006
BA212
H H H

H BA229 BA221 BA220 BA211 BA005


No.2 Ballast
Pump
H BA206
H
H BA227
Aft Peak Forward
Tank BA210 Pipe Duct Void
H H

BA219 BA218 BA209 H BA007


H BA226 Standby
Ballast Pump
To Inert Gas H

BA230 Generator System H BA205


BA208
H BA233 H H H

BA217 BA216 BA207 BA003


No.1 Ballast BA025 BA024 BA021 BA020 BA017 BA016 BA013 BA012 BA009 BA008
H BA203 H H H H H H H H H H
Pump H

H BA002
BA035
BA215
CW004
H BA213 Forward Deep
Water Ballast
H H BA201 Tank (Starboard)
H CW001
BA214 No.1 Ballast Engine Room
H BA225 Stripping Water Ballast No.5 Water Ballast No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast
Eductor Sea Chest Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)

Key

Ballast Water

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.1 - Page 5 of 5


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Illustration 4.13.2a Remote Level and Draught Indicating System Architecture

IAS Serial Line 1 / RS485 Loading


Cargo Computer
Power Serial Line 2 / RS485
Supply Serial Line 2
(230V AC) Serial Line 1
Power Supply
Fault Alarm
Fault Alarm
(NC)

X1 X13 X12 X11 X1 X13 X12 X11 X1 X13 X12 X11 X1 X13 X12 X11

X3 X2 X1 X3 X2 X1 X3 X2 X1 X3 X2 X1

PUA-31 PSB-31 PUA-31 PSB-31 PUA-31 PSB-31 PUA-31 PSB-31

LD 100S Cabinet 1 LD 100S Cabinet 2 LD 100S Cabinet 3 LD 100S Cabinet 4

Cabinet Address C 01 Cabinet Address C 02 Cabinet Address C 03 Cabinet Address C 04

H001 H002 H003 H004 H005 H006 H007 H008 H009 H010 H011 H012 H013 H014 H015 H016 H017 H018 H019 H020 H021 H022 H023 H024 H025 H026 H027 H028 H029 H030 H031 H032 H033 H034 H035 H036 H037 H038 H039 H040

S 1 2 3 4 5 6 7 8 9 10 S 1 2 3 4 5 6 7 8 9 10 S 1 2 3 4 5 6 7 8 9 10 S 1 2 3 4 5 6 7 8 9 10
A A A A

Vent Vent Vent Vent

No.5 Water Ballast Tank (Port)

Aft PeakTank (C)

E/R Water Ballast Tank (Port)


Fresh Water Tank (Port) Heavy Fuel Oil Settling Tank (Starboard) FWD Deep Water Ballast Tank (Starboard)
E/R Water Ballast Tank (Starboard)
Air Set: 7 bar Fresh Water Tank (Starboard) Marine Gas Oil Storage Tank (Port) No.1 Water Ballast Tank (Port) 80A
Draught Forward
Distilled Water Tank (Port) Marine Gas Oil Storage Tank (Starboard) No.1 Water Ballast Tank (Starboard) 80A
Draught Mid (Port)
Distilled Water Tank (Starboard) Marine Gas Oil Service Tank (Port) No.2 Water Ballast Tank (Port) 80A
Draught Mid (Starboard)
Heavy Fuel Oil Tank (Port) Marine Gas Oil Service Tank (Starboard) No.2 Water Ballast Tank (Starboard) 80A
Draught Aft
Heavy Fuel Oil Tank (Starboard) M/EJacket Cool FW EXP. Tank (Port) No.3 Water Ballast Tank (Port)
Key
Forward Heavy Fuel Oil Deep Tank (Centre) M/E Jacket Cool FW EXP. Tank (Starboard) No.3 Water Ballast Tank (Starboard)
Air Dryer SP-10
1:1 Converter PLT-40
Aft Heavy Fuel Oil Deep Tank (Centre) HFO Service Tank (Port) No.4 Water Ballast Tank (Port) Flange:10k-50A
80A
Low Sulphur Fuel Oil Tank (Starboard) HFO Service Tank (Starboard) No.4 Water Ballast Tank (Starboard) Non-Return Valve NRV-S-F Non-Return Valve NRV-S-F
Flange: 10K-80A Flange: 5K-25A

Heavy Fuel Oil Settling Tank (Port) FWD Deep Water Ballast Tank (Port) No.5 Water Ballast Tank (Port)

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.2 - Page 1 of 3


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4.13.2 Remote Level and Draught Indicating Level Height H=(Ph/(D@G))+Ho The constant air flow is routed to the measuring lines. The tank level height
System creates a hydrostatic counter-pressure on the air flowing out from the sounding
Level Height:
pipe or the pneumatic 1:1 converter.
Distance between the tank bottom and the end of the sounding
Tank Level Gauging System This pressure acts on the electric pressure sensors located in the LD 100S
pipe added to hydrostatic pressure divided by the density and
Manufacturer: Emerson/Saab Rosemont acceleration due to gravity. cabinet.
Model: LevelDatic 100S
Where: An atmospheric sensor, located inside the LD 100S cabinet, is used as a
Type: Electric-pneumatic
reference sensor in the hydrostatic pressure calculations. With pressurised
Pabs = absolute pressure acting on the sensor tanks, differential measurement with two measuring points is used and one of
Introduction Patm = atmospheric pressure the sensors acts as the reference sensor.
Ph = hydrostatic pressure The pressure acting on the electric pressure sensor is converted to a digital
The ballast tanks, including the engine room and aft peak tanks, the engine
Pj = flow resistance in the measuring line signal (frequency).
room service tanks for fresh water, heavy fuel oil and diesel oil, are each fitted
with an electric-pneumatic level gauge transmitter. H = level height
The central processing unit calculates the pressure and the level height from
D = density of liquid the digital signal, taking into account the sensor’s pressure and temperature
The draught gauge level transmitters are also of the electric-pneumatic type.
G = acceleration due to gravity (9.81m/s2) coefficients as well as the measuring point specific settings.
The forward transmitter is fitted in the forward water ballast tank, the aft
transmitter in the engine room, and the midship transmitters (two) in the No.4 Ho = distance between the tank bottom and the end of the LD 100S cabinet generates level height or draught measurement results in
port and starboard ballast tanks. sounding pipe meters or feet or, if requested, hydrostatic pressure in mbar. The ship’s host
computer or other display devices can use these values directly or calculate the
The ballast and draught transmitter signals are linked into the integrated alarm
The following methods can be used to measure hydrostatic pressure: liquid volume and weight or the ship’s trim or list.
and control system (IAS) and to the draught digital display units located in the
CCR.
The ballast tanks, except the aft peak tank and some of the engine room service
1) Sounding Pipe Method
tanks, are fitted with a non-return valve in the transmitter line.
The measuring line from all the electric-pneumatic type transmitters are led Applicable to tanks where the bubbling air can be fed to the tanks, such as
back to the IAS in the CCR and passed to their respective displays. ballast tanks, diesel and fuel oil tanks etc, and is also suitable for draught The draught system lines are all fitted with a manually operated ship side
measurement. isolating valve. These valves are fitted with extended spindles to allow for
Note: The draughts displayed on the cargo console digital display are remote operation.
the actual draughts at the transmitter positions. These are automatically
2) Pressure Converter Method
corrected at the transmitter box to give the true draught at the fore, aft and
beam perpendiculars. The corrected draughts are then displayed on the Applicable where the feed air to the tank is prohibited, such as drinking water
various monitors. tanks.

Operating Principle 3) Electric Transmitter (Optional)

The multi-point level transmitter utilises hydrostatic pressure caused by the


weight of the liquid. The pressure acting on the sensors can be converted to Operation
hydrostatic pressure using the following equations:
The filtered, dry instrument air (approximately 700kPa) required by the multi-
point level transmitter LD100S system is regulated to approximately 500kPa.
Hydrostatic Pressure Ph=Pabs-(Patm-Pj) This regulated pressure is internally channelled to parallel pneumatic constant-
Hydrostatic Pressure: flow speed controllers. The flow adjustment screw is used to set the flow at
Absolute pressure acting on the sensor minus the pressure approximately 0.5l/min for normal measurement conditions. The current flow
measured by the reference sensor (atmospheric sensor) and the is indicated by the flow meter (rotameter) on the front panel of the constant-
flow resistance in the measuring line (pressure increase). flow speed controllers.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.2 - Page 2 of 3


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Illustration 4.13.2b Remote Level and Draught Indicating System


Marine Gas Oil Marine Gas Oil Main Engine Jacket Cooling Heavy Fuel Oil Heavy Fuel Oil Engine Room Vent to Safety Area
Service Tank Storage Tank Fresh Water Tank Service Tank Settling Tank Water Balast Tank
(Port) (Port) (Port) (Port) (Port) (Port)
From Control Air System Key
Fresh Water Tank Distilled Water Tank Heavy Fuel Oil Tank Air
(Port) (Port) (Port) Heavy Fuel Oil Tank
(Port) Hydraulic Oil

Air Air Air


Air Air RS029 RS027 RS045 Air Air Air
RS033 RS031 RS041 RS023 RS021

LD 100S LD 100S LD 100S LD 100S IAS


Cabinet 4 Cabinet 3 Cabinet 2 Cabinet 1
Air Air Air Air Air Air
RS034 RS032 Air Air Air RS042 RS024 RS022 RS020
1 3 5 7 9 1 3 5 7 9 1 3 5 7 9 1 3 5 7 9
RS030 RS028 RS046
Fresh Water Tank Distilled Water Tank Heavy Fuel Oil Tank Power
Low Sulphur 2 4 6 8 2 4 6 8 2 4 6 8 2 4 6 8
(Starboard) (Starboard) (Starboard) Supply
Heavy Fuel Oil Tank
(Starboard)
Electrical Distribution Panel Room

Marine Gas Oil Marine Gas Oil Main Engine Jacket Cooling Heavy Fuel Oil Heavy Fuel Oil Engine Room
Service Tank Storage Tank Fresh Water Tank Service Tank Settling Tank Water Balast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Aft Heavy Fuel Oil Fwd Heavy Fuel Oil
Deep Tank Deep Tank
Engine Room Water Ballast Tank (Port) (Centre) (Centre)
Trunk Deck
Engine Room No.5 Water No.4 Water No.3 Water No.2 Water No.1 Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Air
Air Air
(Port) (Port) (Port) (Port) (Port) RS019
Floor Inner Deck
Air H
Upper Deck
Air Installed
in No 4
Air Cofferdam
RS017 RS
Aft Peak 005
RS
Tank
003
RS
004
RS
Air Air Air Air Air Fwd Deep H
001
RS035 RS015 RS013 RS011 RS009 WBT
(Port) Cofferdam
Air
RS007 Space

Air Fwd Deep


RS006 WBT
Air Air Air Air Air (Starboard)
RS036 RS014 RS012 RS010 RS008

RS Fwd Void
Aft Peak RS
002 Space
Tank 018
Air
RS016

Water Ballast Tank


Air
Air Tank Bottom
Engine Room No.5 Water No.4 Water No.3 Water No.2 Water No.1 Water Aft Heavy Fuel Oil Fwd Heavy Fuel Oil
Water Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Deep Tank Deep Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Centre) (Centre)

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.2 - Page 3 of 3


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Illustration 4.13.3a Ballast Exchange Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 1 of 9


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4.13.3 Ballast Exchange System The minimum aft draught is to ensure adequate propeller immersion. The ballast pumps should be changed to pump sea-to-sea between each stage
to avoid unnecessary stopping and starting.
Minimum forward draught: 7.00m
Whenever ballast operations are carried out it is good practice to endeavour to
ensure the minimum number of tanks are left slack. Failure to completely fill Minimum aft draught: 8.30m
Automatic Ballast Exchange (ABE)
ballast tanks results in the reduction of stability of the vessel due to free surface
effect and increased corrosion in the slack tanks. When tanks are emptied they The ballast operator cannot start a ballast exchange operation unless:
Bridge Visibility Forward
should be well drained to remove sediment, prevent free surface effect and • Pump and tank system is in automatic mode.
assist with the reduction of corrosion. The navigational visibility, the view of the sea surface forward of the bow
should be not more than two ships lengths or 500 metres, whichever is the • Pumps are in sea-to-sea mode (ABE line-up button).
Due to the introduction of alien marine species from foreign ballast water being least.
• “Ballast Exchange Planning” is confirmed ‘Ready’.
discharged into their port areas and upsetting the local ecological balance,
• The interface to the Load and Stability Computer OK and no
several countries now require that vessels arrive with ballast loaded in deep Ballast Water Management Plan (Class Approved)
“Critical Force” alarm.
sea open conditions.
There are two exchange sequences available for the load condition:
• No pumps selected for IGG.
During the ballast voyage the vessel will have to discharge the ballast tanks • Normal ballast with departure bunkers
• Hydraulic pressure is above low alarm limit.
and re-ballast with clean deep sea water. This has to be carried out taking into
• Normal ballast with intermediate bunkers
consideration the effects on the stress and stability of the vessel during any • No tanks are active (no ongoing fill/empty operations).
ballast change.
This sequence is composed of a different number of steps for ballasting/
The whole exchange process is executed as two parallel sequences, one for the
deballasting the ballast tanks.
Ballast changes are carried out in deep sea areas over a period of time, usually port tanks and the other for the starboard tanks. At the end of each empty or
discharging one or two sets of tanks at a time, subject to the stresses and fill step a cross-check is performed to ensure that the parallel sequences remain
The whole exchange process is executed as two parallel sequences, one for the
stability calculations, then refilling with deep sea clean water. This sequence in phase. In the transition stage between empty and fill operations and vice
port tanks and one for the starboard tanks with the aft peak tank, the fore peak
of changes is continued until all ballast water from the discharge port has been versa, the system will circulate water from the selected sea chest to overboard
are considered empty.
discharged and replaced. to avoid frequent pump start/stop operations.

All changes and ballast operations are to be entered in the Ballast Record Ballast Exchange During Voyage If a critical fault is detected, such as a pump system failure, communication
Book, giving the position when the operation commenced, when completed failure with LSC, or “Critical Force” alarm from LSC while the ballast exchange
and quantities involved. Similar entries are made in the Deck Log Book. Ballast water exchange should only be carried out under suitable and favourable is running, the operation is terminated and the stop sequence is executed for the
weather conditions (calm sea). duty pumps. Once the fault is cleared the operator can run a new ABE line-up
The ballast admixture should contain not more than 5% of the high risk ballast, The vessel should consider the following limitations: and start ABE again, the remaining selected steps will be executed.
to this end the soundings of the tanks should be recorded at the end of each
“emptying phase” to ensure the ballast admixture can be verified by the port • Ship’s structural limitations, such as minimum forward draught, If a “minor” fault is detected on an active* tank, such as tank level reading
authority. longitudinal strength on hull and local strength etc. failure, tank valve failure or trim/list alarm exceeded, the ABE will hold and
• Ship’s stability including free surface effect. pump system enter sea-to-sea mode. The operator can continue ABE after
When the vessel arrives at the loading port the port authorities may inspect pumps are running sea-to-sea, by pressing continue.
• Ship’s operational limitations, such as ship’s draught, trim, heel,
these documents to confirm that the entries agree. Some countries also require
navigational bridge visibility and propeller immersion etc. (*Active: Ongoing fill/empty operation on tank or during closing valve after
a chemist to take samples of ballast water and carry out tests before allowing
any discharge of ballast within territorial waters. • Weather and sea conditions. fill/empty operation.)
• Any other limitations required by the authorities.
Note: Failure to comply with the above requirements and provide an accurate Semi-Automatic Ballast Exchange
record can result in severe penalties for both the vessel and the shipping The sequence described in the Ballast Water Management Plan is only an The system operates as per automatic ballast exchange with the exception
company. example, and the vessel must carry out a full load calculation for the proposed that the operator has to give a “Continue” command after each empty or fill
exchange plan relevant to the actual load condition at the time prior to carrying operation during the exchange sequence. After each step a chime is given to
During ballast exchange while at sea the following draughts should be out the exchange. notify the operator. While waiting for the Continue or Terminate command the
complied with.
system will circulate water from the selected sea chest to overboard to avoid
The exchange is carried out discharging and then reloading the tanks in frequent pump start/stop operations.
The minimum forward draught is to avoid slamming of the bow, ballast sequence as per the example in the Water Management Plan, calculating the
exchange where the forward draught will be less than stated is only to be stresses etc, at each stage to ensure the vessel is always in a safe condition. If the operator doesn’t push the continue button within 5 minutes, a low priority
carried out in suitable weather.
alarm is triggered, with alarm text: “BAL EXCH READY TO CONTINUE”.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 2 of 9


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Illustration 4.13.3b Ballast Exchange Sequences

Summary of Ballast Exchange Sequence (BA: Ballast & DE: Deballast Step)

Step Normal 1 2 3 4 5 6 7 8 9 10 11 12 13 Exch.

Ballast Finished

Cond. DE BA DE BA DE BA DE BA DE BA DE BA DE =F

No.1A Tk. (P) 800 --- --- --- --- --- --- --- Partial Empty Partial F F Partial F
1523 1523 800

No.1A Tk. (S) 800 --- --- --- --- --- --- --- Partial --- --- Empty Partial F F
1523 800

No.1B Tk. (P) Full Empty Re-filling F F F F F F F F F F F F

No.1B Tk. (S) Full --- --- Empty Re-filling --- F F F F F F F F F

No.2 WB Tk. (P) Full --- --- --- --- Empty Re-filling F F F F F F F F

No.2 WB Tk. (S) Full --- --- --- --- --- --- Empty Re-filling F F F F F F

No.3 WB Tk. (P) Full --- --- --- --- --- --- --- --- --- --- Empty Re-filling F F

No.3 WB Tk. (S) Full --- --- --- --- --- --- --- --- Empty Re-filling F F F F

No.4 WB Tk. (P) Full --- --- --- --- --- --- Empty Re-filling Partial Re-filling F F F F
1523

No.4 WB Tk. (S) Full --- --- --- --- Empty Re-filling F F F F Partial Re-filling F F
3800

No.5 WB Tk. (P) Full --- --- Empty Re-filling F F F F F F F F F F

No.5 WB Tk (S) Full Empty Re-filling F F F F F F F F F F F F

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 3 of 9


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Al Nuaman Cargo Operating Manual

Illustration 4.13.3c Ballast Exchange Flow Charts Flow Chart: Ballast Exchange Tank
Flow Chart: Ballast Exchange Pump
No *Done: Executed before, below target Deballast,
End ABE Step#+1 above target Ballast
Ballast Pump Order : No Yes
Ballast, Deballast, Idle
or Stop
ABE START Remaining Step # Step # Ballast or
(Start Button) Steps? Selected? *Done? Deballast

Run Ballast Run Deballast Run Idle Sequence Run Stop Sequence
(Critical Alarm or Block
Sequence * Sequence * (Sea to Sea) *
Term for Operator) No Step#+1 No Yes

Open Sea Suction Open Discharge Open Sea Suction Start Permissive OK
Stop Ballast and Logged-in as
Valve Valve BL060 Valve Pump 2 Continue? Continue?
Ballast Operator Semi Auto Semi Auto
BL055 (To Circulation Valve) BL055 Operator Push Operator Push
Mode Mode
Continue Selected? Selected? Continue

BL060 Close Discharge


BL055 BL055 Ballast Deballast
Open Circ. to Tank
Opened>95% Opened>95% BL057
Valve Start# TK Start# TK
Suc/Fill Valves Suc/Fill Valves
to Full No No to Full
Open Discharge Open Tank Close Tank Close Discharge Open Open
to Tank Suction from Tank Suction from Tank Valve BL060
BL057 BL054 BL054

Discharge Valve Open OVBD Open OVBD Close Tank Ballast Pump Ballast Pump
BL069 to Circulation Sea Direct Sea Direct Suction from Tank Order = Ballast Order = Deballast
Valve BL069 BL069 BL054

Close OVBD Close Sea Close Discharge Close Sea No No


Sea Direct Suction Valve to Tank Suction Valve
Tank Level
BL069 BL055 BL057 BL055 Tank Level
<1.5% from
<=
Target
Low
Close Tank Sunction Close Discharge Discharge Valve Close OVBD Level
from Tank to Tank BL060 to Sea Direct
BL054 BL057 Circulation Valve BL
Set# TK Suc/Fill
END Valves to 95% Start Stripping
Chime 10 Sec. Chime 10 Sec. Chime 10 Sec.

Start Ballast Start Ballast Start Ballast


Pump 2 Pump 2 Pump 2
Tank Level Tank Level
>= <=
Ballast Ballast Ballast Target Target
Pump 2 Pump 2 Pump 2 Level Level
Running? Running? Running?
** ** **
Ballast Pump Stop Stripping
Order = “Sea to Sea” Ballast Pump
Pump Pump Order = “Sea to Sea”
Other Side Other Side END *TK Suc/Fill Valve will stay in throttle position until
Running? Running? Pump Suction Valve and Fill Valve are closed.
*** *** Chime 10 Sec. Chime 10 Sec.
* If one of the steps in Ballast, Deballast or
Open Discharge Open Discharge Idle Sequence fails the Stop Sequence is started
**Synch.: Finished side enter sea to sea mode,
Valve BL060 Valve BL060 automatically and ABE operation terminated
*Close # TK Suc/Fill when both sides are finished and in sea to *Close # TK Suc/Fill
(To Max. Value) (To Max. Value) sea, sequence continues.
** Max Time 150 sec. if not running stop Valve Valve
sequence is started on both pumps

END END *** Max Time 20 min. if not running stop


sequence is started on both pumps **Synch. Port & Stbd **Synch. Port & Stbd

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 4 of 9


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Illustration 4.13.3d Ballast Pump Fill Sequence Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 5 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
If the operator does not push the Continue button within 15 minutes after The flow-through method is considered to be applicable to the following
the “BAL EXCH READY TO CONTINUE” alarm, a high priority alarm is tanks:
triggered, with alarm text: “BAL EXCH TERMINATED”. The pumps will stop
and valves close according to the stop sequence.
• No.1 water ballast tanks, port and starboard
The system can be switched between automatic and semi-automatic mode • No.2 water ballast tanks, port and starboard
while the exchange sequence is running. • No.3 water ballast tanks, port and starboard
• No.4 water ballast tanks, port and starboard
Adjust Ballast Exchange Targets During ABE
• No.5 water ballast tanks, port and starboard
If the operator for some reason needs to adjust settings on the planning page
during ABE, the following procedure must be used. The forward water ballast tank and the aft peak tank ballast exchange should
only be carried out using the empty/refill method.
1. Select Semi-automatic mode on ballast exchange operation
mimic.

2. Wait until ongoing step port and starboard are finished and the
selected pumps are in sea-to-sea mode.

3. The sequence asks the operator to push Continue. Don’t push


Continue.

4 Push Hold on Ballast Operation mimic or Ballast Planning


mimic.

5. Push Change on Ballast Exchange Planning mimic.

6. Change target levels that needs to be adjusted. Steps that are


done cannot be changed.

7. Push Apply when finished.

8. Push Continue to resume ABE sequence.

Flow-Through Method

The flow-through method, whereby tanks are overfilled by pumping in


additional water, has the advantage it can be used in weather conditions which
would be marginal for use of the sequential method, since there is little change
in the condition of the ship.

There are safety considerations to be taken into account, and these are outlined
in the Ballast Water Management Procedures.

It is necessary to pump in three times the volume of the tank to achieve a 95%
change of water. Pumping in once the volume produces a 63% exchange, twice
produces 86% exchange, while four times produces 98% water exchange.

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 6 of 9


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 4.13.3e Ballast Pump Empty Sequence Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 7 of 9


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.13.3f Ballast Pump Sea to Sea Sequence Screen Shot

AIM-OS -ONAIZA - OS031 - Operator Ballast Pump Sea to Sea Sequence 20 September 2009 19:39:41

Ballast

Ballast Pumps Sea to Sea Sequence


Ball Exchange

Ball Empty Seq

Ball Fill Seq

Ball Stop Seq


PUMP 1 Selected ST-BY Port Sequence ST-BY Stbd Sequence PUMP 2 Selected Ball On Seq

Ball Strip Seq

Sequence status NOT ACTIVE Sequence status NOT ACTIVE Sequence status NOT ACTIVE Hydraulic Pack

Active step Active step Active step

OPEN PP! SEA SUC VV BA208 OPEN STBY PP SUC VV BA210 OPEN PP2 SEA SUC VV BA212

CLOSE EDUCT 1 DRIVE BA213 OPEN STBY/2 DISC MAIN ISO VV OPEN 1/STBY DISC MAIN ISO VV CLOSE EDUCT 2 DRIVE BA223

CLOSE PP 1 SUC VV BA207 CLOSE 1/STBY DISC MAIN ISO VV CLOSE STBY/2 DISC MAIN ISO VV CLOSE PP 2 SUC VV BA211

OPEN OVBD DISCH VV BA225 OPEN OVBD DICH VV BA228 OPEN OVBD DISCH VV BA225 OPEN OVBD DISCH VV BA228

CLOSE W B FILL VV BA215 CLOSE W B FILL VV BA222 CLOSE W B FILL VV BA215 CLOSE W B FILL VV BA222

CLOSE EDUCT 1 SUCT BA203 CLOSE PP 2 SUC VV BA209 CLOSE EDUCT 2 SUCT BA224

CLOSE EDUCT 1 DISCH BA214 PUMP RUNNING? CLOSE EDUCT 2 DISCH BA224

PUMP RUNNING? Yes No PUMP RUNNING?

Yes No CLOSE STBY PP DISCH VV BA219 Yes No

CLOSE PP 1 DISCH VV BA217 START DTBY BALLAST PUMP CLOSE PP 2 DISCH VV BA221

START BALLAST PUMP 1 THROT STBY PP DISCH VV BA219 START BALLAST PUMP 2

THROT PP 1 DISCH VV BA217 THROT PP 2 DISCH VV BA221

If any of the above sequence steps fails If any of the above sequence steps fails If any of the above sequence steps fails
to perform it’s action to perform it’s action to perform it’s action

Terminate Automatic Operations Terminate Automatic Operations Terminate Automatic Operations

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 8 of 9


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 4.13.3g Ballast Pump Stop Sequence Screen Shot

AIM-OS -ONAIZA - OS031 - Operator Ballast Pump Stop Sequence 20 September 2009 19:39:41

Ballast

Ballast Pumps Stop Sequence


Ball Exchange

Ball Empty Seq

Ball Fill Seq

Ball Stop Seq


PUMP 1 Selected ST-BY Port Sequence ST-BY Stbd Sequence PUMP 2 Selected Ball On Seq

Ball Strip Seq

Sequence status NOT ACTIVE Sequence status NOT ACTIVE Sequence status NOT ACTIVE Hydraulic Pack

Active step Active step Active step

STOP BALLAST PUMP 1 STOP STBY BALLAST PUMP CLOSE 1/STBY DISC MAIN ISO VV

CLOSE W B FILL VV BA215 CLOSE W B FILL VV BA222 CLOSE W B FILL VV BA215 CLOSE W B SUC ISOL VV BA205

CLOSE PP 1 DISCH VV BA217 CLOSE STBY PP DISCH VV BA219 CLOSE 1/STBY DISC MAIN ISO VV

CLOSE EDUCT 1 DRIVE BA213 CLOSE PP 2 SUC VV BA209 CLOSE W B SUC ISOL VV BA205

CLOSE EDUCT 1 DRIVE BA203 CLOSE STBY PP SW SUC VV BA210 CLOSE OVBD DISCH VV BA225

CLOSE EDUCT 1 DRIVE BA214 CLOSE STBY/2 DISC MAIN ISO VV CLOSE 1/STBY DISC MAIN ISO VV CLOSE 1/STBY DISC MAIN ISO VV

CLOSE PP 1 SUC VV BA207 CLOSE W B SUC ISOL VV BA209 CLOSE W B SUC ISOL VV BA205 CLOSE W B SUC ISOL VV BA205

CLOSE PP 1 SW SUC VV BA208 CLOSE OVBD DISCH VV BA228 CLOSE OVBD DISCH VV BA225 CLOSE OVBD DISCH VV BA225

CLOSE OVER DISCH VV BA25 CLOSE OVER DISCH VV BA228

If any of the above sequence steps fails If any of the above sequence steps fails If any of the above sequence steps fails
to perform it’s action to perform it’s action to perform it’s action

Terminate Automatic Operations Terminate Automatic Operations Terminate Automatic Operations

Issue: 1 - May 2010 IMO No: 9431135 Section 4.13.3 - Page 9 of 9


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Section 5: Cargo Auxiliary and Deck System 5.7 Mooring and Anchoring
5.7.1 Mooring Arrangement
5.1 Temperature Monitoring System
5.7.2 Anchoring Arrangement

5.2 Primary and Secondary Insulation Space Nitrogen Pressurisation and 5.7.3 Forward Emergency Towing Equipment
Control System
5.7.4 Aft Emergency Towing Equipment

5.3 Cofferdam Heating System


5.8 Lifting Equipment
5.3.1 Cofferdam Heating and Control

5.3.2 Hull Ventilation

5.4 Fire Fighting Systems


5.4.1 Introduction

5.4.2 Engine Room and Deck Fire Main Systems

5.4.3 Water Spray System

5.4.4 Deck Dry Powder System

5.4.5 NOVEC 1230 Fire Extinguishing System

5.4.6 High Expansion Foam System

5.4.7 Fire Detection System

5.4.8 Fire Fighting Plans

5.4.9 Lifesaving Equipment and Escape Routes

5.4.10 Quick-Closing Valves, Fire Dampers and Emergency Stops

5.4.11 Engine Room Water-Based Fire Fighting System

5.5 Cargo Machinery Fresh Water Cooling System

5.6 Passageways and Forward Bilge System


Al Nuaman Cargo Operating Manual

Illustration 5.1a Cargo Tank Temperature Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 5.1 - Page 1 of 2


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
5.1 Temperature Monitoring System Illustration 5.1b Temperature Sensors on the Inner Hull and Cofferdam

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. PT
100 16A/B PT
100 16A/B
X No.1 Cargo Tank: 32,100mm
Length PT
No.2/3/4/5 Cargo Tanks: 40,200mm 100 15A
Each sensor is of the resistance type and each has a temperature operating
Deck
range of between -200°C and +100°C with an accuracy of ±3°C. The sensors Port Starboard
PT
used to detect the failure of the primary barrier/insulation are installed in the TI 100 15A TI
TI TI
insulation space, and those to detect failure of the secondary barrier/insulation
are attached to the inner hull steel bulkheads. Illustrations 5.1a and 5.1b show TI TI
PT PT
typically where the sensors are mounted and the type of elements fitted. PT
PT
100 17A
PT
18A 100 PT
100 100
24A 100 100 19A 18A PT PT 17A
100 20A 100 19A
PT
25A 100 PT
The secondary insulation space sensors shown in illustration 5.1a are installed 100 20A PT
100 25A
PT
100 24A
transversely and longitudinally around each of the cargo tanks. During normal PT
100 21A
conditions the ‘A’ type sensors are in service whilst the ‘B’ type are on standby. PT
26A 100 PT
100 21A PT
100 26A
If the ‘A’ type sensor fails, the ‘B’ will automatically come into service. Height
(27,838
The sensors are fitted inside small pockets that are secured to the membrane (mm)
PT PT PT PT
27A 100 100 22A 100 23A 100 22A
between the primary and secondary insulation spaces. PT PT
28A 100 PT PT
100 23A 100 28A 100 27A

For the inner hull and cofferdam temperature measurement shown in illustration
5.1b, there are fifteen temperature transmitters fitted on each tank. One is
located on the bottom of the tank in the duct keel, while four are located in the Y
trunk deck. The remaining are in the cofferdam spaces with five transmitters on
each of the forward and aft bulkheads. In addition to these there are two local
temperature indicators provided in the trunk deck area on each tank and one PT
100 29A
PT
100 29A
on the forward and aft cofferdam bulkheads. One of the transmitters fitted in
each cofferdam is used to provide a signal to the control valve on the cofferdam Aft Elevation
Forward
glycol heating system. Section

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.
Sensor No. 15A 16A/B 17A 18A 19A 20A 21A 22A 23A 24A 25A 26A 27A 28A 29A
3,000
X (mm) 1/2 L 3,000 5,000 L-5,000 L L L L L 0 0 0 0 0 (Pipe Duct)
Starboard Starboard
Y (mm) H Liq. Dome Passage Passage 3/4H 3/4H 1/2H 1/4H 1/4H 3/4H 3/4H 1/2H 1/4H 1/4H 0

Issue: 1 - May 2010 IMO No: 9431135 Section 5.1 - Page 2 of 2


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Al Nuaman Cargo Operating Manual

Illustration 5.2a Barrier Pressurising System Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 5.2 - Page 1 of 4


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
5.2 Primary and Secondary Insulation Introduction 3. Power/PLC Failure on One Generator - If a power failure or
Space Nitrogen Pressurisation and PLC failure occurs on one generator the second unit will start
Nitrogen is produced by the two on-board generators and stored in a 59m3 and operate in manual mode.
Control System pressurised buffer tank which then supplies the pressurisation headers through 4. Pressure Low - If nitrogen consumption is high and the pressure
make-up regulating valves. in the buffer tank falls below 700kPa, an alarm will be initiated
Nitrogen Gas Generator and both generators will start and run simultaneously until the
Manufacturer: ETech Process AS From the headers, branch lines are led to the primary and secondary spaces of pressure has recovered.
each tank. Excess nitrogen from the common primary and common secondary
Package No: U-07406 - Integrated feed air compressor and space headers is vented through regulating valves to the No.2 venting mast. A
nitrogen generator standby exhaust regulating valve arrangement is fitted which can be connected Semi-Automatic Alternation
Type: Hollow fibre membrane to either the primary or secondary header line. In semi-automatic operation the duty generator will be selected by the operator
No. of sets: 2 as the master unit which will operate to maintain pressure in the buffer tank.
Unit capacity: 190m3/h at 97% nitrogen Both the primary and secondary insulation spaces of each tank are provided The master unit will then continue as the operating generator until it is
with pressure relief valves, which open when a pressure in each space of 1kPa deselected. The second generator, which will be stopped in standby condition,
Oxygen content: <3 Vol.
for the primary insulation space (PIS) and 1kPa for the secondary insulation will then start in the following circumstances:
Nitrogen dew point: <-70°C at atmospheric pressure space (SIS) above atmospheric is sensed. The discharge from each of these
Inlet pressure: 1,150/1,400kPa (minimum/maximum) relief valves is directed to atmosphere via a dedicated mast riser on each tank. 1. If the pressure in the buffer tank falls below 700kPa.
Inlet temperature: 25/80°C (minimum/maximum) A manual bypass with a ball valve on the PIS relief line is provided for local 2. If a shutdown signal is initiated on the master unit.
Discharge pressure: 500/1,000kPa (minimum/maximum) venting and sweeping of the primary insulation space if required.
3. If the master unit suffers a power or PLC failure.
Outlet temperature: 35/50°C (minimum/maximum) The nitrogen production plant is normally maintained in an automatic mode
of operation with one of the 190Nm3/h packages being able to maintain the Primary and Secondary Insulation Spaces
pressure in the buffer tank when normal demands are placed upon the system.
Feed Air Compressor The cut-in set point for the duty generator is 800kPa and 700kPa for the standby The inlet and outlet control valves for both spaces at each cargo tank are
generator. operated under split range control by the output of the reverse acting pressure
Manufacturer: Kaeser
controller for that space. Thus, when the pressure in that space falls below the
Model: CSDX 162/14.5 bar desired value, the inlet valve opens and the outlet valve remains shut. When the
Type: Screw type Control and Instrumentation
pressure in the space rises above the desired value, the outlet valve opens and
No. of sets: 2 the inlet valve remains shut.
The two nitrogen generating units may be set to operate:
Capacity: 655m3/h at 45°C and 80% RH
• Manually The pressurisation header control valve CN976 reacts to the demand on the
Dew point: 5°C at 700kPa
• Automatically system and maintains the header pressure at 800kPa (set by operator).
Oil capacity: 26.5 litres
Cooling water: 50 litres/minute • Semi-automatically A flow meter downstream of valve CN971 gives an indication on the IAS of
Power: 103kW the current demand on the nitrogen system.
Voltage: 440V/60Hz/3ph Manual Alternation
Pressure switches on the nitrogen buffer tank control the cut-in/cut-out of the
The operating modes are set via the controller. In manual mode the units will compressors via the control panel.
Nitrogen Buffer Tank operate independently with no automatic alternation between them. In this
case, one unit only would be set to operation with the second unit shut down. High/low and differential pressure alarms are fitted to the pressure control
No. of sets: 1
systems for each primary and secondary space.
Capacity: 59m3
Automatic Alternation
Design pressure: 1,250kPa WARNING
Where the units are set to automatic alternation the following parameters
Working pressure: 500/1,000kPa (min./max.) When the depression in the primary insulation spaces relative to the
control their operation:
secondary insulation spaces, reaches 3kPa(g), the two insulation spaces
1. Lowest Running Hours - The unit with the fewer running hours
must be immediately interconnected, otherwise serious damage will
will start first when there is a start command.
occur to the membranes.
2. Shutdown Alarm - If a common trip alarm is activated on the
running generator, the other unit will take over to supply the
system.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.2 - Page 2 of 4


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Al Nuaman Cargo Operating Manual

Illustration 5.2b Nitrogen System on Deck Tank No.5 Tank No.4


Flow Meter

CN587 CN586 1kPa 1kPa


CN CF CF
From Nitrogen 971 572 472
Generator
Nitrogen Purge Main Line
System F
CN
976 CP574 CP474

CN Secondary Barrier Pressurisation


972

CP575 Primary Barrier Pressurisation


Nitrogen CN 1kPa 1kPa
CN 1kPa CN CN
Buffer Tank CN CP 584 CP585 CP479 CP485
975 475 375
(59m3, 1.25MPa) CN From Gas 574 579 CF CP CF CF
CN 584 1kPa CP 1kPa
978 Combustion 574 474 374
973 Vapour CN Vapour 484
Unit CN CN
Liquid CP586 CP587 CF573 572 Liquid CP483 CP486 CP487 CF473
591 Dome CN Dome 472 CN
CN Dome CP Dome
F
583 From 474 374
To No.5 Vent Mast 977 CN CP
Stripping 589 CN471
CN CP571 491 CP471
100 Line
To 974 CN588 CN571 CP415 CN486 CN487
CN688 CP
Compander CP582 CP515 CP482
RN RN RN 25
CP CN585 CP 391 CP
592 CP514 CN CP414 392
863 851 850 To Gas 492
514 Scavenging
Combustion Line
Cooling 100
Unit CP CP CP CP CP CP CP CP CP CP CP
RN RN RN Primary Insulation CP 575 576 494 493 Primary Insulation 472
Water 594 593 475 476 394 393
50 50 874 864 873 Space Gas Detection 572 Space Gas Detection
Near Motor Secondary Insulation Secondary Insulation
Preheater CN 15 Room Space Gas Detection Space Gas Detection
200
686 N2 Inventory
CP To Separator
No.2 CP573 CF CP473 CF
Vacuum Nitrogen Reservoir
676 571 471
Pump
Blank CN
25 Tank 1kPa 1kPa
200
20 864
CN Cargo Compressor Room
687
100 250 250 Primary Barrier Pressurisation
200
No.1 CP CP Secondary Barrier Pressurisation
Vacuum 675
Pump
674 Nitrogen Purge Main Line
20
200
CP872 CP871
CN CN 200
1kPa 1kPa
685 682 CF Regulating Valves for CF
To BOG 1st 372 Barriers Exhaust 272
LNG Vaporiser

Compressor For 2nd


CP
Suction Floor CP
673 400
CN285 CN CN278 1kPa
2nd
CF374 CP274 CF
672 281
For 1st A CN284 A CN277 172
No.2 BOG Floor CN
CP 15 CG
A
280
Compressor 3rd CN283 CN276
671 646
25 CP174
CP CP CN282 CN279
1st
692 688 250

CN172
P
2nd CN CP385 1kPa CN CP285 1kPa CN
275 175 H CP178 CP177 1kPa
CN CN CN 683 CP379 CP279 CP284 CP179 CF
CP384 CF274 CF174
No.1 BOG 675 676 677 CN 1kPa 1kPa CP186 173
674 CN CP187
Compressor 3rd P
CN CN CP171
100 CP383 CP386 CP283 CP286 Vapour
25 100 681 Liquid CP387 CF373 372 CN Liquid CP287 CF273 272 CN Liquid Dome CN171
CN CN CN CP
CP 671 672 Dome Vapour 274 Dome Vapour 174 Dome 183
To Seal 673 Dome Dome CP
Gas 691 P
CN371 CN271
CP371 CP271 CN187 CN186 172
Venting CN386 CN387 CN286 CN287
CN CN CN CP115
678 679 680 CP382 CP CP282 CP CP182 CP114
CP314 291 CP215 CP214 191
CP315 Primary Insulation Primary Insulation CP CP
Secondary Insulation
No.2 H/D 15 Key CP CP CP CP CP173 176 175
Space Gas Detection Space Gas Detection Space Gas Detection CF
Compressor
CP Secondary Insulation
372 CP CP CP CP 292 Secondary Insulation
272 CP CP CP CP 192
171
690 Nitrogen/ Space Gas Detection 375 376 294 293 Space Gas Detection 275 276 194 193 Primary Insulation 1kPa
Secondary Nitrogen Space Gas Detection
CF CF
CP373 CP273
Primary Nitrogen 371 271
1kPa 1kPa
No.1 H/D 15 Compressed Air
CP772 CP771
Compressor Instrumentation
CP
689 Tank No.3 Tank No.2 Tank No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 5.2 - Page 3 of 4


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Al Nuaman Cargo Operating Manual
Nitrogen Generator Alarms and Shutdown Position Description Valve Position Description Valve
Set Display/ Open Deck isolating valve to main pressurisation CN971 Open Isolating valves for the primary pressurisation CN575
Tag Description header header to each primary insulation space CN572
Point Response
System shutdown Open PIS regulating valve isolating valves CN675 CN475
TAHH 310-02 Feed air high temperature 60°C CN677 CN472
(SSD)
Open SIS regulating valve isolating valves CN678 CN375
N2 production off
QAH 310-01 Oxygen content high 3.5% CN680 CN372
spec
CN275
Oxygen content high Closed PIS and SIS crossover (balancing) valves CN614 CN272
QAHH 310-01 5% SSD CN674
high CN175
N2 production off CN681 CN172
QAH 310-02 Dew point high -65°C Closed Standby pressure control valve CN672
spec Open Isolating valves for secondary pressurisation CN574
QAHH 310-02 Dew point high high -55°C SSD Closed Standby pressure control isolating valve CN671 header to each secondary insulation space CN474
Flow switch oxygen CN374
FAL 310-02 20l/h SSD b) At the nitrogen exhaust distribution valve grouping by the No.2 CN274
analyser
cargo tank, manually open the following valves: CN174
SSD - manual reset
KA 310-01 Compressor shutdown -
at compressor panel
Position Description Valve
SSD - manual reset The system will automatically adjust the pressures in the primary and
KA 310-02 Compressor shutdown - Open Isolating valves for PIS exhaust regulating CN276 secondary insulation spaces, exhausting if the pressure exceeds the exhaust
at compressor panel
valve CN278 valve set point and making it up if it falls below the supply valve set point. The
SSD - manual reset
XA 1 Emergency stop - Open Isolating valves for SIS exhaust regulating CN283 main pressurisation header control valve CN976 can be adjusted to a higher
at compressor panel
valve CN285 value if the supply to the insulation spaces during the loading of the vessel is
Buffer tank pressure high
PAHH 310-03 1100kPa SSD Closed Standby exhaust regulating valve CN280 unable to allow for the greater demand as the primary and secondary barrier
high
Closed PIS and SIS crossover isolating valves CN28 insulation spaces cool down.
PAH 310-03 Buffer tank pressure high 1050kPa Alarm
CN279
PAL 310-03 Buffer tank pressure low 400kPa Alarm CN282 CAUTION
Buffer tank pressure low The insulation spaces must be protected at all times against over-pressure
PALL 310-03 200kPa Alarm
low
c) Using the IAS, adjust the set point of the nitrogen exhaust which might result in membrane failure. To avoid major damage to the
regulating valve CN277 (PIS) to +0.6kPa and CN284 (SIS) to secondary barrier, never evacuate a primary insulation space while
+0.4kPa. leaving the associated secondary insulation space under pressure, and
Nitrogen Header Alarms never fill a secondary space while the associated primary space is under
d) Using the IAS, adjust the set point of the nitrogen supply a vacuum.
Tag No. Description High Low
NP007 Nitrogen header 900kPa 500kPa regulating valve CN676 (PIS) to +0.4kPa and CN679 (SIS) to
+0.2kPa.

e) Adjust the set point of regulating valve CN976 to 800kPa (at


Procedure for Setting the Nitrogen System buffer tank outlet pressure manifold).

To put the insulation spaces pressurisation system into normal operation the
Note: Ensure that the manual isolating valves located each side of the
following procedure is carried out. It is assumed that the nitrogen system is
regulating control valves for both supply and exhaust on each pressurisation
operating and the buffer tank pressurised to 1,000kPa.
header are open, eg, CN675 and CN677 for the PIS supply.
a) In the cargo machinery room at the insulation spaces distribution
f) Open the manual isolating valves on the primary and secondary
panel and on deck.
pressurisation headers to each insulation space to allow the
supply of nitrogen to the headers from the nitrogen buffer tank
Position Description Valve via the required regulating valves.
Open Isolating valves for main pressurisation header CN978
regulating valve CN972

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Illustration 5.3.1a Glycol Heating Screen Shot

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5.3 Cofferdam Heating System below 5°C. In the case when the heat consumption in the cofferdams and cofferdam and liquid dome is controlled by regulating the 3-way temperature
liquid domes is low, the electric glycol water heater is used, but if the heat control valve.
5.3.1 Cofferdam Heating and Control requirement increases, a supplementary steam heater will also be used. This
heater is supplied from the deck service steam at a pressure of 700kPa with the During normal operations, the following alarms are monitored by the IAS:
condensate drains passing back to the engine room.
Glycol Steam Heaters • Glycol water pump motor abnormal
Manufacturer: Aset The glycol heating system is a semi-sealed system where the glycol/water • Glycol water pump outlet pressure low
No. of sets: 2 mixture is contained within a closed loop as shown in illustration 5.3.1b. Any • Glycol water pump inlet temperature low
expansion in the glycol and water mix during operations is allowed for by
Type: BEU-323-1800 • Glycol water heater outlet temperature high
the provision of a 1,000 litre expansion tank. The liquid level in the system is
Capacity: 50m3/h of glycol/water maintained by glycol being added from the glycol reservoir, which is mixed • Glycol water expansion tank level low
Inlet temperature: 77.5°C with fresh water in the 200 litre mixing tank to the required ratio of 45% glycol
Outlet temperature: 90°C (maximum) to 55% water. When the system requires topping-up, the mixture is fed from Also, during the normal operations, the steam heater control valves are
Heating steam: 700kPa the mixing tank to the expansion tank by gravity. automatically closed if the glycol water outlet temperature reaches the high-
high limit.
During the vessel’s ballast voyages, the cooling effect from the cargo tanks is
Glycol Electric Heater greatly reduced and so the heating coils are not normally in use.
Cofferdam and Liquid Dome Temperature Control
Manufacturer: Aset The heated glycol water circulates in the cofferdam and liquid dome through There are eleven temperature controllers in the IAS that manipulate the 3-way
No. of sets: 1 the main and standby heating coils. Normally, the duty system is lined-up pneumatic control valves in accordance with the measured temperature at the
Type: TB160+20E to operate on the main system, but the standby system can be brought into cofferdam and liquid dome. Six of these are for the cofferdam temperature
Capacity: 50m3/h of glycol/water operation in the event of a system fault or heating coil failure. control, and five for the liquid dome temperature control. Each controller has a
Outlet temperature: 70°C main and standby temperature control valve.
The heating conditions for the system are determined by the following extreme
Heating: 180kW total (80kW, 40kW, 20kW, 20kW + 20kW operating conditions: During the normal operation of the temperature control system, the following
in reserve elements) 440V Tri 60Hz
• Outside air temperature: -18°C alarms are monitored by the IAS:
Operating pressure: 450kPa
• Sea water temperature: 0°C • No.1 cargo tank liquid dome temperature low
• No.2 cargo tank liquid dome temperature low
Glycol Water Circulating Pump
Glycol Water Heating System • No.3 cargo tank liquid dome temperature low
Manufacturer: Teikoku Industries
The glycol and water mix is cooled down in the cofferdams and liquid domes • No.4 cargo tank liquid dome temperature low
No. of sets: 2 and is circulated through either the electric or steam heater by one of the two
Type: Vertical centrifugal glycol circulating pumps, where it is heated to approximately 70~90°C. There • No.5 cargo tank liquid dome temperature low
Capacity: 50m3/h at 45mth are two heating coils (main and standby), and a steam heater is also separated • No.1 cofferdam temperature low
by main and standby. But the electric heater is used commonly. The electric
• No.2 cofferdam temperature low
heater consists of four heating elements that can be operated from the local
Introduction panel or from the IAS. The IAS can automatically control the four heating coils • No.3 cofferdam temperature low
in accordance with the requirement of the heat consumption in the cofferdam
• No.4 cofferdam temperature low
The cargo containment system consists of five double-insulated cargo tanks and liquid dome. The IAS calculates the requested heat consumption by using
encased within the inner hull and situated in-line from forward to aft. The the output of the temperature controllers that control the temperature of the • No.5 cofferdam temperature low
cargo tanks are separated from the other compartments and from each other cofferdams and liquid domes. There are eleven controllers that control the • No.6 cofferdam temperature low
by six transverse cofferdams which are all dry compartments. The function of temperature of the cofferdams and liquid domes, and if one of these outputs is
the barriers is to prevent leakage, while the insulation supports and transmits over 90% open, the IAS will switch on the electric heating coils in sequential The eleven PID controllers are provided to ensure the cofferdam and liquid
the loads and minimises heat exchange between the cargo and the inner hull. order. If the output of all eleven controllers are less than 20%, the IAS will turn dome temperatures remain constant. According to the measured temperature,
The secondary barrier not only provides a safety between the two layers of off the electric heating coils in order. each controller manipulates the main and standby 3-way control valves, one in
insulation, but also reduces the convection currents within the insulation. When service, while the other is in standby. The main or standby service selection is
the barrier is damaged and leakage occurs, the temperature of the hull will go There are also two steam heaters to heat the glycol water using service steam done from the mimic display in the IAS as shown in illustration 5.3.1b.
down, and if the temperature decreases below -40°C it will cause damage to at 700kPa. The steam is controlled by regulating the steam inlet valve in
the steel hull. Because of this a glycol water heating system has been provided accordance with measured outlet temperature. Also, the inlet temperature to the
to prevent the cofferdam and liquid dome temperatures from decreasing

Issue: 1 - May 2010 IMO No: 9431135 Section 5.3.1 - Page 2 of 6


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Illustration 5.3.1b Cofferdam Heating Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 5.3.1 - Page 3 of 6


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Electric Heater Control • No.3 cofferdam 95.192kW - heating coil length of 606m Operating Procedure for Heating Coils
One electric glycol water heater has been provided in the electric motor room • No.4 cofferdam 95.192kW - heating coil length of 606m
with a total capacity of 160kW. This is split internally into heating elements In normal operating conditions the No.1 glycol circulating pump will operate
• No.5 cofferdam 95.197kW - heating coil length of 606m on heating the main coil, while the No.2 circulating pump will be switched
that are rated at 80kW, 40kW and two sets at 20kW each. Each element is
controlled either from the local control panel or automatically from the IAS • No.6 cofferdam 51.918kW - heating coil length of 331m to standby, also operating on the main coil. The standby pump will then start
according to the heater control position selected on the heater starter panel. In automatically if the duty pump has a low discharge pressure, pump failure or
the IAS mode, automatic or manual control is available by selecting AUTO or The requirements for the liquid domes are as follows: loss of running signal.
MAN on the screen mimic (illustration 5.3.1a refers). If the operator selects • No.1 dome 4.5kW - heating coil length of 22.4m
AUTO and the control position is in REMOTE, the heater elements are a) Prepare the valves on both circulating pumps:
automatically turned on or off according to the output of the cofferdam and • No.2 dome 4.5kW - heating coil length of 22.4m
liquid dome temperature controllers. When in MAN mode the operator can • No.3 dome 4.5kW - heating coil length of 22.4m Position Description Valve
manually turn on or off the heater elements through the screen mimic. Open No.1 circulating pump isolation valve GW335
• No.4 dome 4.5kW - heating coil length of 22.4m
Open No.1 circulating pump suction valve GW334
If the following abnormal conditions occur during AUTO mode operation, the • No.5 dome 4.5kW - heating coil length of 22.4m
Open No.1 circulating pump discharge valve GW331
sequence control is terminated and the control mode is changed to MAN mode,
and the electric heater elements on/off status is kept as it was. The abnormal Closed No.2 circulating pump isolation valve GW340
CAUTION
conditions that terminate the automatic control are as follows: Open No.2 circulating pump suction valve GW339
Any failure of the cofferdam heating system when cargo is on board
• Electric heater control position changes to local must be treated as serious and repairs must be made immediately. In the Open No.2 circulating pump discharge valve GW333
case of suspected leaks, regular soundings of the cofferdams will indicate Open No.1 circulating pump expansion valve GW336
• Electric heater control mode changes to manual
into which space the glycol water is leaking. Open No.2 circulating pump expansion valve GW338
• One or more heater elements abnormal condition Closed Expansion line drain valve GW343
Each cofferdam is fitted with five temperature sensors on each forward and
Steam Heater Outlet Temperature Control aft tank bulkhead, which will also give an early indication of a heating tube b) Assuming that the electric heater is to be used in conjunction
failure. with the No.1 steam heater on the main (primary) heating coils,
The IAS provides one controller to regulate the heater outlet temperature of
prepare the heater valves in accordance with the following
the glycol by manipulating two steam flow control valves. When the glycol Any accumulation of water in the cofferdam areas can be removed in accordance
outlet temperature from the heater increases above 100°C, the IAS fully closes table:
with the bilge pumping procedures detailed in Section 5.6 of this manual.
the large and small steam flow control valves and generates an alarm. The
differential pressure between the steam inlet to the heater and the glycol water Position Description Valve
circulation pump outlet pressure is also monitored by the IAS. This is used to System Operation Open No.1 steam heater inlet valve GW324
monitor the steam load on the heater so that the operator can see the current Open No.1 steam heater outlet valves GW310
heating requirement, and if it is low, can switch back to using the electric heater The glycol/water mixture is pumped through the system of heaters and coils Closed No.1 steam heater drain valve GW317
as required. by the duty circulating pump, with the other being switched to standby. The
Open Electric heater inlet valve GW325
flow of the glycol/water mix to each of the heating coils is through three-way
valves and return isolating valves. The flow to each heating coil network has Open Electric heater outlet valve GW312
Alarms
to be manually balanced by adjusting the valves on the distribution manifolds. Closed Electric heater drain valve GW319
Tag Description HH H L LL These valves are set after conducting trials and should not be adjusted unless Open Heater inlet cross-connection valve GW328
GW °C °C °C °C a problem occurs. Open Heater inlet cross-connection valve GW329
009.01 No.1 GW steam heater outlet temperature 100 90 Open Heater outlet cross-connection valve GW306
006 No.1 GW steam heater return temperature 10 5 The second (standby) set of heating coils can be put into service immediately
and are connected to the running system by crossover valves at the pump Closed Heater outlet cross-connection valve GW307
20.01 No.2 GW steam heater outlet temperature 100 90 suction and heater outlets. Open Discharge valve to the main heating coils GW304
017 No.2 GW steam heater return temperature 10 5
030 Electric GW heater outlet temperature 100 90 The automatic flow control to each cofferdam and liquid dome is achieved by a
three-way valve on each header, with the operating signals for regulation being
The requirements for the individual cofferdams are as follows: via the IAS mimic (illustration 5.3.1a refers).
• No.1 cofferdam 63.470kW - heating coil length of 404m
• No.2 cofferdam 95.192kW - heating coil length of 606m

Issue: 1 - May 2010 IMO No: 9431135 Section 5.3.1 - Page 4 of 6


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Illustration 5.3.1c Liquid Dome Heating Screen Shot

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c) Ensure the valves from the expansion tank are open: i) Input the required cofferdam and liquid dome temperature set
points (illustration 5.3.1a refers).
Position Description Valve
Open Expansion tank drop valve GW344 j) Open the condensate drains from the steam heater. Slowly
open the steam inlet valves to the high and low demand control
d) Open the normal glycol water supply and return valves to each valves, SC334 for No.1 heater.
set of cofferdam heating coils. The No.1 cofferdam has been
listed below as an example: k) Ensure the air eliminator isolating valve GW305 on the separator
is open.

No.1 Cofferdam l) Start circulating pump No.1, either locally or from the IAS
display screen.
Position Description Valve
Operational Cofferdam inlet valve to main coil GW368 m) Bleed the system and remove any air from the heating coils
Open Cofferdam outlet valve from main coil GW351 using the local air separator valves at each cofferdam and liquid
Open Cofferdam main coil bypass valve GW362 dome.
Operational Cofferdam inlet valve to secondary coil GW367
Open Cofferdam outlet valve from secondary coil GW352 n) Monitor the cofferdam temperatures and adjust as necessary.
Open Cofferdam secondary coil bypass valve GW361
The standby heating coils can be prepared for operation in the same way so that
Open Individual coil return isolation valves GW357, 358, they are ready for immediate use should the need arise.
GW359, 360

e) Open the glycol water supply and return valves to each set of Alarms
liquid dome heating coils. The No.1 liquid dome has been listed Tag -GW Description Low Low Low
below as an example:
037.01 No.1 cofferdam average bulkhead temp. 4°C 2°C
038.01 No.2 cofferdam average bulkhead temp. 4°C 2°C
No.1 Liquid Dome
039.01 No.3 cofferdam average bulkhead temp. 4°C 2°C
Position Description Valve 040.01 No.4 cofferdam average bulkhead temp. 4°C 2°C
Operational Liquid dome inlet valve to main coil GW377 041.01 No.5 cofferdam average bulkhead temp. 4°C 2°C
Open Liquid dome outlet valve from main coil GW370 042.01 No.6 cofferdam average bulkhead temp. 4°C 2°C
Open Liquid dome main coil bypass valve GW375 032.01 No.1 liquid dome average air temperature 4°C 2°C
Operational Liquid dome inlet valve to secondary coil GW378 033.01 No.2 liquid dome average air temperature 4°C 2°C
Open Liquid dome outlet valve from secondary GW369 034.01 No.3 liquid dome average air temperature 4°C 2°C
coil 035.01 No.4 liquid dome average air temperature 4°C 2°C
Open Liquid dome secondary coil bypass valve GW376 036.01 No.5 liquid dome average air temperature 4°C 2°C

In the cargo control room via the IAS:


Note: The electric heater can be used on either the main or standby systems
f) Select the glycol/water system display screen (illustration
by operating the crossover valves on the supply and discharge side of the
5.3.1a) and select the No.1 pump as the duty pump and the No.2
heater.
pump as the standby.

g) Select the main heating coil system on the glycol water heating
screen button by pressing MAIN.

h) Switch the electric heater to AUTO, then input the required


temperature set point on the No.1 steam heater.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.3.1 - Page 6 of 6


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Illustration 5.3.2a Cargo Area Fans Screen Shot

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5.3.2 Hull Ventilation g) An entry permit is to be issued and a copy posted at the entrance During the time personnel are in an enclosed space, communications with the
of the space to be entered, the number and time of issue is safety standby person and the personnel carrying out the inspection should be
also entered into the ship’s log book. Follow the company QA maintained at regular periods.
Introduction procedures and requirements.
In the event of this communication being lost, emergency tank rescue
The cofferdams and pipe duct must be inspected on a regular basis to check The entry personnel must take with them a personal O2 meter, radio, and if procedures should be set in motion.
for cold spots, the condition of the paintwork, and a general inspection of the possible, alternative emergency lighting, such as cyalume lights. These are
piping, fittings and valves. In general, one cofferdam area should be inspected tubes containing two chemicals and when the tube is bent, the chemicals mix
every month. Before entering the cofferdam/pipe duct spaces, the compartments and produce a light.
must first be ventilated and made safe.
Illustration 5.3.2b Inert Gas/Dry-Air to Deck Spaces
Prior to entry into any enclosed space, the company QA procedures are to
be discussed and strictly adhered to, and the following need to be carried out 450

before any personnel are allowed to enter: IG013

IG014
Connection for
a) The space is to be ventilated using mechanical means and Portable Gas 200
Freeing Fan
ventilation is to be continued throughout the period that IG015
personnel are in the space.
To Compressor Room

b) Spaces are to be checked for oxygen and hydrocarbons using


550
portable meters. Meters are to be checked and calibrated before For Gas Freeing
to Ballast Tank IG030
use.

c) Means of communications are to be tested, including all VHF or IG014


UHF hand-held radios.

d) Means of illumination are to be checked, including the gas-tight S Open Deck

torches, which are worn attached to a safety helmet or are hand Cofferdam

carried. IG047 IG048 IG049


IG013

e) A safety equipment trolley is to be prepared, containing the


following minimum items:
• 2 complete self-contained breathing apparatus sets IG015

450
• 4 spare air cylinders for the self-contained breathing
apparatus sets
• Resuscitator with extra oxygen cylinder
• Stretcher (Paraguard or similar) Cargo Pipe Pipe
IG020 IG010
Compressor Duct Duct
• Air powered lighting with suitable hose Room Exhaust Exhaust

• 1 gantline and block


• 2 wire-cored hemp lifelines Ballast Pipe
Water Ballast Tank (Starboard)
Main Duct
• 1 rescue harness
IG012
• 1 VHF or UHF extension aerial
• Portable oxygen and hydrocarbon meters
Key
f) Personnel are to be briefed and a competent person with a radio
Inert Gas
stationed at the entrance to the enclosed space.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.3.2 - Page 2 of 5


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Illustration 5.3.2c Hull Ventilation

Passageway
Passageway
Passageway Natural Supply Vent
Natural Supply Passageway
Vent at Door Mechanical Exhaust Fan

Cofferdam

Cofferdam

Cofferdam
For Portable Fan on Manhole
for Trunk Space
Pipe Duct (Aft Side-Port)
Mechanical
Exhaust
Fan Manhole Cover for Cofferdam to be
Opened when Gas Freeing Fore Mast
Accommodation (Port and Starboard) Manhole Cover for Liquid Dome Natural
Void Spaceto be Opened when Supply
Gas Freeing (Port and Starboard) Vent to
Cofferdam

Passageways
and Duct Keel

Manhole Cover for Trunk


to be Opened When Gas
Cargo Freeing (Forward Side Starboard)
Electric Machinery Room
Motor
Passageway Room Passageway
Natural Supply Passageway Mechanical Exhaust Fan
Vent at Door

Manhole Cover for Cofferdam/Liquid


Dome Void Space to be Opened for
Portable Gas Freeing Fan
Gas Freeing (Port and Starboard)
on Manhole for Cofferdam
Manhole Cover for Trunk
Portable Gas Freeing Fan to be Opened when Gas Pipe Duct
on Manhole for Trunk Freeing (Forward Starboard) Natural Vent
(Aft -Port ) (Foremast)
Passageway Passageway Passageway
Natural Vent
(Foremast)
Void Void
Trunkway

Passageway Trunk Passageway

Void
Void

Transverse Cofferdam

Access Trunk
Transverse Cofferdam

Pipe Duct Pipe Duct

Issue: 1 - May 2010 IMO No: 9431135 Section 5.3.2 - Page 3 of 5


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Pipe Duct Space WARNING Fans for Hull Outfitting
The ship is fitted with a mechanical exhaust fan for the pipe duct space which If it has been found that nitrogen consumption has increased beyond Cargo Compressor Room Exhaust
is situated aft above No.6 cofferdam. Located on the aft side of the fore mast normal acceptable levels, then added precautions should be observed
Manufacturer: Hi Air Korea Co. Ltd.
is the pipe duct space natural supply vent, this must be opened before starting before entering the cofferdam spaces.
the exhaust fan. Type: MNA-1250/500
Quantity: 2 (1 working, 1 redundancy)
In addition to the mechanical exhaust fan and natural supply vent, the pipe duct Water Ballast Tank Space Air volume: 60,010m³/h
space can also be ventilated using the inert gas/dry-air plant. Each water ballast tank is fitted with an injured person hatch at the main deck Fan speed: 1,182 rpm
level which may be removed and a portable gas freeing fan fitted. Power consumption: 25.89kW
Provision is made for the elbow bend on the inert gas supply line at valve
IG015, to be swung and connected to the blank flange on the stud piece at the Electric Motor
The ballast tanks can also be ventilated through the ballast main using the inert
pipe duct exhaust fan trunking. gas plant in dry-air mode and installing the spool piece at valve IG014. Manufacturer: ABB, CEMP
Type: EC30 225M6
The manual damper is closed and dry-air from the IG plant can be sent down Dry-air is sent from the IG plant, through valves IG013 and IG014, into the Pole: 6
into the pipe duct space and exhausted via the forward natural supply vent and ballast main and then to the required ballast tank via its suction valve.
the entrance manhole. Power: 30kW
Revolutions: 1,182 rpm
The ballast tank lid is opened to allow the air to be exhausted to atmosphere.
Underdeck Passageways Rating current: 55.0A
Starting current: 357.5A
The passageway areas, port and starboard, are equipped with a mechanical
exhaust fan located midships and two natural supply vents in the fore mast and
a smaller natural vent at the aft entrance to the port and starboard passageways. Electric Motor Room Supply
Each passageway also has an entrance door at the aft and forward end that can
be opened to provide additional natural ventilation. There is also an entrance Manufacturer: Hi Air Korea Co. Ltd.
door onto the trunk deck approximately half length of the passageway. Type: AKA-800/350
Quantity: 2 (1 working, 1 redundancy)
Trunk Deck Void Space Air volume: 15,500m³/h
Each trunk deck void space is fitted with a manhole cover located on the port Fan speed: 1,730 rpm
and starboard side, which may be removed and a portable gas freeing fan fitted. Power consumption: 3.47kW
One of these covers can also be used as a rescue opening for removal of an Electric Motor
injured person. Manufacturer: ABB, CEMP
Type: M2QA 112L4A
Liquid Dome Void Space Pole: 4
Each liquid dome void space is fitted with a manhole cover which may be Power: 4.6kW
removed and a portable gas freeing fan fitted. Revolutions: 1,730 rpm
Rating current: 9.34A
Cofferdam Starting current: 65.4A
Each of the cofferdam spaces is provided with two manhole covers, one port
and one starboard. The starboard manhole is fitted with ducting leading down
from the trunk deck level to near the bottom of the space. Duct Keel Space Exhaust
Manufacturer: Hi Air Korea Co. Ltd.
A portable fan can be connected to one and the space ventilated through the
Type: MNA-1000/410
other.
Quantity: 1
Air volume: 31,500m³/h
Fan speed: 1,764 rpm
Power consumption: 9.42kW

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Electric Motor Bosun Store Exhaust Portable Air-Driven Gas Freeing Fan
Manufacturer: ABB, CEMP Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Dasic Marine Ltd.
Type: AC30 160L4 Type: AKA-710/350 Type: Jetfan 65
Pole: 4 Quantity: 1 Quantity: 2
Power: 15.0kW Air volume: 15,000m³/h Air consumption: 650kPa pressure
Revolutions: 1,764 rpm Fan speed: 1,730 rpm
Rating current: 27.3A Power consumption: 3.27kW
Starting current: 161.8A Electric Motor
Manufacturer: ABB, CEMP
Passageway Under Trunk Deck Exhaust Type: M2QA 112L4A
Pole: 4
Manufacturer: Hi Air Korea Co. Ltd.
Power: 4.6kW
Type: MNA-1000/410
Revolutions: 1,730 rpm
Quantity: 2 (1P and 1S)
Rating current: 9.34A
Air volume: 57,000m³/h
Starting current: 65.4A
Fan speed: 1,770 rpm
Power consumption: 22.30kW
Electric Motor Forward Emergency Fire Pump Room Exhaust (Rv type)
Manufacturer: ABB, CEMP Manufacturer: Hi Air Korea Co. Ltd.
Type: EC30 200LB4 Type: AKA-710/350
Pole: 4 Quantity: 1
Power: 30.0kW Air volume: 12,000m³/h
Revolutions: 1,770 rpm Fan speed: 1,728 rpm
Rating current: 49.1A Power consumption: 2.74kW
Starting current: 323.6A Electric Motor
Manufacturer: ABB, CEMP
Pilot Trunk Spaces (P and S) Exhaust Type: AC30 112M4
Pole: 4
Manufacturer: Hi Air Korea Co. Ltd.
Power: 4.0kW
Type: HCA-400/150
Revolutions: 1,728 rpm
Quantity: 2 (1P and 1S)
Rating current: 7.5A
Air volume: 1,500m³/h
Starting current: 51.4A
Fan speed: 1,704 rpm
Power consumption: 0.72kW
Electric Motor Portable Water-Driven Gas Freeing Fan
Manufacturer: ABB, CEMP Manufacturer: Dasic Marine Ltd.
Type: AC30 90L4 Type: Jetfan 125
Pole: 4 Quantity: 2
Power: 1.5kW Air flow: 9,000m3/h
Revolutions: 1,704 rpm Water consumption: 33m3/h at 700kPa pressure
Rating current: 3.3A
Starting current: 15.6A

Issue: 1 - May 2010 IMO No: 9431135 Section 5.3.2 - Page 5 of 5


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Illustration 5.4.1a Fire Control Station Arrangement

Section ‘C’ - ‘C’


17 3
16 15 14
1
2
18

A A

11
7 7 7 7
12
3 13
9 7
7
5
4 10
7 9
FL 8

8
5
11
7 7 7 7 7 6

C 7 C
8

7 7 7 7
10 Key
1. Group Panel -
Emergency Stops
Start/Stop Pushbuttons for SW Pumps and GCU
Repeater Alarm Panel for Gas Detection System
Remote Control Panel for Water Spray System
Fire Alarm Call Point
Emergency Shutdown Pushbutton
Common Battery Telephone
General Alarm Pushbutton
Public Address Speakers
Microphone and Speaker for Talk-Back System
Section ‘A’ - ‘A’ Fire Alarm Repeater Panel
Fire Main Line Pressure Indicator
Fire Main Line High and Low Pressure Alarm Lamps
No.4 VHF Remote Radio Telephone
Manual Pushbutton Closing for Accommodation Fire Dampers
2. Sub-control Panel for High Expansion System
3. Lighting Switch
4. Fire Detection Panel for Water-based Fire Fighting System
5. Main Control Panel for Water-based Fire Fighting System
6. International Shore Connection Box
2 7. NOVEC 1230 Remote Release Cabinets
1
8. Firemans Outfitting Locker (No.1-2st No.2-3st)
16 9. Emergency Escape Breathing Device (No.1-1st, No.2-2st)
10. Control Panel for Engine Room Fan Dampers
18 11. Control Cabinet for Emergency Quick-Closing Valves
12. Remote Release Cabinet for Dry Powder System
3
13. Operating Instructions for Dry Powder System
17 14. Fire Plan Container
15. Fire Extinguisher
16. Remote Control Panel for Emergency Fire Pump (Start/Stop)
FIRE PLANS

17. Key Box with Hammer


15 14 18. Emergency Stop Lists

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5.4 Fire Fighting Systems • Ensure that no matches or cigarette lighters are left in overall General housekeeping is the first line of defence in ensuring a safe environment
pockets where they could be inadvertently taken into areas on board. Most rubbish that is generated will contain combustible material
5.4.1 Introduction where smoking is prohibited. and if left unsecured may be a fire, trip or exit route hazard. Materials that
are not stored correctly may also obscure sight of other potential hazards such
• If smoking is permissible in cabins it is still forbidden to smoke
The vessel’s fire fighting capacity is enhanced by the inclusion of systems that as leakage of flammable liquids. If rubbish is left near bilges there is a risk
in bed.
can detect and fight the types of fires which might occur due to the ignition of of filter blockage and failure to pump out. To ensure good housekeeping the
• All personal electrical equipment is to be inspected by an following must be observed:
fuel oil, lubricating oil and cargo. Situated on C deck is the fire control station
electrical officer prior to use on board. Notices to this effect are
which is the primary location of the fire control and fire fighting operations. • At the end of each work task, clear away hazardous waste
to be displayed at all notice boards.
Illustration 5.4.1a above shows the layout of this room and the equipment residues into segregated containers ready for disposal.
contained inside. • Any maintenance or repair of either ship’s or personal electrical
• Clear away tools and equipment and store in the appropriate
equipment is to be carried out by an electrical officer only.
location.
Tackling a Fire • Electrical equipment should be disconnected when not in use.
• Clean up any leakage of flammable liquids immediately and
• Do not overload any electrical circuit. address the source of the leakage as soon as it is possible to do
Fire fighting on board ships is an inherently hazardous and dangerous so.
operation. The effects of smoke and heat are magnified by the steel structure Inappropriate use of electrical equipment, or maintenance/operation of
which confines and controls the direction of the spreading fire. The steel • Do not use rags as drip collectors.
electrical equipment by untrained personnel could result in death or serious
structure, with ventilation shafts and multiple openings, also gives a fire an injury. This is not limited to medium and high voltage. Fibrillation of the heart • Do not overfill bins.
opportunity to spread in a three-dimensional fashion, which requires ship’s may be caused at low voltages and a battery may contain high amounts of
staff to have an intimate knowledge of both the ship’s structure and fire fighting • For oil spills, where possible use appropriate oil absorption
stored energy. Always treat electrical sources with the utmost respect.
techniques and procedures. material rather than rags or other wipes.
Concerning electrical equipment, the following guidelines are to be strictly • If rags are used, dispose of them in a manner consistent with the
The easiest way to avoid having to fight a fire on board a ship is not to start adhered to: more hazardous flammable liquids.
one. It is therefore vital that all ship’s staff are aware of potential fire hazards
• Maintenance of electrical equipment shall only be carried out by • Report any repeated poor housekeeping to the officer in
and conscientious about basic housekeeping duties. Ships have an inherently
suitably qualified electrical engineers. charge.
large fire risk due to the mix of machinery, fuels and sources of ignition. It
is not possible to eliminate these risks, but it is possible through a few basic • Maintenance shall be carried out strictly to company and • Laundry should be dried in approved drying spaces only and not
housekeeping rules to greatly reduce the chances of a fire and also to slow and manufacturer’s guidelines. placed near heaters which are not approved for the purpose.
restrict the spread of any fire that does start. A few housekeeping rules are • Corridors, passageways and fire escape routes are to be kept
• A tag-out/lock-out system shall be used for maintenance of
outlined below: clear at all times.
electrical equipment fed from ship’s supplies. For portable
• All crew are to be familiar with the location and operation of fire equipment, the supply must be disconnected prior to • Dirty waste, rags, sawdust and other rubbish, especially if
fighting equipment available at their workstations, recreational maintenance. contaminated with oil, is dangerous if left lying around. They
areas and in parts of the ship to which they have access. This must be disposed of immediately in the correct bin to eliminate
• Live working should be avoided, but where necessary shall be
includes alarm points. If unsure of how to use any piece of any possibility of spontaneous combustion or accidental
subject to a formal method statement approved by the Chief
equipment, personnel should ask for instruction. ignition.
Engineer and electrical engineer.
Smoking is an unnecessary source of ignition and is discouraged to protect the • Any person on board who notices anything they think may • Combustible materials, such as wood, paints, spirits and tins of
health of the individual, others who may come in close contact, and to protect present an electrical hazard should report it to the Chief oil should not be kept in machinery spaces and must be stored
the security of the vessel. Smoking is a major cause of fires in industrial and Engineer or the electrical engineer immediately. in areas designated for the storage of that material only.
domestic settings. The following guidelines are to be strictly adhered to: • No equipment, whether it is ship’s equipment or personal • Ensure that flammable liquids such as paint, paint thinners,
• Only smoke in designated areas, which shall be clearly marked belongings shall be used unless it is in a safe condition. other solvents and glues are stored in a designated lockable store
as such. or cupboard and that the method of storage is secure.
• Electrical equipment may present non-electrical hazards. For
• Ensure that ash is only tipped into ashtrays that are free from example, overheating may cause fire. Personnel should ensure • Store other combustible materials such as timber and rag
other combustible materials. that correct cooling ventilation for electrical equipment is not boxes in designated areas away from locations where there is a
impaired. This includes laundry that should only be dried in heightened risk of ignition, such as in machinery spaces.
• Ensure that cigarette butts are extinguished fully and that the
appropriate drying rooms and that location of equipment should • Machinery spaces should be kept clean and tidy at all times. Oil
contents of ashtrays are disposed of safely, preferably wetted
not impair cooling air flow over the equipment. leaks and spills should be rectified and cleaned immediately.
before doing so.
Oil-soaked lagging should be replaced. Oily waste should be
disposed of correctly and incinerated where possible.

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Illustration 5.4.1b Fire Fighting Techniques - Fire Hoses IDEAL USE OF WATER HOSES
SOLID STREAM
NOTE: In all cases, any fire hose is more effectively
handled by two men who can back each other up
if a problem is encountered.

Solid Stream: Used to fight a fire where the


fire is at a distance or only accessible through
a narrow opening. Beware of breaking up
the fire with the force of the jet. If a jet is used
at close quarters, bouncing the stream off an
adjacent surface can reduce the force of the
water and avoid breaking up the fire.

WIDE STREAM

One hose is used to provide a water wall which protects all four fire fighters from the heat as they approach the seat of the fire. The other hose can be used to provide
Wide Stream: Used to fight a fire where the fire an effective fire fighting spray. The fire fighting hose can be left off until required. It should be directed away from the fire as it is brought into use to avoid a solid stream
can be safely approached. Would be used in most of water being directed in to the fire and breaking it up.
fire fighting situations. The water is not thrown
as far or with as much force as the solid stream. IDEAL USE OF A PORTABLE FOAM BRANCH

WATER WALL

Water Wall: Used to protect fire fighters from the


heat of the fire as they approach to a distance where
the fire can be more effectively tackled. Not particularly
suitable for directly tackling a fire. Once the water wall
has been used to approach a fire, the nozzle can be
adjusted to a more suitable fire fighting spray. Be aware
of the increased exposure to the heat of the fire that will AFFF
FOAM
AFFF
FOAM

occur with the loss of the water wall.

One hose is used to provide a water wall which protects all four fire fighters from the heat as they approach the seat of the fire. The foam branch can be left off until the
fire is reached. It can then be brought in to use, by directing the flow away from the fire until a good stream of foam is being generated. The fire fighter should aim to hit
an adjacent vertical surface and allow the foam to flow slowly over the burning liquid, forming a smothering carpet. The fire fighter should monitor the foam generation
constantly and be ready to direct the hose away from the fire if the foam supply fails. The back-up man should quickly replace any used foam supplies with replacement
drums. He should be positioned outside the area affected by the fire where possible, eliminating the requirement to wear breathing apparatus.

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• Hot work must be undertaken in accordance with the ‘Permit to On Locating a Fire Water from a fire hose with a diffuser nozzle fitted can be used to form an
Work’ system with no exceptions. effective cooling water curtain which can be used to protect personnel whilst
The way in which any fire is tackled with fire fighting equipment will depend advancing against a fire. Thought should therefore be given to advancing two
Hot work is defined as any activity that creates heat, flame, sparks, or smoke. on the type of equipment, the fire fighting media and the type of fire. In the case fire hoses at the same time, with one acting as a water curtain for the second
Examples of hot work include but are not limited to: welding (gas or arc), of a small fire, it would be advantageous to tackle the fire as quickly as possible fire fighting hose. Water can be used on oil-based fires when applied as a high
cutting, grinding, brazing, soldering and use of open flame. All hot work must with portable equipment before it has a chance to grow larger. Other fires may volume spray. This would again typically be produced by a water spray diffuser
be carried out under the control of the hot work permit system. If there is any be too large to tackle with portable equipment when discovered. However, on a fire hose. This is a difficult operation and should only be attempted in the
doubt whether work is considered as hot work, it should be considered as some fire fighting techniques are universal and apply to all equipment. Some absence of other more suitable fire fighting media and by personnel who have
such. general rules are as follows: received training in this technique.
• Engineering staff should follow good working practices and
a) Always raise the alarm before attempting to tackle any fire. Use Water-based fixed systems require no specialist training to operate. As the fire
company procedures at all times when working on machinery.
the manual call points provided, by breaking the glass cover. fighting media is water, it poses no particular danger to fire fighting personnel
• If a fire risk is identified on a piece of machinery, use or potential casualties in the protected space. Breathing apparatus should still
the emergency stop provided if necessary and shut it down b) Operate fire fighting equipment prior to entry into a space be worn by personnel entering a space where a water system has been activated,
immediately. Due care should be paid to the operating status containing a fire to ensure it is working correctly. as the fire may still be burning in a protected area, such as under a piece of
of the vessel prior to any emergency shutdown, eg, it would be equipment. The Hyper-LP water mist system fitted on this vessel operates
acceptable to use an emergency stop on a diesel generator whilst c) Be aware of potential flashover whilst entering a space containing using fresh water discharged at high pressure into the protected space through
alongside, but it would not be acceptable during standby. a fire. Remain low at all times. special spray heads, which break down the water stream into very fine mist-
• All normally closed doors, especially fire doors, must be kept like particles. The principle of the system is that the very fine droplets of water
closed at all times. No door should ever be wedged open. d) Do not leave access doors unattended and open behind you for tend to exclude oxygen from the area of the fire, thereby starving the burning
Remove any obstruction found in a doorway. any reason. material of oxygen. When the fine water droplets come into contact with the
flames they are rapidly evaporated because of their large surface area for a
• Galley areas, hot oil and fat, electrical supplies and combustible small mass, and this has a rapid cooling effect on the fire. The steam produced
e) Always have some means of communicating with personnel
materials present special fire risks. These areas should be kept by the evaporation acts to further reduce the space available for oxygen.
outside the space.
clean and tidy at all times and galley staff should be especially
aware of fire fighting equipment in the galley and its uses. An unusual class of fire which may be encountered at sea is Class D, caused
f) Protect yourself from the fire using objects within the space
• Extract duct filters should be cleaned on a regular basis. where possible. by the combustion of flammable metals such as magnesium, aluminium and
lithium. These fires are extremely difficult to fight as they burn at very high
• When the extract filters are out for cleaning, a brief inspection temperatures. They are so hot that water dissociates at a molecular level,
of the condition of the extract duct should be made. g) If, at any stage, you have any doubt that the fire is within your
capabilities to tackle, retreat and attempt to contain the fire as providing hydrogen and oxygen, both of which act as fuels to the fire. The
• Areas near fryers should be clean at all times and free from oil metal itself breaks down, providing yet more fuel for the fire. These fires are
best as possible until help arrives.
and fat. self-sustaining and there is no effective fire fighting media available to combat
them. Should a metal (or hydrogen) fire occur, the initial objective must be
• Decks should be clean at all times to ensure that they do not h) Be prepared to ask for assistance from external sources at the
to contain the fire within the affected area. Cooling should be applied to all
present a slipping hazard. earliest opportunity. Shore fire fighting organisations should be
surrounding surfaces and all attempts to starve the fire of oxygen should be
contacted at the earliest opportunity if in port.
• Food boxes should be removed from hot areas as soon as is made. The only attempt that could be made to fight the fire would be to supply
practicable. a copious deluge of water through several open ended fire hoses whilst taking
Listed below are some typical techniques for tackling different types of fire
• Galley ranges must be kept clean at all times. care not to increase the oxygen supply to the fire. This would be extremely
using the equipment provided on board this vessel. For specific instructions in
difficult under the prevailing conditions mentioned above which are associated
• Report any potential fire risk that cannot be eliminated the use of a particular piece of equipment, refer to the relevant section of this
with metallic fires.
immediately to a senior officer. manual.

• Crew must act when a hazard as outlined above is found and not The use of water-based equipment is dictated by the size of the equipment.
rely on other crew members to complete the task. Water must not be used on oil-based or electrical fires. Use on an oil-based
fire may result in the explosive spread of burning liquid as the water is turned
The above are just a few general housekeeping rules and their application, to steam by the temperature of the fire. Use of water on an electrical fire may
combined with common sense and experience, will significantly reduce any result in the electrocution of the operator.
fire risk. Crew should be aware of the fire risk at all times and be conscientious
in their approach to dealing with this issue. This attitude may not eliminate Water can be applied using a fire hose. The technique used is to aim the jet at
the risk of fire but will definitely help reduce the potential for disaster should the base of the fire. Fire hoses supply a large amount of water and the effects
a fire occur. of this extra water on the ship’s stability should be borne in mind.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.1 - Page 4 of 8


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Illustration 5.4.1c Fire Fighting Techniques - Portable Extinguishers

1. 2.
a) b)
OPERATION OF DIFFERENT TYPES OF FIRE EXTINGUISHERS
FIRE !

WATER FIRE EXTINGUISHERS FOAM FIRE EXTINGUISHERS


1. 2.

c) d)
PRESS HARD TO

Always raise the alarm before attempting Operate fire fighting equipment prior to
to tackle a manageable fire. If the fire is entry into a space containing a fire to
already too big to tackle, contain the fire ensure it is working correctly.
as best as possible, prepare the fire hoses
and await assistance.
Approx. 10 feet Approx. 10 feet
3. 4.
Aim directly at the base of the fire. Be careful not to break up the fire and Aim at adjacent vertical surface and allow the foam to flow over the burning
spread it further. If the fire does break up, attempt to bounce the water onto liquid. For carbonaceous fires use in a similiar fashion to a water
the flames or use a finger to slow the water down as it leaves the extinguisher. Not suitable for electrical fires.
extinguisher nozzle. Not suitable for electrical or liquid fires.

Be aware of potential flashover whilst Protect yourself behind objects in the


space where possible. Tackle the fire in the POWDER FIRE EXTINGUISHERS CO2 FIRE EXTINGUISHERS
entering a space containing a fire. Remain
low at all times. appropriate fashion for the fire extinguisher 1. 1.
(see opposite).

5.

Approx. 10 feet Approx. 10 feet

Aim directly at the base of the fire and use sweeping motion to apply Aim directly at the base of the fire. As flames die down approach the fire
the powder. and apply the gas more directly to the fire. Not suitable for carbonaceous
or liquid fires.
WARNING - Only hold the discharge horn on the handgrip, do not hold any
If, at any stage, you have any doubt that the fire is within your capabilities to tackle, retreat, prepare other part of the horn.
a fire hose ready for use, close any doors and attempt to contain the fire as best as possible until
help arrives.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.1 - Page 5 of 8


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Portable Fire Extinguishers When using a CO2 extinguisher, the gas jet should be directed towards the seat The main fire pumps can be started:
of the fire and moved in a sweeping motion. Care should be taken not to use
Foam-Based Extinguishers • Locally
this equipment in a particularly confined area, as the gas could have side effects
Foam-based equipment requires similar fire fighting techniques regardless of if the concentration rises too high. • No.1 fire control station
the size or type of the equipment. Where foam equipment is used to tackle • Wheelhouse
carbonaceous fires, it should be used in a similar fashion to water-based WARNING
equipment and directed towards the base of the fire. The fire main and hydrants have been strategically positioned in the engine
The use of CO2 causes oxygen depletion which can cause death by
asphyxiation. Consideration should be given to the use of breathing room, accommodation and on deck to ensure that all areas are covered.
However, when used to tackle a burning liquid fire, a different technique should
apparatus, especially in small or confined spaces.
be employed. Initially the foam jet should be directed away from the fire until
a good foam stream is being developed. This prevents water being sprayed in Emergency Fire Pump
to the burning oil and avoids the problems generated by the water turning to CO2 extinguishers are particularly suited to fighting electrical fires, as the gas is
steam. Once the foam stream is satisfactory, the foam jet should be directed insulating and also leaves no deposits behind after the fire has been extinguished. A self-contained emergency fire pump plant is fitted in the bosun’s store. The
towards a vertical surface adjacent to the surface of the burning liquid rather This is particularly useful when operating near electronic equipment. CO2 drive unit consists of a diesel engine, which drives the main pump, and the
than directed into it. This will allow the foam to spread gently over the surface extinguishers are not particularly suited to fighting carbonaceous fires as their hydraulic pump which powers the hydraulic motor driving the feeding pump.
of the burning liquid and form a smothering blanket. Directing the foam stream cooling effect is limited and temporary, allowing the fire, particularly a deep- The diesel engine, main fire pump, hydraulic pump and oil tank are located in
directly into the burning liquid will only serve to spread the burning liquid seated fire, to quickly re-establish itself once the gas stream has stopped. the bosun’s store.
whilst giving the foam little chance to form a blanket.
Dry Powder Extinguishers
This technique is true of all directable foam-making equipment, from portable Sea Water Cargo Deck Spray System (see Section 5.4.3)
The powder extinguishers on this vessel use ABC powder. Although this powder
extinguishers up to and including the largest portable foam monitors. Once the
is suitable for fighting carbonaceous fires, it has very little cooling effect on the The fire fighting sea water spray system is designed to protect all the liquid
fire has been extinguished, the foam equipment may well be needed to top-up
fire. For this reason, where they are available, water and foam extinguishers and vapour domes, cargo machinery house, accommodation front, lifeboat
the foam blanket later, so foam reserves should be maintained by shutting off
would be more suitable for use on carbonaceous fires. That is not to say that and manifold areas. It is supplied from a single dedicated electric centrifugal
the foam when not required and topping-up supplies where possible. It should
dry powder should not be used, rather that where choice exists, water and foam pump located in the engine room. Because only one pump has been fitted,
be remembered that temperatures below the foam blanket will remain above
extinguishers would be the preference for fighting a deep-seated carbonaceous provision has been made for the bilge, fire and GS pumps and the fire pump
the re-ignition temperature of the liquid for a considerable period.
fire. Powder extinguishers tend to be sited in areas where a multiple-type fire to be cross-connected to the system in the event that the water spray pump is
risk has been identified, such as near incinerators, etc. not available.
After using portable or any local application equipment, the breakdown of
the foam blanket and possible subsequent re-ignition should be carefully
Dry powder should be used in a similar fashion regardless of the size of the
considered. Action should be taken where possible to eliminate this possibility Fixed Dry Powder System (see Section 5.4.4)
equipment. The powder should be directed towards the base of the fire with
and where it is not possible, alternative foam-making equipment should be
a sweeping motion until the fire is extinguished. This medium is extremely
moved into position to use should the foam blanket fail and no further foam is The fixed dry powder system consists of two 2,800 litre tanks of ABC powder
messy and a clear-up will be required after use.
available from the previously used equipment. located in dedicated houses on the cargo deck, each with five local hose
Care should also be taken when applying powder in an enclosed environment. stations and two manifold monitors. The system can be operated both remotely
CO2 Extinguishers The effects of firing any powder extinguisher in such spaces can be unpleasant, and locally and provision is made for cross-connection between the units if
especially where no respiratory aid is being worn. necessary.
When operating a CO2 extinguisher, it should be remembered that the
expansion of the gas at the throat of the gas nozzle causes a corresponding
drop in the temperature of the gas and anything in contact with it. This means Sea Water Engine Room and Deck Fire Main System (see NOVEC 1230 Fire Fighting System (see Section 5.4.5)
that the discharge nozzle will freeze and anything in contact with the nozzle,
Section 5.4.2)
like a human hand, will freeze to it. The CO2 extinguishers on this vessel have NOVEC 1230 is a gas-based fire extinguishing medium, but unlike CO2 does
handles with safe areas to hold which allow the horn to be aimed at the fire. not significantly reduce the oxygen content of a space and is less toxic than
This system is continually pressurised by an accumulator tank and jockey
pump, which maintains the fire main at a pressure of between 550kPa and Halon 1301. The system is ideally suited for extinguishing fire in spaces where
Another hazard which may be encountered whilst using, in particular, large an electrically non-conductive medium is essential. For this reason the spaces
stopping again at 700kPa, so that it is ready for immediate use in the engine
CO2 extinguishers, is electro-static shock. The action of the gas rushing out of covered on this vessel include switchboard and transformer rooms, pump and
room, accommodation and on deck. The fire main system can also be supplied
the extinguisher can create a large electro-static charge which is passed onto cargo compressor rooms, engine control room, emergency generator room
by the two fire and GS pumps, the main fire pump in the engine room and the
personnel if they are insulated from the ship’s structure. This charge is many electric motor and equipment rooms, and the galley duct.
emergency fire pump located in the bosun’s store.
times more powerful than common charges which build-up in every-day life
and can cause painful injuries.

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High Expansion Foam System (see Section 5.4.6) • Inert gas generator room The cylinder is operated from the local position only, also located next to the
cylinder storage unit, together with switches to stop the galley supply and
A central high expansion foam system located in the foam room adjacent to The system consists of a small pump located in the steering gear compartment exhaust fans.
the engine casing on A deck provides the main machinery space flooding that takes its suction from the port and starboard fresh water tanks, and starts
system. The system covers the engine room, including generator, purifier and when it receives a signal from the Consilium 4000 fire detection panel in the Fat fryers are particularly difficult to protect due to the amount of stored heat
incinerator rooms, chemical, paint and grease stores, electrical and engine fire control room. that is contained in a large quantity of cooking oil. This is relevant, in that in
workshops and transformer, hydraulic power pack, and fuel valve test rooms. order to stop the oil re-flashing after the flame has been extinguished, it is
very important that the temperature of the liquid is allowed to cool to a level
The system has automatic control of the high expansion foam sea water pump, Galley Exhaust Duct, Fat Fryer Fire Extinguishing System approximately 33°C below its auto-ignition temperature. In the event that the
and can also be operated remotely from the fire control station or locally in the thermal cut-out on the fat fryer fails to operate, the temperature of the oil will be
foam room. Manufacturer: Ansul R-102 raised by the heating element to an auto-ignition temperature of approximately
Type: Wet chemical 370°C. This temperature can rise further until the heat source is removed and
The foam must be tested annually to check for degradation and the system the action of extinguishing takes place.
tested regularly to ensure correct operation should it ever be required.
The potassium alkaline wet chemical agent is a pre-mixed aqueous solution
which, when released as an atomised spray onto the burning surface, quickly
Quick-Closing Valves and Fire Dampers System (see Section knocks down the flame within 4 to 6 seconds and forms a foam layer on top of
5.4.10) the liquid. The layer of foam must be able to remain stable without breaking
down for approximately 20 minutes, during which time the temperature of the
These systems which are operated from the fire control station, are used in the liquid should have cooled down sufficiently to stop re-ignition. Therefore it is
event of a major fire in the machinery spaces to close the ventilation dampers vital that the heat source is eliminated as soon as possible and that no attempt is
and shut the quick-closing valves. The quick-closing valves are operated by air made to remove the foam layer until it can be confirmed that the fryer is cold.
contained in a 350 litre pressurised tank which is maintained at 700kPa by the
control air system. The air supply for the fire damper cylinders is branched off
from the control air line before the quick-closing valve air receiver.

The emergency generator room fuel oil tank outlet valve is operated by wire
rope and handle from outside the room.

Water Mist System (see Section 5.4.11)

This system consists of fresh water at high pressure injected into the protected
machinery space through special spray heads which break down the water
stream into very fine mist-like particles.

The basic principle of the water mist system is that the very fine droplets of Fat Fryer Nozzle
water tend to exclude oxygen from the area of the fire, thereby starving the
burning material of oxygen. When the fine water droplets come into contact
The galley duct and fat fryer appliance in the galley is protected by a fixed
with the flames they are rapidly evaporated because of their large surface area
fire suppression system. The protection system is comprised of a single
for a small mass, and this has a rapid cooling effect on the fire.
storage cylinder containing a potassium alkaline wet chemical solution which
is pressurised with nitrogen, which are all contained within a locker on the
The steam produced by the evaporation acts to further reduce the space
starboard side of the galley close to the entrance door from the dry provision
available for oxygen. Because the water is in mist form the system is effective
store.
for oil fires and protects the following areas:
• No.1 and No.2 main boiler platforms The foam discharge from the cylinder is led via piping to a fixed nozzle located
• Purifier room above the fat fryer appliance and three discharge nozzles located in the exhaust
duct and two above the deep fat fryer. The nozzles are fitted with a blow-off
• Incinerator room cap to prevent the ingress of grease.
• Diesel generator Duct Nozzle

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WARNING WARNING Emergency Escape Breathing Devices (EEBD)


It is important that the electrical supply is isolated from the fat fryer No attempt should be made to remove the foam layer or spray water
The emergency breathing devices are provided so that, in the event of a fire
before the fire suppression system is used, as the wet chemical solution onto the fat fryer unit.
or other emergency, they are readily available near the escape routes to aid
is electrically conductive.
escape. They consist of a compressed air breathing set with a limited time of
d) Careful monitoring of the fat fryer unit and surrounding area, approximately 10 to 15 minutes. The breathing apparatus is contained in a high
Procedure for Operating the Extinguishing System including the galley trunking area, should be maintained by a fire visibility orange hard shell case; its contents includes a mouthpiece, re-breather
watch until they are sure that the fire has been extinguished. filter unit and bag, and a clear hood that can be passed over the head.
a) After auto-ignition of the galley duct/fat fryer has taken place,
the fire alarm pushbutton in the galley or passageway and the There are eighteen sets, including one training, fitted on board and they can be
deep fat fryer alarm button on the Ansul release station panel, found in the following locations:
should be pressed and information relayed to the bridge duty • Three sets in the wheelhouse (including two spare sets)
officer on the nature of the fire.
• Eleven sets in the engine room
b) Activate the emergency galley ventilation and power stops from • One set in No.1 fire control station
the control point. The fan dampers for the galley uptakes and
• Two sets in No.2 fire control station (including one training
supply should be shut. Ensure all staff are out of the galley.
set)

Control Panel

c) Release the fat fryer fire suppression system from the pull
release station located on the Ansul control station front panel.
The system will now knock down the flames and form a foam
layer on the surface.

Note: There are no toxic products produced by this system when it is released
or after its effect on the fire.

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Illustration 5.4.2a Fire Hydrant System in the Engine Room A Deck B Deck

WD516 WD514

Navigation Deck
WD531 WD532

WD WD
D Deck 522 521

WD WD WD
201 C Deck 524 523 WD515 WD513

WD WD
WD202 B Deck 526 525

Swimming C Deck D Deck


WD518 To Deck Fire
Pool WD WD
528 527 Main System
WD251 (See Illustration 5.4.2b) WD511 WD508
A Deck
WD
WD042 379
WD WD
WD205 530 529
WD370
WD533
WD356 WD355 WD354 WD353 WD352
WD535
WD090 WD206
WD220 From WD238
WD WD Compressed WD From Domestic Fresh
208 207 Air 240 Water Hydrophore Unit
WD209
WD219 1st Deck WD S.P:1100kPa
Steering 245
WD212
Gear Room WD211 WD210 2nd Deck WD239
WD510 WD507
Accumulator
To Local Water- WD218 WD214 WD213 Tank
3rd Deck Navigation Deck
Based Fire (Cap:2m3)
Fighting System
WD362 WD218 WD217 WD216 Floor Deck WD
249
To Bilge WD502
Aft Peak Tank WD243 Ejector for
WD Pipe Duct/
232 Cofferdams
WD
221 To Water
Spray Main PI

Engine Room WD WD WD WD WD for Rinsing


223 222 233 247 248
WD
241
Steering Gear Room No.1 Bilge, No.2 Bilge,
Fire and Fire and WD501
Fire Jockey
Fresh Fresh Pump General General
Pump
Water Water Service Service
Tank Tank WD Pump WD Pump
(Starboard) (Port) 224 234
WD WD WD WD
Key
231 230 229 228
Fire Water
WD WD
235 236 Fresh Water
Sea Water
Compressed Air

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.2 - Page 1 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
5.4.2 Engine Room and Deck Fire Main Systems Emergency Fire Pump (Bosun’s Store) The bilge, fire and GS pumps and the fire pump can be cross-connected to
supply the water spray main on deck, or if necessary, the driving water for the
Manufacturer: Iron Pump
The fire hydrant and wash deck system, both for the deck and in the engine bilge eductors in the pipe duct and cofferdams.
Model: CNL9028 (main pump)
room, is supplied by three pumps and an emergency pump. The various pumps
associated with the system are as listed below. CNLB100-100/200 (lift pump)
Pump Control
Hydraulic pump: Denison M4SC1 024 1N00 07G10 193
In automatic mode, the jockey pump is started when the fire main pressure
Bilge, Fire and General Service Pump No. of sets: 1
drops to 550kPa and is stopped again when the pressure has recovered to
Capacity: 9500m³/h x 120mwc 700kPa. In normal operation, the fire pump and the bilge, fire and GS pumps
Manufacturer: Teikoku
Diesel engine: Cummins will have their valves lined-up to operate on the fire main and the pump controls
No. of sets: 2
Model: 4TB3-9-M on the main switchboard set to REMOTE. The bilge, fire and GS pumps and
Type: Single-stage centrifugal, vertical, self-priming fire pump are started in remote mode from the IAS workstations or they can be
Rating: 97kW
Model: 200-2VCS-AM-BC-NV-S started locally at the pump(s) local starter panel(s).
Low idle: 800 rpm
Capacity: 150m³/h at 1,000kPa
Automatic start: 300kPa on the fire main, manual stop Deck Fire Main
Motor rating: 90kW, 440V, 1,785 rpm Introduction The deck ring main has a number of isolating valves, which allows a section
of the ring main to be isolated if it is damaged, while maintaining the integrity
The sea water fire main and deck wash system is maintained under a constant
Fire Pump and sea water supply on either side of the isolated section.
pressure of 700kPa by a 2.0m3 accumulator unit and its associated jockey
Manufacturer: Teikoku pump. The accumulator unit is used to maintain the system pressure and
The deck fire main and deck wash water is supplied from the engine room
No. of sets: 1 accommodate and replace any small losses in the system. By this means the fire
via isolating valve WD353. The emergency fire pump supplies the deck fire
main and deck wash system is maintained under operational pressure to supply
Type: Single-stage centrifugal, vertical, self-priming main and deck wash water (and back-feeds if necessary into the engine room)
water to any of the hydrants.
Model: 200-2VCS-AM-NV-S from the forward section of the deck ring main. The deck fire main runs inside
the trunk deck space with the individual section isolating valves operated by
Capacity: 150m³/h at 1,000kPa The fire main and deck wash system supplies the hydrants located in the
extended spindles from the open deck. The supply from the fire main deck wash
Automatic start: 400kPa on the fire main, manual stop engine room, around the accommodation block and out on deck. If a hydrant
water system to the forward bilge eductors and the hawse pipe wash water can
valve is opened beyond the capacity which can be accommodated by the
Motor rating: 80kW, 440V, 1,780 rpm be isolated via valve WD105. The supply to the port and starboard sides of the
accumulator and jockey pump, the fire pump will automatically start when the
accommodation can be isolated on upper deck via WD354. The supply to the
system pressure has fallen to 400kPa. If the consumption is so high that the
after deck including the steering gear compartment and emergency generator
Jockey Pump pressure continues to fall, the selected duty bilge, fire and GS pump will start at
room is isolated via WD370.
300kPa. When the system pressure has recovered to 700kPa, the jockey pump
Manufacturer: Teikoku
will automatically stop, but the fire pump and the bilge, fire and GS pumps
No. of sets: 1 The fire main and wash deck system can supply sea water to the following:
must be stopped manually. During normal operations, or during periods of low
Type: Single-stage centrifugal, horizontal consumption, the jockey pump will maintain the system pressure by starting • Hawse Pipes - The water can be used at the two anchor chain
Model: 50-2MSH-AM automatically at 550kPa and stopping again at 700kPa. hawse pipes for cleaning the chain as the anchors are being
retrieved. Each hawse pipe has its own isolating valve fitted to
Capacity: 10m³/h at 1.0MPa
For routine wash deck requirements, the fire pump will be started manually, allow them to be operated individually from the main deck level.
Automatic start: 550kPa on the fire main, 700kPa automatic stop with the fire main then being bled through one or more of the hydrants or The valves are WD002 and WD001 for the port and starboard
Motor rating: 11kW, 440V, 3,545 rpm hawse pipes. When any of the pumps which can be used to supply the fire main hawse pipes respectively.
and deck wash system are running, at least one of the hydrants must remain • Cargo Manifold Water Curtain - Each water curtain spray rail
open at all times to ensure there is always a flow of water through the pump’s has holes drilled into it and has deflector plates fitted to ensure
Fire Main Accumulator Tank
casing, which will prevent overheating. that all of the spray water is directed down the side shell of the
Manufacturer: KumKang Precision ship.
No. of sets: 1 The two bilge, fire and GS pumps located in the engine room are lined-up to
Capacity: 2,000 litres take suction from the sea water crossover main and discharge to the fire main
and deck wash system. If they are to be used in this way, the suction valves
Working pressure: 9kg/cm2 from the bilge main MUST be closed in order to prevent the supply of bilge
water to the fire main, which could result in traces of oil contained in any bilge
water being directed to a burning fire, or the additional possibility of the bilge,
fire and GS pumps losing suction due to an empty bilge well.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.2 - Page 2 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.2b Deck Fire Main System

WD WD WD
355 053 047
WD WD To Bilge System To Bilge System To Bilge System To Bilge System
089 WD Upper Deck Plan
356
052
WD WD WD WD WD WD WD WD
WD 349 079 067 371 063 331 033 028
370 WD WD
WD
051 046
325 WD
017
WD WD WD WD WD WD
081 075 061 044 029 014

WD WD WD WD WD WD WD WD WD WD WD WD WD
078 076 066 064 062 050 048 045 032 030 027 018 016
WD
015 WD
013
WD WD
WD WD
304 303
085 002
WD
071
No.5 No.4 No.3 No.2 No.1
Trunk Deck Trunk Deck Trunk Deck Trunk Deck Trunk Deck WD
Void Space Void Space Void Space Void Space Void Space 105
WD
090 WD
WD 001
007

WD
WD 012
008
WD WD WD WD WD WD WD WD WD WD WD
070 060 058 056 043 039 037 026 024 021 011
WD
WD 073 WD
518 010
WD
WD WD WD WD WD 005
068 054 34 022 324 WD
WD 009
WD
WD WD 055
347 WD WD WD WD WD WD WD WD WD
084 HI010 346 072 069 059 369 042 330 036 025 020
WD HPI14
352 WD
To Bilge System To Bilge System 041 To Bilge System To Bilge System Key
PI
Fire Water
WD WD
040 035
Fresh Water
From From Trunk Deck
Fresh Fresh
Water FW313 Manifold Centre FW312 Water

WD303
WD016 WD012
WD304
WD105
Upper Deck

WD316
To Bilge Ejector
Cargo for Bosun Store WD092
WD091
Machinery WD093 To Fwd Heavy Fuel
Room WD096 Oil Transfer Pump WD087 Bosun Store
WD317

Cofferdam
Trunk Deck Liquid WD003
Fire Main Fire Main
Space Dome
No.1 Cargo Tank WD094

Side Side Heavy Fuel


From
Oil Tank To Void Space
Passage- Passage- Emergency
way way and Fwd Bilge Ejector
Fire
Pump Fwd Pump Deep Water
Upper Room Ballast Tank
Deck Water Curtain Detail
Fwd Void

Pipe Duct

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.2 - Page 3 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
• Passageway Bilge Eductors - The fire main is also used to e) Open the accumulator outlet valve WD243. The sea water Position Description Valve
provide driving water for eight passageway ejectors for the accumulator tank is now operational. The pump will now
Closed No.1 bilge, fire and GS pump discharge valve to WD233
removal of bilge water from the spaces. The flow to the ejectors operate and start and stop automatically on system pressure and
water spray rinsing line
is regulated by manual valves WD349, WD371, WD331 and maintain the pressure in the fire hydrant system.
WD325 for the port side ejectors, and WD346, WD369, WD330 Open No.1 bilge, fire and GS pump fire main discharge WD222
and WD324 for the starboard side. The jockey pump will now maintain the fire main pressure between the upper valve
and lower limits. As the fire pump is normally left with its suction and discharge Open No.2 bilge, fire and GS pump sea suction valve WD229
• Water Spray System - In an emergency the sea water pumps
operating on the fire main system can be cross-connected to the valves locked open, the pressure in the fire main developed by the jockey pump Closed No.2 bilge, fire and GS pump fresh water tanks WD234
water spray system via crossover valves WD233 and WD248. will be retained, because the fire pump has been fitted with a non-return valve suction valve
on its discharge side. Closed No.2 bilge, fire and GS pump pipe duct/ WD247
Note: All of the hydrant valves should be opened at frequent intervals to cofferdams bilge eductor discharge valve
ensure that they will be free should they be required in an emergency. This Note: Valves which are normally open or closed on any pump must be Closed No.2 bilge, fire and GS pump discharge valve to WD248
can be achieved during fire drills and normal deck washing procedures. maintained in a good working condition. These valves must be lubricated water spray rinsing line
and should be tested at regular intervals to ensure that they operate correctly. Open No.2 bilge, fire and GS pump fire main discharge WD221
After testing, the valve must be returned to its normal open or closed position valve
International Shore Connections and a check made to ensure that the valve is correctly set.
Closed Overboard discharge valve WD240
The fire main system has been supplied with an international shore connection
Closed No.1 bilge, fire and GS pump bilge suction valve BG061
that will allow shore side fire appliances to connect onto the ship’s fire main.
Procedure for Supplying Sea Water to the Fire Main and Deck Closed No.2 bilge, fire and GS pump bilge suction valve BG069
This connection is located in the fire control station on C deck.
Wash System Closed No.2 bilge, fire and GS pump direct bilge suction BG073
valve
Procedure for Pressurising the Fire Main Using the Jockey a) All of the manual intermediate isolating valves along the fire
Pump and Accumulator Unit main on the main deck, plus the isolating valves for the aft deck
Note: To avoid overheating the fire pump and the bilge, fire and GS pump’s
area, accommodation (port and starboard) and the forward deck
impeller and casing, at least one outlet valve on the fire main should be open
It has been assumed in the following description that the fire main has already area, must be open.
when a pump is in operation.
been flooded before starting the accumulator unit.
b) Ensure that all the pressure gauge and instrumentation valves
a) Ensure that the sea water suction main is flooded with either the are open. Ensure that the emergency fire pump suction filter is Pump Starting Locations
high or low sea suction valve open. clean, the fire pump and the bilge, fire and GS pumps receive The fire pump and the two bilge, fire and general service pumps have their
their supply via the sea water crossover main, which has electrical supply from the main switchboard and can be started from the
b) Open the jockey pump suction valve WD228 from the sea water common sea water strainers at the sea chests. following positions:
main and the pump discharge valve WD241. Vent the sea water
c) Set the valves in accordance with the following table: • Locally
accumulator tank and, using the jockey pump in manual control,
fill the accumulator until the water is just visible in the gauge • Fire control station/foam room
glass. Fire Pump • Wheelhouse

c) Connect a flexible hose to the air inlet valve and pressurise the Position Description Valve • ECR and CCR via the IAS workstations
accumulator tank to the air supply pressure of approximately Open Fire pump sea suction valve WD231
700kPa. The air supply for the accumulator tank is branched off The diesel-driven emergency fire pump can be started from the following
Open Fire pump discharge valve WD223
from the service air system. Ensure that the service air valve to positions:
the accumulator and WD239 are open. • Locally
Bilge, Fire and General Service Pumps
• Fire control station/foam room
d) Start the jockey pump in manual mode, when the tank reaches Position Description Valve
the full working pressure of 700kPa, stop the pump. Water/air • Wheelhouse
Open No.1 bilge, fire and GS pump sea suction valve WD230
can be drained/vented as necessary to establish the correct • CCR
working level. Closed No.1 bilge, fire and GS pump fresh water tanks WD224
suction valve
Closed No.1 bilge, fire and GS pump pipe duct/ WD232
cofferdams bilge eductor discharge valve

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.2 - Page 4 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.2c Emergency Fire Pump System Diesel Engine Exhaust Filling Connection
(to Non-Hazardous Area)
Upper Deck H

WD097 Silencer
Fuel Oil Out

WD100

Filter Relief Valve Fuel Oil In H


WD104
Drip Pan
Compensator
Hydraulic
Marine Diesel
Oil Tank
Oil Tank
(210 Litres) WD095 (600 Litres)
Strainer Regulating
Valve Emergency
Fire Pump WD106

WD098
Oil Coaming
Diesel Engine

BOSUN'S STORE Hydraulic Pump

EMERGENCY FIRE PANEL Trunk Deck


WD304
From Deck Fire
15 Main System WD016 WD303 WD012
10 RPMx100 20
WD105
Upper Deck
5 25

0 30
VDO
To Bilge Eductor
WD091 for Bosun Store
WD093 WD092
To Forward Heavy
Fuel Oil Transfer
ALARM BATTERY ALARM
WD096 WD087
ENGINE TEMPERATURE CHARGE FAILURE OIL PRESSURE
Pump
Bosun Store
H

WD094
No.1 Cargo Tank
Cofferdam

FUEL PIPE
LEAKAGE
ALARM RESET ON
WD003 Hawse
To Void Space Pipe
Bilge Eductor Fore
To Forward Bilge Heavy Fuel Oil Tank
for Bow Peak Tank
System and Forward Deep Water
Thruster Room Key
START
SUPPLY
OFF-ON
STOP
Forward Ballast Tank
Pump Bow Sea Water
Room Thruster
H Room Fire Water
WD102 Thruster
Marine Diesel Oil
Feeding Pump
Emergency Fire Pump Diesel Engine Local Starter Panel Pipe Duct Sea Chest
Lubricating Oil

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.2 - Page 5 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Although the fire pump and bilge, fire and GS pumps can be started locally,
it is normal practice to select REMOTE on the respective starters at the main
switchboard so that the desired pump is available for starting remotely.

Note: After use, the hose and nozzle unit at each fire hydrant must be
correctly stowed in the hose box ready for future use. Any defects found in
the hose, nozzle, valve or system must be reported immediately and rectified
as soon as possible. Hose boxes must never be left with components which
are defective.

Emergency Fire Pump

A self-contained emergency fire pump plant is fitted in the bosun’s store. The
drive unit consists of a diesel engine, which drives the main pump, and the
hydraulic pump which powers the hydraulic motor driving the feeding pump.
The diesel engine, emergency fire pump, hydraulic pump and oil tank are all
located in the bosun’s store.

The feeding pump and its hydraulic drive motor are located at the bottom of
the forward pump room below the waterline. The feeding pump is driven by the
hydraulic motor operated by the oil from the hydraulic pump.

The feeding pump ensures that the main fire pump is supplied with water no
matter what the draught of the ship.

The emergency fire pump can be started locally or remotely from the fire
control station and the bridge emergency console.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.2 - Page 6 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.3a Water Spray System (i)


Wheelhouse Top

Navigation Deck

D Deck
Motor Cargo Compressor
Room Room

C Deck

WW WW WW WW WW WW
010 017 018 020 026 027
B Deck

WW074(S)
WW075(P) No.5 Cargo Tank
A Deck
Group 1 for Cargo Manifold Area
(Port and Starboard) Service

Cofferdam
H WW H
WW H
WW
Water Spray Pump 001 002 003
(890m3/h x Group 2 for Liquid/Gas Dome and Valve Service
Sea Cross

Cofferdam
100mth) From Fire Main Key
Main in
Line for Rinsing Group 3 for Accommodation and Cargo
Engine Room Deck Water
Machinery Room and Lifeboat Area Service
WW WW
004 005 WW006 Area Protected by Rundown
of Higher Spray Nozzles
Wheelhouse Top

For Life/Embarkation Ladder (P/S)


26 Spray Nozzles

Navigation Deck 26 Spray Nozzles


WW034 WW033

D Deck
126 Spray Nozzles
35 Spray Nozzles

WW
C Deck WW WW
076
009 008
WW WW WW Motor
9 Spray Nozzles 071 9 Spray Nozzles 067 066 Room
WW WW WW
007 WW090 019 016

B Deck WW Void
011
Trunk Deck Space Trunk Deck Space

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.3 - Page 1 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.3b Water Spray Pump Control Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.3 - Page 2 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
5.4.3 Water Spray System Introduction Procedure for Supplying Sea Water to the Water Spray
System
Water Spray Pump The fire fighting sea water spray system shown in illustration 5.4.3a above is
supplied from a single dedicated electric centrifugal pump located in the engine It is assumed that the sea water crossover suction main is in operation:
Manufacturer: Teikoku Machinery Works Ltd. room. Because only one pump has been fitted, provision has been made for the
No. of sets: 1 bilge, fire and GS pumps and the fire pump to be cross-connected to the system a) Set up the system valves in accordance with the following
Type: Centrifugal in the event that the water spray pump is not available (Section 5.4.2 of this table:
manual refers to the operation of these pumps).
Model: 350VCD-S2m-BC
Capacity: 890m3/h x 100mth Position Description Valve
It should be noted from the machinery particulars that the bilge, fire and GS
Motor rating: 440V, 380kW at 1,800 rpm pumps and fire pump capacity is considerably lower than that of the water Open Water spray pump suction valve WW004
spray pump and will therefore produce a less effective spray curtain. Open Water spray pump discharge valve WW005
Closed Water spray line drain valve WW006
Bilge, Fire and GS Pumps The areas protected by the water spray system are listed as follows: Operational Cargo manifold isolating valve WW001
Manufacturer: Teikoku Machinery Works Ltd. • Main cargo manifold area port and starboard controlled by Operational Gas domes, liquid domes and cargo essential WW002
No. of sets: 2 isolating valve WW001. valves group isolating valve
Type: Vertical centrifugal motor-driven self-priming • Gas domes, liquid domes and cargo essential valves controlled Operational Accommodation front, cargo machinery room and WW003
Model: 200-2CVS-Am-BC NV-S by isolating valve WW002. lifeboat and lifeboat boarding area group isolating
Capacity: 150/275m³/h at 100/45m head valve
• Accommodation front, cargo machinery room, cargo compressor
Open Accommodation front and lifeboat and lifeboat WW007
Motor rating: 440V, 90kW at 1,800 rpm room and lifeboat and lifeboat boarding area, controlled by
boarding area water spray line isolating valves WW071
isolating valve WW003.
WW076
Fire Pump WW008
The pump is capable of supplying all of the above areas simultaneously with WW009
Manufacturer: Teikoku Machinery Works Ltd. a uniformly distributed spray, and can be started from the local starter panel in
Closed Accommodation front and lifeboat and lifeboat WW033
No. of sets: 1 the engine room or remotely from the wheelhouse, fire control station or cargo
boarding area water spray line drain valves WW034
Type: Vertical centrifugal motor-driven self-priming control room.
WW090
Model: 200-2VCS-Am-BC WW070
The pump is located at floor level of the engine room at the forward end,
Capacity: 150m³/h at 100m head WW074
and takes its suction from the sea via the engine room crossover main which
WW075
Motor rating: 440V, 80kW at 1,800 rpm connects with the port and starboard sea suctions. The pump discharges sea
water through a single 350mm diameter pipeline until it is split into three Open Cargo machinery room and cargo compressor WW019
separate lines that go to supply the areas listed. Each line is independently room water spray line isolating valves WW016
Fire Line Pressurising Pump controlled by its own isolating valve. WW066
Manufacturer: Teikoku Machinery Works Ltd. WW067
No. of sets: 1 The bilge, fire and GS pumps would normally only be used for flushing the Closed Cargo machinery room and cargo compressor WW010
lines and nozzles with fresh water following a test of the system on sea water. room water spray line drain valves WW011
Type: Horizontal, centrifugal multi-stage
To facilitate this, the pumps have a suction which connects to either the port or WW017
Model: 50-2MSH-Am starboard fresh water tanks via isolating valves WD224 and WD234. Flushing WW018
Capacity: 10m³/h at 100m head the system after use will reduce the amount of internal corrosion in the pipework WW020
Motor rating: 440V, 11kW at 3,600 rpm and prevent the nozzles from becoming clogged with saline crystals. WW026
WW027
To maintain the water spray system in the standby condition, the suction and Closed Main manifold supply line drain valve WW032
Emergency Fire Pump discharge valves of the water spray pump and all of the manually operated Open Port manifold line isolating valves WW038
Manufacturer: Ellehammer Laboratorium AS isolating valves on the groups are normally in the open position except for the WW061
No. of sets: 1 drain valves.
Closed Port manifold line drain valve WW030
Type: Emergency fire pump plant system Open Main manifold midships water spray valves WW022
Capacity: 90m³/h x 120mwc WW024
Closed Starboard manifold line drain valve WW028

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.3 - Page 3 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.3c Water Spray System (ii)

WW
061
WW032 WW
038
WW029 WW030
WW
013
WW WW WW WW WW WW WW WW WW WW WW
023 077 025 035 072 036 031 039 041 043 045
WW
WW WW WW WW WW WW WW WW WW WW WW 056
069 078 065 064 078 068 063 059 060 058 057

WW WW
022 024

WW
WW
028
037
WW
062

WW061 WW038 WW037 WW062

Trunk Deck Space


WW052 WW050
WW053 WW051

Key
Deck Water

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.3 - Page 4 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Position Description Valve Position Description Valve


Open Starboard manifold line isolating valves WW037 Open No.1 bilge, fire and GS pump discharge valve to WD233
WW062 water spray system
Open No.1 gas dome line isolating valves WW047 Closed Water spray pump discharge valve WW005
WW056 Open No.2 bilge, fire and GS pump sea water suction WD229
Closed No.1 gas dome line drain valve WW013 valve
Open No.2 gas dome line isolating valves WW041 Closed No.2 bilge, fire and GS pump bilge main suction BG069
WW060 valve
Open No.3 gas dome line isolating valves WW031 Closed No.2 bilge, fire and GS pump bilge direct suction BG073
WW063 valve
Open No.4 gas dome line isolating valves WW072 Closed No.2 bilge, fire and GS pump fire main discharge WD221
WW078 valve
Open No.5 gas dome line isolating valves WW025 Closed No.2 bilge, fire and GS pump discharge valve to WD247
WW065 ballast eductors
Open No.1 liquid dome line isolating valves WW043 Open No.2 bilge, fire and GS pump discharge valve to WD248
WW058 water spray system
Open No.2 liquid dome line isolating valves WW039
WW059 a) Start the No.1 bilge, fire and GS pump, and when it is operational
Open No.3 liquid dome line isolating valves WW036 and has stabilised, start the No.2 bilge, fire and GS pump.
WW068
Open No.4 liquid dome line isolating valves WW035 b) Check that the system is operating correctly, but when finished,
WW064 the valves must be reset so that both bilge, fire and GS pumps
Open No.5 liquid dome line isolating valves WW023 are lined-up on the fire main.
WW069
WARNING
b) Start the water spray pump either locally or from the wheelhouse, Care must be taken when using the bilge, fire and GS pumps to ensure
fire control station or cargo control room, and supply sea water that the suction valves to the bilge main and forward bilge wells are
to the water spray system. closed, as the supply of oily bilge water to the water spray system could
result in oil being added to a burning fire.
The water spray system is now in use and delivering water to the selected spray
nozzles on deck. After use, flush through the water spray system with fresh water taken from
the port or starboard fresh water tanks via the connection to the bilge, fire and
In an emergency, the bilge, fire and GS pumps can also be used to supply sea GS pumps. To do this, fit the spool piece in the line between the fresh water
water to the water spray system. To achieve this, set the valves in accordance tanks and the pumps, and open one of the bilge, fire and GS pump suction
with the following table: and discharge valves. With the pump’s other valves confirmed closed, the port
or starboard fresh water tank suction valves, WD236 or WD235, should be
Position Description Valve opened. The pump can then be started and the system flushed through, one
Open No.1 bilge, fire and GS pump sea water suction WD230 section at a time.
valve
Closed No.1 bilge, fire and GS pump bilge main suction BG061 Once the flushing has been completed, the pump should be stopped and its
valve valves returned to their normal positions. All of the water spray system drain
valves should then be opened and the system allowed to fully drain down.
Closed No.1 bilge, fire and GS pump fire main discharge WD222
Once fully drained, the drain valves should all be closed and the system valves
valve
returned to their normal working positions as outlined above.
Closed No.1 bilge, fire and GS pump discharge valve to WD232
ballast eductors

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.3 - Page 5 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.4a Dry Powder Fire Extinguishing System


Release Station Release Station
for Port Monitor No.10 No.8 No.6 No.4 No.2 for Starboard Monitor No.9 No.7 No.5 No.3 No.1
Main (Aft) Spare (Fore) Hose Station Hose Station Hose Station Hose Station Hose Station Main (Aft) Spare (Fore) Hose Station Hose Station Hose Station Hose Station Hose Station

Main Spare Main Spare


Aft Fore Cargo Control Room Fire Control Room Aft Fore
Remote Release Stations Remote Release Stations

Main Monitors Spare Monitors Main Monitors Spare Monitors


Port / Starboard Port / Starboard Port / Starboard Port / Starboard

No.1 (P) No.2 (S) No.1 (P) No.2 (S)


No.2 (S) No.1 (P) No.2 (S) No.1 (P)

No.1 Dry No.2 Dry


Powder Powder
Tank Unit Tank Unit
(2600 Litres) (2600 Litres)

Key

Dry Powder
Dry Chemical Powder Dry Chemical Powder
Room Port 11 Nitrogen Cylinders Room Starboard 11 Nitrogen Cylinders
Nitrogen

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.4 - Page 1 of 4


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5.4.4 Deck Dry Powder System attained a preset value, it operates the powder discharge valve pneumatic sufficient nitrogen remaining in the cylinder to operate the main
actuator, causing the valve to open and discharge the dry powder via the nitrogen bottles, but if the system fails to operate, try again from
monitor or hose station onto the fire. the other remote station in either the fire control room or cargo
Dry Powder Monitors and Hoses
control room.
Manufacturer: Unitor ASA The monitors are situated at the cargo hose manifolds, and the hand hose cabinets
No. of sets: 2 manifold stations and 10 independent hose units are strategically situated to cover the cargo deck area. The configuration of the
whole system is as detailed in illustration 5.4.4a. Procedure for Operating the Dry Powder System from a Hose
Type: Sodium bicarbonate agents - nitrogen propellant
Cabinet
Tank capacities: 2,800 litres each In an emergency, the nitrogen cylinders and discharge valves can be operated
Powder capacity: 2,050 minimum 2,700kg maximum manually from inside each of the dry powder storage compartments. Inside a) Open the dry powder hand hose cabinet door.
Nitrogen cylinders: 10 cylinders port and 10 cylinders starboard each compartment are also emergency crossover valves on the pilot operating
Cylinder capacity: 50 litres each at 200 bar lines and the powder discharge lines, which when opened will allow the cross- b) Pull out the complete length of hose from the drum.
transfer of dry powder to the opposite tank, thereby providing additional fire
Monitor pilot bottles: Nitrogen 2.68 litres each at 150 bar (maximum)
fighting capability. These valves normally remain closed, allowing the two dry c) Open the nitrogen cylinder valve by turning it fully anti-
Monitor capacities: 25 metres throw, 18-32kg powder/sec powder tanks to operate independently. clockwise.
Monitor type: 4 x SS65P HL/P
Hand hoses: 10 sets at 33m length Note: During cargo loading and discharging operations, the manifold d) Open the ball valve by turning the handle downwards.
Hand hose capacities: 3.5kg powder/sec monitors must be made ready for immediate use. The inlet valves to each
monitor must be open and the monitor nozzle directed towards the manifold e) The discharge from the storage tank will be automatic and the
Hose pilot bottles: Nitrogen 2.68 litres each at 150 bar (maximum)
and locked in position. The hand-held hose units should have their doors tank pressurised ready for operation.
open ready for deployment.
Introduction f) Aim the nozzle at the side of the fire scene, then open the
powder nozzle discharge valve.
The fixed deck dry powder monitor system consists of two stations. Each
Procedure for Operating the Dry Powder Monitors Remotely
station, port and starboard, contains a 2,800 litre tank containing 2,500kg of from the Fire Control Station or Cargo Control Room g) Sweep the dry powder jet across the fire scene from side to
dry powder, each supplying their respective manifold monitors and five hand side.
hose cabinets. Each tank contains a compound called BC-JET whose main It has been assumed in the following procedures that the manual isolating
constituent is sodium bicarbonate. Each tank is connected to a bank of ten valves below the dry powder monitors are open and that the system cross-
Precautions
nitrogen cylinders located in the same compartment, which are activated from connecting valves are closed.
small nitrogen pilot bottles fitted in release cabinets in the cargo control room • Always wear full fire-proof clothing and personal protection
and fire control station, or from pilot cylinders mounted locally at the discharge a) Open the release cabinet door containing the 2.68 litre nitrogen equipment.
monitors. gas cylinder.
• After opening the cabinet door the operation must begin quickly
b) Open the discharge valve on the pilot cylinder. The pressure to prevent the powder caking.
The four monitors are situated at the forward and aft ends of the cargo discharge
manifolds port and starboard, and are aligned to face and cover the liquid and should be at least 35 bar. If not, open the discharge valve on the • Be aware of the risk of recoil of the nozzle gun on commencing
vapour lines and valves at the manifolds. The forward monitors are designated standby cylinder. discharging.
as being for spare use. The monitors have push-fit plastic caps fitted to the ends • Prevent kinking of the hose and twists in the line.
of the discharge nozzles to prevent any moisture or sea spray from entering the c) Open the ball valve on the nitrogen discharge line to either the
dry powder lines that may result in them becoming clogged. port or starboard manifold station as required.

The vessel is also equipped with ten independent free-standing dry powder The system will now automatically operate to discharge dry powder to the
hose stations that connect to the powder storage tanks as detailed above. Inside chosen monitor. If it is necessary to extend the fire fighting period after the first
each of the hose stations is a small nitrogen pilot cylinder, which when opened monitor has completely used up its charge, it is possible to activate the opposite
will activate the main nitrogen bottles in the dry powder room, and open a manifold dry powder charge to supply the other side. To achieve this, open the
release valve to allow the powder to be discharged to the hose station being three cross-connecting valves inside the dry powder rooms, then proceed as
operated. follows:

When the main nitrogen cylinders have been opened by any of the pilot bottles, a) With the nitrogen gas cylinder still open from the initial
the gas from the 50 litre cylinders is injected into the lower part of the tank operation, open the pilot line isolating valve to the other
to fluidise the powder and to pressurise the tank. When the tank pressure has manifold station (either port or starboard). There should be

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.4 - Page 2 of 4


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 5.4.4a Dry Powder Fire Extinguishing System


Release Station Release Station
for Port Monitor No.10 No.8 No.6 No.4 No.2 for Starboard Monitor No.9 No.7 No.5 No.3 No.1
Main (Aft) Spare (Fore) Hose Station Hose Station Hose Station Hose Station Hose Station Main (Aft) Spare (Fore) Hose Station Hose Station Hose Station Hose Station Hose Station

Main Spare Main Spare


Aft Fore Cargo Control Room Fire Control Room Aft Fore
Remote Release Stations Remote Release Stations

Main Monitors Spare Monitors Main Monitors Spare Monitors


Port / Starboard Port / Starboard Port / Starboard Port / Starboard

No.1 (P) No.2 (S) No.1 (P) No.2 (S)


No.2 (S) No.1 (P) No.2 (S) No.1 (P)

No.1 Dry No.2 Dry


Powder Powder
Tank Unit Tank Unit
(2600 Litres) (2600 Litres)

Key

Dry Powder
Dry Chemical Powder Dry Chemical Powder
Room Port 11 Nitrogen Cylinders Room Starboard 11 Nitrogen Cylinders
Nitrogen

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.4 - Page 3 of 4


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Procedure for the Emergency Operation of the Dry Powder
Monitors
If the remote pilot cylinders have failed to activate the nitrogen bottles in
the storage compartments, they can all be opened manually. To achieve this,
proceed as follows:

a) Mounted inside each dry powder compartment are manual


release handles. Using one of these handles, open the top valve
on each nitrogen cylinder, then at the distribution manifold,
open the required discharge line valve by hand.

b) Open the main isolating valve on the storage tank by hand.


The chosen monitor or fire hose station can now be operated as
required.

Procedure for Resetting the System After Operation

a) Before refilling the dry powder tanks, check that the pressure
gauges on the nitrogen bottles and tank are all reading zero. If
they are not, manually close the nitrogen bottle valves with the
handle provided and relieve any pressure in the tank by opening
one of the monitor or hose outlet lines. Slowly relieve the
pressure until absolutely sure it is at atmospheric pressure.

b) Close the master discharge valve from the storage tank.

c) The system should be cleaned immediately after use by blowing


through the pipelines with compressed air from the ship’s own
supply.

d) Connect the compressed air supply to the connection point after


the master discharge valve, then open the air supply isolating
valve. Air will now blow through the discharge line at the
monitor or hand-held hose.

e) Shut off the compressed air supply and return all valves to the
closed position.

f) At the earliest possible opportunity, recharge the dry powder


storage tanks and nitrogen cylinders.

g) If a fire hose has been used, rewind the hose and ensure that the
nozzle valve is in the CLOSED position.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.4 - Page 4 of 4


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Illustration 5.4.5a NOVEC 1230 Fire Suppression System (i)


1st Deck Upper Deck

4 Suez 4 Suez Ship’s


Crew Crew Laundry

Meat
Room
Vegetable
Room
Deep Freeze No.2 HV
HV
Room Cargo
LV Switchboard
Switchboard Room Switchboard
Room Room
Dairy
Room

Up

No.2 LV
Cargo
Dn Switchboard
Room
Engine Aft Fwd
Control Room
Dry Provisions
Store
No.1 LV
Cargo
Switchboard
Room

LV
Switchboard
Room
No.1 HV
HV Cargo
Switchboard Switchboard
Room Air Conditioning Room
Machinery Room

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.5 - Page 1 of 6


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Al Nuaman Cargo Operating Manual
5.4.5 NOVEC 1230 Fire Extinguishing System Protected Area Cylinders
GCU hood room 4 x bottles capacity 106 litres each
Manufacturer: Unitor (Fire and Integrated Solutions Ltd.) LO and grease store 1 x bottle capacity 16 litres

The remote activation and supervision for all of the NOVEC 1230 systems is
Introduction carried out from the fire control station on C deck.
NOVEC 1230 is a trade mark name for a type of fire suppressant, which in its
The cylinders in the release cabinets which have a capacity of 2 litres are
vapour state acts to change the state of a fire by chemical means. Additionally,
charged with nitrogen to a pressure of 70 bar, similar to the NOVEC 1230
it has the effect of being able to absorb heat from the fire which combined
cylinders. Each pilot cylinder is monitored by a supervisory pressure switch
together rapidly extinguishes the fire. Although the vapour is considered non-
which transmits the data to the IAS in the event of the pressure falling to 18
toxic in normal operations, the material safety data sheet should be consulted,
bar.
which outlines the safety precautions which must be followed with the
product.
To ensure the effective use of the NOVEC 1230, it must be ensured that
the ventilation system is shut down and the fire dampers are closed on the
This type of fire suppressant is ideally suited for protecting areas where the
compartment into which the discharge will take place. When the release control
fire suppressing medium is non-conductive, plus it does not leave behind any
cabinet for the individual system is opened, the ventilation fans for that area
residue which could be problematic in the cleaning-up operation and reducing
are automatically stopped and an alarm sounded in the compartment. It will be
the time for reactivating the non-affected equipment.
necessary to remotely operate the necessary fan dampers.
NOVEC 1230 is stored in a liquid state inside steel cylinders which are
pressurised with nitrogen to a normal operating pressure of 24.8 bar. The Note: Although NOVEC 1230 in its vapour state is stable in a fire
pressure inside each cylinder is monitored via a supervisory pressure switch environment, the vapour will have a low odour value. When it is introduced
which transmits the data to the IAS. If the pressure inside a cylinder falls to into a compartment which has temperatures in excess of 500°C, it will start
approximately 20 bar, an alarm is initiated. If the pressure further decreases to to break down and decompose. When the vapour decomposes, it will create
18 bar, an alarm is triggered on the fire alarm and monitoring system. halon acids which are recognised by a sharp pungent odour in advance of
the saturation level becoming hazardous. It is therefore important that due
The cylinders are distributed around the compartment they are protecting consideration is given to the elapsed time from the activation of a fire alarm,
according to the arrangement plans in the manufacturer’s manual. Each cylinder its assessment and release of the NOVEC 1230.
has either a single or double nozzle configuration, the discharge radius of arc
from each nozzle is 180° which will give a 10.9m radius area of coverage from Before the system is released into a compartment, a crew muster should be
each nozzle. The cylinders are distributed around the compartment in order to carried out to ensure all personal are accounted for, and the ventilation fans
ensure that all areas of the compartment are covered by the fire suppressant stopped and fan dampers closed before the system is activated.
within a maximum discharge time of 10 seconds.
Procedure for the Release of a NOVEC 1230 System from the
The following areas are covered by the NOVEC 1230 system:
Fire Control Station
Protected Area Cylinders
The systems for the these compartments are normally manually operated from
Engine control room 2 x bottles capacity 147 litres each remote release cabinets located in the No.1 fire control station. As an emergency
No.1 HV and LV switchboard rooms 5 x bottles capacity 180 litres each back-up, a release station is also located in the vicinity of each compartment
No.2 HV and LV switchboard rooms 5 x bottles capacity 180 litres each that allows for local operation of the system(s) should this be necessary.
No.1 cargo switchboard room 2 x bottles capacity 147 litres each
No.2 cargo switchboard room 2 x bottles capacity 147 litres each Remote Operation from the Fire Control Station
No.1 and No.2 electrical equipment 2 x bottles capacity 147 litres each Upon confirmation of a fire in a designated space, the following is to be carried Typical NOVEC 1230 Bottle and Firing Head Installation
room out:
Emergency generator room 3 x bottles capacity 106 litres each
Cargo compressor room 21 x bottles capacity 180 litres each
Electric motor room 3 x bottles capacity 180 litres each

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.5 - Page 2 of 6


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Illustration 5.4.5b NOVEC 1230 Fire Suppression System (ii)

A Deck Casing B Deck

Engine
Crew
Engine Engine Fire Bottle Room
Emergency Generator Crew Crew Crew
Room Change
Room

Engine
Crew

Cable
Engine Trunk Engine
Crew Crew

Locker
Up No.2 Electrical
Equipment Room
Engine
Engine Crew
Crew
Up Dn

GCU Gas
Hood Aft Fwd
Room Deck
Deck
Crew Crew

Elevator

Up No.1 Electrical
Equipment Room Duct/
Cable Deck
Deck
Trunk Crew
Crew Library

Deck
Crew

High Expansion
Foam Room

Deck Deck Crew Deck


Crew Crew Laundry Crew

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.5 - Page 3 of 6


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a) Ensure that all personnel have evacuated the space and that all Illustration 5.4.5d NOVEC 1230 Typical Release System
doors are closed, ventilation fans are stopped and their dampers
closed, and any other means of feeding the fire with fuel or air
are stopped. Remote Release Cabinet

b) Proceed to the fire control station remote release cabinets OR to PI Key


the local cabinets in the vicinity of the compartment. DS H H
NOVEC 1230
PS PS
c) Obtain the release control cabinet key from its storage location Pilot Line
in a breakable glass container next to the cabinets. Electrical Signal
TB

Local Release Cabinet

PI
H H
DS
PS PS

TB
Alarm
Relay 220V DC Main
Box 220V DC Main

Fault
Monitoring
System

PS PS
Local Local
Junction PS
Junction PS
Box Box

Cylinder Firing Mechanism

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.5 - Page 4 of 6


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Illustration 5.4.5c NOVEC 1230 Fire Suppression System (iii)

Motor Cargo Machinery Room


Room (Below 5m Nozzle Level) Aft Fwd

Upper Deck

Swimming Pool
Tank

Motor Cargo Machinery Room


Room (Over 5m Nozzle Level)

Lubricating Chemical
Oil Grease Store Store

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.5 - Page 5 of 6


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d) Open the release cabinet door. This will set off an audible alarm
and stop the ventilation fans if they have not been previously
shut down.

e) Open the cylinder outlet valve (A) on one of the two pilot
cylinders. Ensure a pressure is indicated on the pressure gauge.
If no pressure is indicated, open the other cylinder (B).

f) Open one pilot line valve within the cabinet to activate the
NOVEC 1230 cylinder release mechanisms. If the cylinders fail
to operate, open the second line valve.

NOVEC 1230 Nozzle

Procedure Upon Extinguishing the Fire


The fire in the compartment should be confirmed as being fully extinguished
before any attempt at entry is made. The minimum period of time that the
NOVEC 1230 vapour should be maintained in the compartment before
ventilation and subsequent entry is made is 15 minutes.

The compartment should be fully ventilated before entry is made, and as a Fire Control Station NOVEC Release Cabinets
precaution, personnel must wear breathing apparatus, a safety line and carry
portable fire extinguishers when entering the compartment. When entering
they should be prepared for any flare-up of the initial fire. Upon satisfactory
completion of the entry check, the fire fighting system should be returned to
service as follows:

a) Reset the system and make ready for further use.

b) Ensure all of the cylinders are refilled at the earliest


opportunity.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.5 - Page 6 of 6


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Illustration 5.4.6a Engine Room High Expansion Foam System


Main Control Main Source (AC 440V) Standby for Foam
High Expansion Panel Emergency Source (AC 440V) Foam Liquid Tank MV11
Sub-Control Liquid Pump N.O
Foam Room 8300L
Panel
PS
P4
Fire Control 4
Emergency Sequence (DC 25V) N.C MV5
Station Emergency Sequence (AC 220V) M AV7 N.O N.O MV4
PS M M
Main Sequence (AC 220V) P1
1
Emergency Stop System AV4 SCV1 AV10
Alarm Signal MV6 N.O
M N.C N.C N.C Foam Liquid
Eductor 1 Pump
MV1 AV1 MV13
Key MV8 N.C MV9 280l/min x100m
H. Steering Gear Room M AV8 M
A. Engine Room (Port) PS
P2
B. Engine Room (Starboard) I. Chemical Store 2
MV10
J. Paint Store AV5 Key
C. Independent Rooms N.O Fresh Water
D. Port Diesel Generator Room K. Incinerator Room M
Eductor 2 Foam 60MD Foam Generator
E. Starboard Diesel Generator Room L. Elevator Machinery Room 60
MV2 AV2
F. Port Purifier Room M. Fwd Pump Room PS M AV9 M
Fire Water
3
P3 30 30MD Foam Generator
G. Starboard Diesel Generator Room N. Hydraulic Power Pack Room
AV4 Sea Water
N.O N.C MV12 15 15MD Foam Generator
Casing Deck M
Eductor 3 Electrical Signal
L MV3 AV3
60

1
P33 P35 P5 P7 P9 P11 P13 P15 P17 P19 P21 P23 P25 P27 P29 P31
E Deck
60 60 60 DPS DPS DPS DPS DPS DPS DPS DPS DPS DPS DPS DPS DPS DPS DPS DPS
60 60 60 15 16 1 2 3 4 5 6 7 8 9 10 11 12 13 14
60 60 60
60 60 60
P34 P36 P6 P8 P10 P12 P14 P16 P18 P20 P22 P24 P26 P28 P30 P32
D Deck
(NC) AV AV AV AV AV AV AV AV AV AV AV AV AV AV AV AV
M M M M M M M M M M M M M M M M
From Fire and 25 26 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Deck Wash System
CW306
C Deck O P A B C D E F G H I J K L M N
From Hot and Cold
Fresh Water System
CW321 (See Illustration 2.14.1a
Machinery)
B Deck
J N O P A F D E G C B K
I
5
A Deck
Key
60 60 60 60 15 60 60 15 30 M
1. Elevator Machinery Room
2 3 10 11 2. Paint Store
Upper Deck
3. Hydraulic Power Pack Room
60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60
60 60 60 4. Steering Gear Room
H 5. High Expansion Foam Room
60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 6. Port Purifier Room
1st Deck 7. Port Diesel Generator Room
8. Starboard Diesel Generator Room
60 60 60 60 60 60 60 60 60 60 60 60 60 15 60 60 60 60 60 60
60 60
9. Starboard Purifier Room
CW 60 60 60 60 60 60 60 60
60 60 60 60 60 60 60 60 60 60 10. Incinerator Room
60
035 11. Chemical Store
60 60 60 60 60
60 60 60 60
12 13 14 15 16 2nd Deck 12. Boiler Water Test Room
60
CW 13. Engine Room Store
034 4 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60
14. Fuel Oil Test Room
60 15 15. Electrical Workshop
60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 16. Workshop
CW031 60 60
6 7 8 9 3rd Deck 17. Fwd Pump Room
Sea Water 17
Supply Pump Sea 60 60

For High Expansion Chest


Foam System Floor Deck
(655m3/hr x 1000kPa)

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.6 - Page 1 of 4


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5.4.6 High Expansion Foam System • Engine room, which includes the entrance, 2nd, 3rd, and 4th mixture is then piped to the foam discharge generators fitted above the engine
decks, casing, engine workshop, electrical workshop, engine spaces. A total of 158 foam generators of three different sizes have been fitted
The foam fire extinguishing system is designed to comply with Class rules and store, fuel test room, boiler water test room and the steering gear and these are as follows:
the International Convention for the Safety of Life at Sea 1974 and the up-to- room
• 60MD x 153
date amendments. • Port purifier room
• 30MD x 1
Manufacturer: Kashiwa Co. Ltd. • Starboard purifier room
• 15MD x 4
Foam type: STHAMEX-SV/HT Protein 2% • Port diesel generator room
Foam liquid tank size: 7,9m3 When operated in automatic mode, several interlocks are incorporated into the
• Starboard diesel generator room
start sequence to prevent inadvertent and incorrect operation. The interlocks
Foam expansion ratio: 620:1 • Steering gear room consist of the following:
Foam liquid pump: 655m³/h
• Paint store
Foam pump capacity: 210 litres/minute x 100m Should the sea water pressure not rise above 500kPa, then:
Foam generator type: 15MD/620 (15.5m3/minute at 400kPa) • Chemical store
• The foam liquid pump will not start
30MD/620 (31.0m3/minute at 400kPa) • Incinerator room
• Valve AV1 SED1 sea water supply valve will not open
60MD/620 (62.0m3/minute at 400kPa) • Elevator machinery room
• Valve AV10 foam liquid pump suction valve will not open
Foam pump source: 440V, 11.0kW, 60Hz, 3-phase • Hydraulic power pack room
• Valve AV4 SED1 eductor suction valve will not open
• Forward pump room
• Valve AV7 SED1 eductor pilot valve will not open
Introduction
The system is designed to be operated remotely with the high expansion foam
SW pump (or fire pump) and foam liquid pump starting automatically. A Should the liquid pump discharge pressure not rise above 500kPa, then:
The machinery spaces are protected by a high expansion foam fire extinguishing
system. The foam is tough and persistent, being an excellent insulator and manual operating option can also be used as back-up. • Valve AV11 to the engine room foam generators will not open
absorber of radiant heat. Upon reaching the fire, the unit volume of water
in the foam is turned into a very high volume of steam, with the resulting To ensure the system is ready for use, the following valves and items should
Procedure for Operating the Engine Room System
atmosphere containing a very low percentage of oxygen, which is far less than be noted:
the percentage required to sustain burning. At the same time, surrounding foam
prevents access of further oxygen to the fire. WARNING
Position Description Valve
Before operating the high expansion foam system the engine room local On Emergency power supply
The foam system is operated from the foam room/fire control station in which water mist system MUST be shut down, as the spray will cause the foam
is situated the foam liquid pump and sea water supply pump and emergency to collapse. Remote start High expansion foam SW pump
fire pump starters plus the controls for the associated valves. The system Operational High expansion foam SW pump SED1 AV1
briefly comprises a foam liquid holding tank from which foam concentrate, Should a fire be confirmed in the engine room, the ENGINE ROOM SYSTEM supply valve
supplied via a foam liquid pump situated lower than the tank, is mixed with sea STANDBY pushbutton is pressed. This will start an audible alarm in the Operational High expansion foam SW pump SED2 AV2
water supplied from either the sea water supply pump, located in the steering protected space and initiate the engine room emergency stop system, stopping supply valve
gear room or the fire main. This foam/sea water mix is passed through foam the engine room fans and oil pumps. Upon stopping the main generating sets, Operational High expansion foam SW pump SED3 AV3
generators located at the highest points in the various compartments, producing the emergency generator will start automatically and power will be supplied supply valve
a highly expansive foam that dissipates throughout the space to be protected. from the emergency switchboard to allow starting of the high expansion foam Open Foam liquid tank outlet valve MV4
Classification society rules stipulate that the pipelines to the foam generators SW pump. Operate the fuel tank quick-closing valves and close all ventilation
Operational Foam liquid pump suction valve AV10
are to be widely spaced and to be routed such that protection against damage to the space as necessary. The high expansion foam SW pump will start
and possible explosion is allowed for. The foam generators themselves are held automatically. Operational Foam return control valve DCV2
rigidly in position and sufficiently distant from surrounding bulkheads and Open Pilot SW supply to foam return control MV7
deck so as not to restrict the foam production. Foam generators on different Once the fire main pressure has risen above 500kPa and it has been confirmed valve
lines are spaced as far apart as is practical. that the engine room has been evacuated, the ENGINE ROOM FOAM Open Foam return control valve inlet valve MV8
DISCHARGE pushbutton can be pressed. This will open the valve supplying Open Foam return control valve outlet valve MV9
The following areas are covered by the foam system with each having its own foam concentrate to the foam pump along with the eductor valve, after which Closed Foam return control valve bypass valve MV10
supply line and foam generators: the foam liquid pump will start. Once the pump pressure has risen above
Open Foam return valve MV11
500kPa, the foam concentrate is administered to the eductor (SED1) where it
is mixed with water from the high expansion foam SW pump. The resultant Open Eductor foam supply valve SCV1

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.6 - Page 2 of 4


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Al Nuaman Cargo Operating Manual

Illustration 5.4.6b High Expansion Foam Control Panel


MAIN CONTROL PANEL FOR HIGH EXPANSION
FOAM FIRE EXTINGUISHING SYSTEM

ENGINE ROOM ENGINE ROOM PORT D/G PORT D/G FOAM LINE STB’D D/G FOAM LINE PORT PURIFIER ROOM PORT PURIFIER ROOM FOAM LINE
ENGINE ROOM PORT D/G STB’D D/G STB’D D/G PORT PURIFER ROOM
SYSTEM ST-BY FOAM DISCHARGE SYSTEM ST-BY FOAM DISCHARGE (PORT D/G ROOM) SYSTEM ST-BY (STBD D/G ROOM) SYSTEM ST-BY FOAM DISCHARGE (PORT PURI. ROOM)
FOAM DISCHARGE FOAM DISCHARGE FOAM DISCHARGE FOAM DISCHARGE FOAM DISCHARGE
ABNORMAL ABNORMAL ABNORMAL

DISCHARGE V. DISCHARGE V. DISCHARGE V.


(AV14) (AV15) (AV16)
DISCHARGE V. DISCHARGE V. DISCHARGE V. DISCHARGE V. DISCHARGE V. OPEN SHUT OPEN SHUT OPEN SHUT
(AV11) (AV12) (AV13) (AV25) (AV26)
OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT

FOAM LINE FOAM LINE FOAM LINE FOAM LINE FOAM LINE
(E/R PORT) (E/R STB’D) (INDEP. ROOM) (E/R CASING PORT) (E/R CASING STB’D)
ABNORMAL ABNORMAL ABNORMAL ABNORMAL ABNORMAL

STB’D PURIFIER ROOM STB’D PURIFIER ROOM STB’D PURIFIER ROOM FOAM LINE STEERING GEAR ROOM STEERING GEAR ROOM STEERING GEAR ROOM FOAM LINE CHEMICAL STORE CHEMICAL STORE FOAM LINE PAINT STORE PAINT STORE FOAM LINE
CHEMICAL STORE PAINT STORE
SYSTEM ST-BY FOAM DISCHARGE FOAM DISCHARGE (STB’D D/G ROOM) SYSTEM ST-BY FOAM DISCHARGE FOAM DISCHARGE (STEERING GEAR ROOM) SYSTEM ST-BY FOAM DISCHARGE (CHEMICAL STORE) SYSTEM ST-BY FOAM DISCHARGE (PAINT STORE)
FOAM DISCHARGE FOAM DISCHARGE
ABNORMAL ABNORMAL ABNORMAL ABNORMAL

DISCHARGE V. DISCHARGE V. DISCHARGE V. DISCHARGE V.


(AV17) (AV18) (AV19) (AV20)
OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT

INCINERATOR ROOM INCINERATOR ROOM INCINERATOR ROOM FOAM LINE ELEVATOR MACHINE ROOM ELEVATOR MACHINE ROOM ELEVATOR MACHINE ROOM FOAM LINE FWD PUMP ROOM FWD PUMP ROOM FOAM LINE HYD. POW. PACK ROOM HYD. POW. PACK ROOM FOAM LINE
FWD PUMP ROOM HYD. POW. PACK ROOM
SYSTEM ST-BY FOAM DISCHARGE FOAM DISCHARGE (INCINERATOR ROOM) SYSTEM ST-BY FOAM DISCHARGE FOAM DISCHARGE (ELEVATOR MACHINE ROOM) SYSTEM ST-BY FOAM DISCHARGE (FWD PUMP ROOM) SYSTEM ST-BY FOAM DISCHARGE (HYD. P. P. RM)
FOAM DISCHARGE FOAM DISCHARGE
ABNORMAL ABNORMAL ABNORMAL ABNORMAL

DISCHARGE V. DISCHARGE V. DISCHARGE V. DISCHARGE V.


(AV21) (AV22) (AV23) (AV24)
OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT

SYSTEM STOP SEA WATER SEA WATER SEA WATER FOAM LIQUID
PRESSURE PRESSURE PRESSURE PRESSURE CONTROL SOURCE MAIN SOURCE
NORMAL LOW NORMAL LOW NORMAL LOW NORMAL LOW DC 24V AC 220V

STOP

SEA WATER SEA WATER SEA WATER FOAM LIQUID


EMERGENCY SOURCE VALVE SOURCE
SEA WATER SUPPLY VALVE (AV1) VALVE (AV2) VALVE (AV3) SUCTION VALVE (AV10)
SEA WATER SUPPLY PUMP AC 220V AC 220V
PUMP RUN OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT
START STOP

EDUCTOR EDUCTOR EDUCTOR EDUCTOR PILOT EDUCTOR PILOT EDUCTOR PILOT


SUCTION VALVE (AV4) SUCTION VALVE (AV5) SUCTION VALVE (AV6) VALVE (AV7) VALVE (AV8) VALVE (AV9)
OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT

EMERGENCY FIRE
EMERGENCY FIRE PUMP LAMP TEST ALARM & BUZZER TEST
PUMP RUN
START STOP

BUZZER BUZZER STOP

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.6 - Page 3 of 4


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Position Description Valve Position Description Valve h) Check the foam liquid pump pressure is 500kPa or above.
Operational SED1 eductor foam inlet valve AV4 Operational High expansion foam SW pump SED3 AV3
i) Open discharge valve AV11 to engine room foam generators.
Operational SED1 eductor foam pilot valve AV7 supply valve
Operational Engine room foam generators discharge AV11 Open Foam liquid tank outlet valve MV4
Paint Room System
Operational Paint room foam generators discharge AV10 Operational Foam liquid pump suction valve AV10
Closed Foam liquid tank drain valve MV5 Operational Foam return control valve DCV2 a) Start the high expansion foam SW pump and check that the high
Open Pilot SW supply to foam return control MV7 expansion foam SW pump water discharge pressure is 500kPa
The system can be stopped after successfully extinguishing the fire by pressing valve or above.
the SYSTEM STOP button on the control panel and by manually stopping the Open Foam return control valve inlet valve MV8
high expansion foam SW pump. b) Open sea water supply valve AV3 to eductor SED3.
Open Foam return control valve outlet valve MV9
Closed Foam return control valve bypass valve MV10 c) Open foam inlet valve AV6 to eductor SED3.
Procedure for Operating the Paint Room System Open Foam return valve MV11
Open Eductor foam supply valve SCV1 d) Open foam pilot valve AV9 to eductor SED3.
The paint room is protected in a similar manner to that of the engine room, but
Operational SED3 eductor foam inlet valve AV6
requires the pressing of the dedicated PAINT STORE SYSTEM STANDBY e) Open foam liquid pump suction valve AV10.
pushbutton and the PAINT STORE FOAM DISCHARGE pushbutton. Operational SED3 eductor foam pilot valve AV9
Operational Paint store foam generators discharge AV13 f) Start the foam liquid pump and check the foam liquid pressure
The paint store has a total of 2 foam generators fitted and both of these are of Closed Foam liquid tank drain valve MV5 is 500kPa or above.
the 60MD type.
g) Open foam generators discharge valve AV20 to the paint store.
The paint store system differs from the engine room in that the eductor SED3 Procedure for Manually Operating the Systems
valves are used. When operated in automatic mode, several interlocks are
incorporated into the start sequence, similar to the engine room system to The engine room and paint room systems can be operated manually should the Procedure for Manually Stopping the System
prevent inadvertent and incorrect operation. The interlocks consist of the need arise by opening the required valves and starting the pumps.
Engine Room Systems
following:
The system should be initially prepared by opening the following valves: a) Stop the high expansion foam SW pump, then stop the liquid
Should the sea water pressure not rise above 500kPa, then: foam pump.
• AV1 - high expansion foam SW pump SED1 eductor supply
• The foam liquid pump will not start valve
b) Close valves AV1, AV4, AV7, AV10, AV11.
• Sea water supply valve AV3 to SED3 eductor will not open • MV4 - foam liquid tank outlet valve

• Valve AV10 foam liquid pump suction valve will not open • SCV1 - SED1, SED2 and SED3 foam inlet valves Paint Room System
• SED3 eductor suction valve AV6 will not open a) Stop the high expansion foam SW pump, then stop the liquid
Engine Room System foam pump.
• SED3 eductor pilot valve AV9 will not open
a) Start the high expansion foam SW pump.
b) Close valves AV3, AV6, AV9, AV10, AV20.
Should the liquid pump discharge pressure not rise above 5 bar, then:
b) Check that the high expansion foam SW pump water discharge
• Paint store foam generator discharge valve AV20 will not open pressure is 500kPa or above. Entering the Protected Space After Foam Discharge
The following table illustrates how to ready the system: The protected space should be well ventilated and allowed to cool down before
c) Open valve AV1, SED1 sea water supply valve.
any entry is made into the space. Initial entry should be made wearing self-
Position Description Valve contained breathing apparatus supported by hand-held fire extinguishers in case
d) Open valve AV4, SED1 foam inlet valve.
local flare-ups occur. The constituents of high expansion foam are so chosen as
On Emergency power supply
to cause as little damage as possible to machinery, but every precaution should
Remote start High expansion foam SW pump e) Open valve AV7, SED1 foam pilot valve.
be made to ascertain the machinery status.
Operational High expansion foam SW pump SED1 AV1
supply valve f) Open valve AV10, foam liquid pump suction valve.
Operational High expansion foam SW pump SED2 AV2
g) Start the foam liquid pump.
supply valve

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.6 - Page 4 of 4


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 5.4.7a Fire and Gas Detection System Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 1 of 22


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
5.4.7 Fire Detection System Control Unit Panel Return Key: The system returns to normal status and CS3000 is
displayed on the screen.
The control unit panel is divided into two parts. This consists of the fire alarm
Fire Alarm Equipment panel and the operating panel. The alarm panel is activated when there is a Z, D, SD, EA, EC, AD: These are command keys used to choose the unit
fire alarm in the system, but the operator verifies and supervises the system by (zone/detector no. etc) to operate.
Manufacturer: Consilium Marine using the keys and the display on the operating panel.
Type: CS3000 Fire Detection System Mute: This is a fault handling key used to acknowledge
faults and to mute the buzzers.
Fire Alarm Panel
Introduction Reset: Fault handling key used to reset the faults.
When a fire alarm is detected on the system, the FIRE indicator on this panel
The CS3000 fire alarm and detection system is a computerised fully addressable flashes and the zone number and the detector in alarm are displayed on the
On, Off, Timer: These are operation keys used to choose the operation
fire alarm system with analogue detectors. The operating panel, control unit numeric display. The keys and the operation of them are as follows:
to perform.
and power supply are contained in a central cabinet located in the wheelhouse,
and interfaces with the two gas detection systems (GS3000 and GS2020) as Alarm Mute: This key is used to acknowledge the fire alarm List: This is used to open the list function and the up and
shown in illustration 5.4.7a. and to mute the buzzer. down arrow keys are used to scroll through them.
A MN-3000 repeater panel has been fitted and this is located in the fire control Alarm Reset: This key is used to reset the fire alarm.
station. The repeater panels allow the ship’s staff to monitor alarms and to Power On: This is illuminated when the power source is on.
release the fire doors connected to the system.
Alarms in Queue: The LEDs indicate the existence of multiple Disconnection: General disconnection of detectors indicator.
There are seven fire detector loops connected in the system with a battery alarms which can be scrolled through using this
back-up provided in the event of a power failure. The fire detection system has key. Each alarm is listed in the alphanumeric
display. Test: This is illuminated when the central unit is in test
a direct input into the IAS for recording any alarms, faults and disconnections, mode.
and the outputs of the system are used to stop ventilation fans and close fire
dampers in the event of a fire. External Control Activated: This LED indicates that an external control
output is active. Alarm Transfer: This is illuminated when the dedicated fire output is
activated (steady light) and is flashing when the door
The detection loops in the system are as follows:
is open, the fire output is deactivated.
• Loop 1 - Accommodation navigation, D and C decks Section/Detector Not Reset: This LED indicates that an alarm reset has
been attempted but failed and the detector is
• Loop 2 - Accommodation B, A, upper deck and stairway still in alarm. External Alarm: This is illuminated when an external alarm output
has been disconnected or is faulty.
• Loop 3 - Engine room 1st and 2nd deck
• Loop 4 - Engine room 3rd and floor deck Operating Panel Delay Off: This is illuminated when the time delay is
• Loop 5 - Engine casing deactivated.
The operating panel is used for controlling the system and to display extra
• Loop 6 - Engine casing around S/G/R information in the case of a fire alarm. The alphanumeric display is used as a
complement to the numeric display on the fire alarm panel, as a communication System Fault: This is illuminated when a fault has occurred in the
• Loop 7 - Electrical motor and cargo compressor room,
medium when operating the system and to display guiding texts for the function system.
bosun’s store and forward pump room
keys. Under normal conditions, when the central unit is in normal status, the
The detection system consists of a wide range of detectors and sensors to suit text ‘CS3000’ is displayed together with the date and time. The keys and the Abnormal Condition: This is illuminated when an abnormal condition has
different needs and conditions and includes detectors for different parameters operation of them on this panel are as follows: occurred on the system.
such as smoke, heat and flame. Manual call points, short-circuit isolators and
a timer are also connected into the loops where required. A fault in the system F1, F2, F3, F4: These are keys used for choosing functions from
or a false alarm is detected immediately, since the function of the detectors the menus in the display and for entering certain System Operation
and other installed loop units are automatically and continuously tested. The characters with no keys of their own. Detection of a Fire Alarm
system can also identify defective detectors in each loop and can be monitored
via the IAS. Numerical Keys 0-9: Numerical input keys. When the FIRE lamp is flashing on the alarm panel, a fire has been detected by
the system. When this occurs, proceed as follows:
Correction Key: The last key stroke is erased.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 2 of 22


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 5.4.7b Fire Detection System


Stop Valve Box
IAS Cabinet
No.1 Primary Insulation Space 1
No.2 Primary Insulation Space 2 Cargo Area Main 220V AC Input System Loop IBI NMEA
No.3 Primary Insulation Space 3
No.4 Primary Insulation Space 4
Emergency 220V AC Input Communication In Box RS232
No.5 Primary Insulation Space 5 Cable Twisted Pair
No.1 Secondary Insulation Space 6 Relay Outputs and
No.2 Secondary Insulation Space (3x2 min 0,75mm2) IBI IBS
7 GAS 001 ZZ005
24V DC Outputs
No.3 Secondary Insulation Space In Box Fitted Inside
F1 F2 F3 F4

8 System Llop
7 8 9 FAULT

4 5 6

No.4 Secondary Insulation Space


1 2 3

9 IAS Cabinet
0

No.5 Secondary Insulation Space 10


Communication
No.1 Vent Riser 11 Cable Twisted Pair
No.2 Vent Riser 12 (3x2 min 0,75mm)
No.3 Vent Riser 13
No.4 Vent Riser 14 Fire
No.5 Vent Riser SW2020
15
Gas Sampling Control Station Wheelhouse
Cargo Escape Observation Tank 16
Vent for Oily Bilge Observation 17 System Central Relay Outputs
Drain Separator Box
MN400 MN4000
Measuring Gas Outlet O1 Repeater Repeater LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP
GAS 006 002 MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM
PUMP ROOM
F1 F2 F3 F4

Dry Instrument Air Inlet 5-16kp/cm2 C1


7 8 9 FAULT

4 5 6

1 2 3

Fresh Air Inlet I1


0

I1 MN3400 MN3400
Rectifier Repeater Repeater
Communication CS3000
System Loop and 24V DC Power Fire Detection
Water Filter Outlet Main 220V AC
Communication System Central
to Floor Well Input
Emergency Cable Twisted Pair
Hazardous Safe 220V AC Input (3x2 min 0,75mm2)
Area Area MN3000 Communication
Side Passageway (Port) Aft SM-13 Loop 11 Out Cargo Area and
IR Gas Detectors Communication Repeater and 24V DC Power
Pipe Duct Exhaust Macninery Spaces Shielded Cable
EEx d and Power Loop
No.6 Cofferdam
ST600EX-IR (2x2x min 0,75mm) Twisted Pairs
No.5 Cofferdam
No.4 Cofferdam GAS 006 002
LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP
MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM
(2x2x min 1mm2)
PUMP ROOM

No.3 Cofferdam
F1 F2 F3 F4

7 8 9 FAULT

System Loop
4 5 6

1 2 3

No.2 Cofferdam
0

No.1 Cofferdam Communication


Pipe Duct Supply Cable Twisted Pair Rectifier and
Side Passageway (Port) Fwd Relay Outputs (3x2 min 0,75mm) Battery 14,4Ah
SM-13 Loop 11 In Safe Hazardous
Area Area
Accommodation Upper Deck Entrance (Port) Main 220V AC
Loop 14 Out SM-13/11
Side Passageway (Starboard) Aft SM-13 Loop 12 Out Communication Air Condition Room Input
IR Gas Detectors IR Gas Detectors
Cargo Compressor Room (Starboard) and Power Loop Air Condition Air Duct 1 Emergency
EEx d EEx d
Cargo Compressor Room (Port) (2x2x min 0,75mm) Air Condition Air Duct 2 220V AC Input
ST600EX-IR ST600EX-IR
Cryogenic Heat Exchanger GS3000 Accommodation Upper Deck Entrance (Starboard)
Side Passageway (Starboard) Fwd SM-13 Gas Detection SM-13/11
Electro Chemical Communication Gymnasium
IR Gas Detectors
Oxygen Detector and Power Loop System Central
Cargo Compressor Room SM-13/11 ST700-IR Inside SW2020 Sampling Cabinet
Ex-la ST400EC (2x2x min 0,75mm)
Cryogenic Heat Exchanger SM-13/11 Loop 12 In 220V AC Input
GS3000 Pump
IR Gas Detectors 10mm Pipe SUS
and Detector FW Expansion Tank
EEx d Loop 14 In
Cabinet Drain Separator Filter
ST600EX-IR
Electric Motor Room SM-13/11
No.5 Central Tank Liquid Dome SM-13/11 Loop 13 Out Extraction Fan 1 for O2 Analyser Room in Gas Combustion Unit
SM-13/11
No.4 Central Tank Liquid Dome PIR 7000 Loop 15 Out Communication IR Gas Detectors Extraction Fan 2 for O2 Analyser Room in Gas Combustion Unit
No.3 Central Tank Liquid Dome Gas Detectors and Power Loop EEx d Emergency Generator Room
No.2 Central Tank Liquid Dome EEx d (2x2x min 0,75mm) ST600EX-IR E/R Supply Duct Port FWD
No.1 Central Tank Liquid Dome SM-13 E/R Supply Duct Port AFT
E/R Supply Duct STB AFT
Communication E/R Supply Duct STB FWD
Bosun Store (Port) SM-13/11 Incinerator Room
and Power Loop
Bosun Store (Starboard) ST600EX-IR Loop 15 In SM-13/11 Inert Gas Line After Dryer
(2x2x min 0,75mm)
Fwd Pump Room SM-13/11 Loop 13 In Rectifier and
Battery 14,4Ah

Main 220V AC
Input
Emergency
220V AC Input

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 3 of 22


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Al Nuaman Cargo Operating Manual
a) Press the ALARM MUTE pushbutton to mute and acknowledge Illustration 5.4.7c CS3000 Fire Detection Repeater Panel
the fire alarm.

b) The FIRE indicator will stop blinking and become steady


red. Press the ALARM MUTE button to silence the internal
buzzer. The section number and detector address in alarm will
be displayed on the fire alarm panel and on the alphanumeric
display on the operating panel. Salwico MN3000
FIRE ALARM REPEATER UNIT
c) The section number and the detector address are displayed on List
the first line, and additional information about the location is On line
List
displayed on the second line, if provided.
More alarms

If the ALARMS IN QUEUE lamp is flashing, there is more than one fire alarm
in the system. Local mute

a) Press the ALARM MUTE button repeatedly to mute and Lamp test

acknowledge each alarm in turn.

b) The FIRE and ALARMS IN QUEUE indicators will stop


flashing and become steady red when all of the fire alarms have
been muted. The audible fire alarm will be permanently silenced
when the ALARM MUTE button has been pressed.

c) The section number and detector address in alarm will then


be displayed on the fire alarm panel and on the alphanumeric
display of the operating panel.

d) The address of the first fire alarm will be displayed on the


first line, and additional information about the alarming unit Reset Fire Alarm high levels of smoke, fumes and/or ionisation, etc, or the actual
will be displayed on the second line, if provided. The address detector may be faulty which would need investigating.
of the latest fire alarm will be displayed on the third line, and Only one fire alarm can be reset at a time and that will be the displayed
additional information about this unit will be displayed on the alarm.
Fire Alarms That Do Not Reset
fourth line. The total number of fire alarms will be shown to the
right on line one. a) Press the ALARMS IN QUEUE button repeatedly to select the
A detector that cannot be reset can be listed in two ways. Press the LIST or the
appropriate fire alarm.
ALARMS IN QUEUE button.
e) Press the ALARMS IN QUEUE button to display the next fire
alarm. b) Press the ALARM RESET button to reset the fire alarm. The
The ALARMS IN QUEUE button can only list the non-resettable fire alarms
system will then try to reset the fire alarm.
if all of the alarms have been acknowledged and reset (ie, if the ALARMS
f) The second fire alarm address will be displayed, both on the fire IN QUEUE LEDs are not illuminated) and if all of the faults have been
alarm panel and on the alphanumeric display. The fire alarm will c) When a fire alarm has been reset it will disappear from the
acknowledged. If this is not the case, the ALARMS IN QUEUE button will
be presented on the two first lines on the display. Five seconds display and the alarm will be moved to the fire alarm history
only list the fire alarms that are not reset.
after pressing the ALARMS IN QUEUE button, the first fire list. The next fire alarm will then be displayed, or if there are
alarm will be displayed again. no more fire alarms, the system will return to normal status and a) Press ALARMS IN QUEUE button repeatedly to select the
the text CS3000 will be displayed on the screen with the current appropriate fire alarm. The fire alarm address will be displayed
g) If the ALARMS IN QUEUE is pressed when the last fire alarm date and time. on the fire alarm panel and the operating panel alphanumeric
has been displayed, the first fire alarm will be displayed again display.
and the ALARMS IN QUEUE indicator will go out for 5 d) If the fire alarm does not reset, the reason will be displayed on
seconds. line three. The indicator SECTION/DETECTOR NOT RESET b) Press the ALARM RESET button. The system will try to reset
will be displayed. This could be because the detector still detects the fire alarm.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 4 of 22


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 5.4.7d Fire Detection Panel

CS3000
POWER ON
FIRE SEC 2 DET 13
FIRE
DISCONNECTION
1 (1)
ECR TEST......
ALARM TRANSFER
ZONE DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.

ALARM MUTE
ALARMS IN QUEUE 7 8 9 Z ZONE EA
EXTERNAL FAULT
ALARM

4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE

EXTERNAL CONTROL ALARM RESET


ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET

SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST

Auto Release
1 2

FIRE DOORS

Consilium Consilium Consilium Consilium Consilium Consilium Consilium Consilium Consilium Consilium

1 1 2 1 2 1 2 1 2 1 2 1 2 1 2
2 3 4 3 4 3 4 3 4 3 4 3 4
3 5 6 5 6 5 6 5 6 5 6 5 6
4 7 8 7 8 7 8 7 8 7 8 7 8
5 9 10 9 10
6

Salwico ARK-3 Salwico LPK-2 Salwico KPK-2 Salwico KPK-2 Salwico UTK-2 Salwico SPK-2 Salwico SPK-2 Salwico SPK-2 Salwico SPK-2 Salwico MDU-2

KPK-2 #1 1-2 3-4 5-6 7-8

KE - 2

Main Power
Emergency Power
Battery Charge
Fault
Battery Fault
Power Fault
Earth Fault
Output2 Battery Power
4A 4A 20A 20A 4A 4A

F1 F2 F3 F4 F5 F6
SW1

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 5 of 22


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
If no key is depressed for approximately 60 seconds, the display will return e) The fault will have been reset if it disappears from the list. Location of Fire Detection Equipment
to the first non-resettable fire alarm. If the fire alarm has been reset it will The next fault will be displayed after about 5 seconds. If the
disappear from the display and from the fire alarm list. The display will then fault list is empty, the text LIST EMPTY will be displayed and The location of all the fire detection equipment is as shown in the illustrations
return to the next fire alarm, or if there are no more fire alarms it will return to the system returns to normal status. If the fault has not been that follow.
its normal status and CS3000 will be displayed on the screen. If the alarm does reset, the reason will be displayed on line three and further
not reset, the reason will be displayed on line three. The problem should then investigation will be required.
be investigated. The non-resettable fire alarm will be displayed again.

The LIST button can always be used regardless of the system status. Pressing Disconnections
the LIST button shows the fire alarms one by one on the first line of the
alphanumeric display. These can then be reset in the normal way one at a time. Different parts of the fire alarm system such as detectors, manual call points,
If an alarm does not reset, the reason will be displayed on line three. section units, alarm devices, external control devices and loops can be
disconnected from the system if required. This can be useful when there are
activities such as welding in a particular section, or the removal of detectors
Fault Indication is required for maintenance work, etc. A whole section can be disconnected
permanently or for a defined time interval using the timer function. If this
If the FAULT indicator is flashing and the internal buzzer sounding, one is undertaken, the disconnected section can only be reconnected from the
or more faults have been detected in the system and the latest fault will be ‘Disconnections’ list.
displayed on the alphanumeric display. The first line will display the word
FAULT and a fault code followed by the section number, the detector address When operating the system, a mistake can be corrected using the BACK key to
and a fault message. Additional text will be displayed on line two if provided; erase one step at a time backwards. To interrupt the disconnection function and
the fault codes are listed in the manufacturer’s manual. Only one fault can be return to the normal status, press the RETURN key. The system will then return
acknowledged at a time. Press the M button in the FAULT field to acknowledge to its normal status and the words CS3000 indicated on the screen.
the fault and to mute the buzzer.

If the FAULT indicator stops flashing and becomes steady yellow, the internal Disconnection Process
buzzer will be permanently silenced. The fault will be placed in a fault list
and the alphanumeric display erased. The next fault will then be displayed if a) Press the Z button to select the zone.
there are any more faults, otherwise the display will be erased and return to its
previous status. The number of faults in the system and the order they occurred b) Enter a zone number and the section menu will be displayed.
will be displayed on line three. The fault list can then be scrolled through by
using the up and down arrow keys. c) Press the OFF button to disconnect the section.

d) When the section has been disconnected, the text on line three
To Reset Faults will be changed to ORDER DONE.

a) Press the LIST button to open the list function, as the faults can e) The DISCONNECTION LED will be illuminated if this is the
only be reset from the fault list. first active disconnection in the system.

b) Press the F2 button to select the fault list. The latest fault will f) A message will be displayed on line three for approximately five
always be displayed first. The fault list can then be scrolled seconds if the system cannot disconnect the section. The system
through using the list key. The LED on the arrow key will be will then return to the previous menu.
illuminated if there are more faults to be listed.
g) Continue to define the next disconnection or, if finished, return
c) Press the arrow keys until the appropriate fault is displayed. to normal by pressing the return button.

d) Press the RESET button in the fault field to reset the fault. The Further in-depth operations of the fire detector panel are available from the
system will attempt to reset the fault. manufacturer’s manual.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 6 of 22


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.7e Fire Detection Symbols

Key

Manually Operated Call Point

Space Monitored by Flame Detectors

Pushbutton/Switch for General and Fire Alarm

Space Monitored by Smoke/Heat Detectors

Space Monitored by Smoke Detectors

Space Monitored by Heat Detectors

Space Monitored by Gas Detector

Control Panel for Fire Detection and Alarm System

GAS
Gas Detection Control Panel

REP
Repeat Panel for Fire Detection System

GAS
Gas Detection Repeat Panel
REP

International
Shore Connection

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 7 of 22


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.7f Fire Detection Equipment - Engine Room Floor

Up

Up

Key

Manually Operated Call Point

Space Monitored by Smoke/Heat Detectors

Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 8 of 22


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Al Nuaman Cargo Operating Manual

Illustration 5.4.7g Fire Detection Equipment - Engine Room 3rd Deck

Up
Up

Up Up Dn

Key

Manually Operated Call Point

Space Monitored by Smoke/Heat Detectors

Space Monitored by Flame Detectors

Up Up Dn

Up
Up
Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 9 of 22


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 5.4.7h Fire Detection Equipment - Engine Room 2nd Deck

Dn

Key

Manually Operated Call Point

Space Monitored by Smoke/Heat Detectors

Space Monitored by Flame Detectors

Dn

Up

Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 10 of 22


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 5.4.7i Fire Detection Equipment - Engine Room 1st Deck

Up
Key

Manually Operated Call Point


Dn

Up
Space Monitored by Smoke/Heat Detectors
Up

Space Monitored by Gas Detector

Space Monitored by Flame Detectors

REP
Repeat Panel for Fire Detection System
Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 11 of 22


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Illustration 5.4.7j Fire Detection Equipment - Engine Room Casing and Accommodation Upper Deck

Dn Up

Paint HPP Deck


Store Room Store

Key

Manually Operated Call Point


Up

Space Monitored by Smoke/Heat Detectors

Space Monitored by Smoke Detectors


Dn

Space Monitored by Gas Detector

Space Monitored by Flame Detectors

Incinerator Room
Fire
Locker

Dn Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 12 of 22


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Illustration 5.4.7k Fire Detection Equipment - Engine Room Casing and Accommodation A Deck

Up
Rescue Boat (6P)

Up
Dn

Up

Key
Up

Manually Operated Call Point


Up Dn

Space Monitored by Smoke/Heat Detectors

Space Monitored by Gas Detector


Dn

Space Monitored by Heat Detectors


Up

Space Monitored by Flame Detectors

Up
Up Dn

Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 13 of 22


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Illustration 5.4.7l Fire Detection Equipment - Engine Room Casing and Accommodation B Deck

Up Dn

Dn

Up

Key

Manually Operated Call Point

Up
Space Monitored by Smoke/Heat Detectors
Up Dn

Dn Space Monitored by Gas Detector

Space Monitored by Flame Detectors

Up

Up

Up Dn
Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 14 of 22


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Illustration 5.4.7m Fire Detection Equipment - Engine Room Casing and Accommodation C Deck

GAS REP REP

(2)

Up
Key

REP
Manually Operated Call Point

GAS

(2) Pushbutton/Switch for General and Fire Alarm


Up
Space Monitored by Smoke/Heat Detectors

Space Monitored by Smoke Detectors

Space Monitored by Heat Detectors

GAS
Gas Detection Repeat Panel
REP
REP
Repeat Panel for Fire Detection System
Up
GAS
Gas Detection Control Panel

International
Shore Connection

Up Space Monitored by Gas Detector

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 15 of 22


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Illustration 5.4.7n Fire Detection Equipment - Engine Room Casing and Accommodation D Deck

Dn

Key

Dn
Manually Operated Call Point

Space Monitored by Smoke/Heat Detectors


Up

Space Monitored by Smoke Detectors

Space Monitored by Heat Detectors

Dn

Dn Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 16 of 22


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Illustration 5.4.7o Fire Detection Equipment - Navigation Bridge Arrangement

Dn

Key

Wheelhouse
Manually Operated Call Point

Pushbutton/Switch for General and Fire Alarm

Space Monitored by Smoke/Heat Detectors

Space Monitored by Smoke Detectors

GAS
(x2) Space Monitored by Heat Detectors
REP

Control Panel for Fire Detection and Alarm System

GAS
Gas Detection Repeat Panel
REP

Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 17 of 22


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Illustration 5.4.7p Fire Detection Equipment - Upper Deck and Trunk Decking (i)

Up

Up

Dn
Dn

Up

Up

Up

Dn
Up

Up

Up
Dn

Up

Up

Key

Manually Operated Call Point

Space Monitored by Smoke/Heat Detectors

Space Monitored by Gas Detector

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 18 of 22


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Illustration 5.4.7q Fire Detection Equipment - Upper Deck and Trunk Decking (ii)

Key

Space Monitored by Gas Detector

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 19 of 22


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Illustration 5.4.7r Fire Detection Equipment - Bosun Store

Key

Manually Operated Call Point

Space Monitored by Smoke/Heat Detectors

Space Monitored by Gas Detector

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 20 of 22


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Illustration 5.4.7s Fire Detection Equipment - Fore Side Elevation and Midship Section

Key

Manually Operated Call Point

Space Monitored by Smoke Detectors

Space Monitored by Heat Detectors

Space Monitored by Gas Detector

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 21 of 22


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Illustration 5.4.7t Fire Detection Equipment - Aft Side Elevation

Key

Space Monitored by Gas Detector

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.7 - Page 22 of 22


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5.4.8 FIRE FIGHTING PLANS
Illustration 5.4.8a Fire Fighting Symbols
CO2
Key Space Protected by CO2 Fire M M
Ventilation Remote Control or
Extinguishing System Fan List for Machinery Area
CO2 Portable CO2 Fire Shut-Off for Machinery Spaces
5kg Extinguisher (5kg) F Space Protected by
No. Description
High Expansion Foam A Fire Damper for Accommodation/
P Portable Dry Powder Fire Service Space 1 Engine Room Supply
12kg Extinguisher (12kg) H Space Protected by 2 Engine Room Supply
(NOVEC 1230)
Closing Device for Ventilation 3 Engine Room Supply
F Wheeled Fire Extinguisher C Inlet or Outlet (for Cargo Spaces)
45L (45L Foam) S Space Protected by Drenching 4 Engine Room Supply
(Water Spray) Closing Device for Ventilation 5 Incinerator Room Supply
P Wheeled Fire Extinguisher A Inlet or Outlet (for Accommodation/ 6 Emergency Diesel Generator Room Exhaust
25kg (25kg Dry Powder) WL Fixed Water-Based Service Spaces)
7 Steering Gear Room Supply
Local Application Closing Device for Ventilation 8 CO2 and Foam Room Exhaust
F Wheeled Fire Extinguisher Fire Fighting System M Inlet or Outlet (for Machinery
P 9 Purifier Room Exhaust (Starboard)
135L (135L Foam) Space Protected by Drenching Spaces)
(Dry Powder) 10 Purifier Room Exhaust (Port)
Fire Locker for Fireman’s Outfit:
Portable Foam 11 Paint Store Exhaust
Portable Air Compressor for Self-Contained Breathing Apparatus (1800L) (x1),
Applicator Unit
Breathing Devices FL Fire Suit (x1), Safety Lamp (x1), Fire Axe with 12 Garbage Store Exhaust
Harness (x1), Protecting Boots and Gloves (x1), 13 HPP Room Exhaust
Fire Station with Hose, 1 to 8
W Emergency Source of Rigid Helmet (x1), Lifeline with Belt (x1), 14 Chemical Store Exhaust
Nozzle and Spanner + -
Electrical Power (Battery) Spare Air Cylinder (1800L) (x2) 15 Welding Area Exhaust
Dry Powder Hand Hose Emergency Source of 16 Fuel Valve Test Room Exhaust
P Fire Locker for Spare Charge of Fire Extinguisher:
Cabinet G Electrical Power (Generator) 17 No.1 Gas Valve U. Room Ext. Exhaust
Cartridge and Charge for 12kg Dry Powder Fire
P FL Extinguisher (x66), Spare Cylinder for 5kg CO2 18 No.2 Gas Valve U. Room Ext. Exhaust
Dry Powder Installation Fire Extinguisher (x18) C
Emergency Switchboard 9
Fan List for Cargo Area
Fire Locker for Helicopter Fire Fighting
Dry Powder Monitor FIRE Equipment Winching Locker: No. Description
P Fire Control Plan 5kg CO2 Fire Extinguisher (x4), Spare for 5kg CO2
PLAN FL Fire Extinguisher (x4), Fire Suit (x4), Protecting 1 Forward Pump Room Supply
IG Inert Gas Installation Fire, Jockey and General Boots, Gloves and Helmet (x4), Fire Blanket (x4), 2 Side Trunk Exhaust
10 25kg Dry Powder (ABC Type) - Locker Outside (x2),
Service Pump 3 Side Trunk Exhaust
F Portable Foam Applicator Unit with Locker (x1)
4 Bosun Store Supply
Foam Installation Fire Locker for Helicopter Winching Equipment
Emergency Fire Pump 5 Bosun Store Supply
Winching Locker:
CO2
CO2 Cylinder (Cap: 45kg)
FL Fire Axe (x1), Crow Bar (x1), Wire Cutter (Cap. 12mm Wire) (x1)
6 Pipe Duct Exhaust
Remote Control for First Aid Kit (x1), Red Emergency Signal/Torch (x1), 7 Motor Room Supply
for Main Engine Scavenge 11
Emergency Fire Pump Marshalling Baton (x2) 8 Motor Room Supply
H
Clean Agent (NOVEC 1230) 9 Compressor Room Exhaust
Fire Extinguishing System Remote Control for Fire Pump Fire Locker for Safety Equipment. Winching Locker; IGC 14.2: 10 Compressor Room Exhaust
Self-Contained Breathing Apparatus (1200L) (x1), 11 Compressor Room Exhaust
W FL Spare Cylinder (1200L) (x2), Steel Cored Rescue Line
12 Compressor Room Exhaust
Fire Main Section Valve Remote Control for Lubricating with Belt (x1), Explosion-proof Lamp with Accessories (x1),
Oil Valves 12 to 15 13 Pilot Trunk Exhaust
Gas Protective Clothes, Gloves and Tight-fitting Goggles (x1)
W Fire Hydrant 14 Pilot Trunk Exhaust
with Hose Coupling Remote Control for Fuel A
Fire Locker for Protection Equipment. Winching Locker; IGC 14.1:
Oil Valves FL Protective Clothes with Accessories and Locker (x4) Fan List for Accommodation and Services Area
P Dry Powder Release Station
for Cargo Deck Area Remote Control for Water 16
No. Description
Spray Pump
F 1 Sanitary Space Exhaust
Foam Release Station for Self-Closing 'A' Class Hinged Fire Door
Engine Room Fuel Oil Pump Remote 2 Galley Exhaust
Shut-off 3 Galley Supply
H Clean Agent (NOVEC 1230) 'A' Class Hinged Fire Door 4 Hospital Exhaust
Release Station Lubricating Oil Pump Remote
Shut-off 5 Lift Machinery Room Exhaust
CO2 6 Air Conditioning Room Exhaust
CO2 Release Station for A Ventilation Remote Control or Self-Closing 'B' Class Hinged Fire Door
Main Engine Scavenge 7 Gymnasium Exhaust
Shut-Off for Accommodation/
Service Spaces 8 Public Space Exhaust
9 Sundry Space Exhaust
Fire Blanket C Ventilation Remote Control or 'B' Class Hinged Fire Door
Shut-Off for Cargo Spaces 10 Battery Room Exhaust

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 1 of 16


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Illustration 5.4.8b Fire Fighting Equipment - Engine Room Floor

W
W

Up

P
6kg
P
12kg

Key
P
12kg Up
P Portable Dry Powder Fire
P P 12kg Extinguisher (12kg)
12kg 12kg

P Wheeled Fire Extinguisher


25kg (25kg Dry Powder)

P Fire Station with Hose,


W
P 25kg Nozzle and Spanner
12kg

W Fire Hydrant
W with Hose Coupling
W

P Self-Closing 'A' Class Hinged


P
12kg
12kg Fire Door
Up
Fire, Jockey and General
Service Pump
P
12kg
P
W 12kg
W
P
12kg

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 2 of 16


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Illustration 5.4.8c Fire Fighting Equipment - Engine Room 3rd Deck

W
W

P
12kg
P Up
12kg
P
Up Key
12kg
F WL
F WL P Portable Dry Powder Fire
12kg Extinguisher (12kg)

F Wheeled Fire Extinguisher


45L (45L Foam)

F WL Up Up Dn
Fire Station with Hose,
W
P CO2 CO2 P Nozzle and Spanner
12kg 12kg
W Fire Hydrant
P with Hose Coupling
12kg

F P Self-Closing 'A' Class Hinged


45L 12kg Fire Door

W F
W CO2 CO2 Space Protected by
F WL P High Expansion Foam Fire
12kg
P Extinguishing System
12kg Up Up Dn

WL Fixed Water-Based
Local Application
Fire Fighting System
F WL CO2
F WL CO2 Cylinder (Cap: 45kg)
for Main Engine Scavenge
P
12kg CO2
Up CO2 Release Station for
P Up Main Engine Scavenge
Dn
12kg
P
12kg

W
W

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 3 of 16


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Illustration 5.4.8d Fire Fighting Equipment - Engine Room 2nd Deck

F
W
F W

P
12kg
F

F P
12kg
P
12kg Dn

P
12kg
Key

P Portable Dry Powder Fire


F 12kg Extinguisher (12kg)
P
12kg F Space Protected by
High Expansion Foam Fire
P P Extinguishing System
W
P W 12kg 12kg
12kg Fire Station with Hose,
W
F Nozzle and Spanner
W
W
W Fire Hydrant
with Hose Coupling
P
P 12kg
12kg Fire Locker for Fireman’s Outfit:
Dn Self-Contained Breathing Apparatus (1800L) (x1),
P
12kg
FL Fire Suit (x1), Safety Lamp (x1), Fire Axe with
Harness (x1), Protecting Boots and Gloves (x1),
Up 6,7,8 Rigid Helmet (x1), Lifeline with Belt (x1),
Spare Air Cylinder (1800L) (x2)

W
W

Dn
P P
12kg 12kg
P
12kg

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 4 of 16


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Illustration 5.4.8e Fire Fighting Equipment - Engine Room 1st Deck W


W

M
Fan List for Machinery Area

No. Description
9 Purifier Room Exhaust (Starboard)
P
12kg 10 Purifier Room Exhaust (Port)
15 Welding Area Exhaust
P
12kg
16 Fuel Valve Test Room Exhaust
H

CO2
H 5kg
M Key
M No.10
H H
No.16 CO2 CO2 Portable CO2 Fire
5kg H
H 5kg Extinguisher (5kg)
M P H
12kg Portable Dry Powder Fire
No.15 P
H
12kg Extinguisher (12kg)
Up
WL
F Wheeled Fire Extinguisher
P
12kg
135L (135L Foam)
CO2
W Dn 5kg
W H Portable Foam
H Applicator Unit
Up

P Fire Station with Hose,


Up 12kg H
W Nozzle and Spanner
P
12kg
W Fire Hydrant
F with Hose Coupling
135L WL Fixed Water-Based
H Local Application
Fire Fighting System
P CO2
12kg Dn H Space Protected by
5kg H (NOVEC 1230)
H
Fire Extinguishing System
H CO2
M 5kg H
No.9 IG Inert Gas Generator Installation
P
12kg Self-Closing 'A' Class Hinged Fire Door
H
P H
12kg Clean Agent (NOVEC 1230)
Fire Extinguishing System
P
12kg H
P Clean Agent (NOVEC 1230)
12kg W Release Station
W
WL

IG

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 5 of 16


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Illustration 5.4.8f Fire Fighting Equipment - Engine Room Casing and Accommodation Upper Deck M
Fan List for Machinery Area

No. Description
5 Incinerator Room Supply
W
W 11 Paint Store Exhaust
W
W 12 Garbage Store Exhaust
13 HPP Room Exhaust
(5) A
M M W 14 Chemical Store Exhaust

Dn Up M M A
FIRE
M H Fan List for Accommodation and Services Areas
P P A A PLAN
12kg 12kg No.13
No. Description
M
No.11
1 Sanitary Space Exhaust
F P
12kg 6 Air Conditioning Room Exhaust
F F P
M 12kg 8 Public Space Exhaust
F F H 9 Sundry Space Exhaust
H

H
Key Fire Damper for Accommodation/
Service Space
W CO2 Portable CO2 Fire
W W
A
5kg Extinguisher (5kg) Fire Main Section Valve
No.1
Up FIRE
P P Portable Dry Powder Fire
H Fire Control Plan
12kg 12kg Extinguisher (12kg)
PLAN
W CO2 H F Wheeled Fire Extinguisher Portable Air Compressor for
W 5kg 135L (135L Foam) Breathing Devices
W
W Fire Station with Hose, Fire Locker for Fireman’s Outfit:
Dn H W Nozzle and Spanner Self-Contained Breathing Apparatus (1800L) (x1),

P
FL Fire Suit (x1), Safety Lamp (x1), Fire Axe with
A
CO2 W Fire Hydrant Harness (x1), Protecting Boots and Gloves (x1),
12kg 5kg H 1 to 8
(4)
with Hose Coupling Rigid Helmet (x1), Lifeline with Belt (x1),
W Spare Air Cylinder (1800L) (x2)
W F Space Protected by
A A
High Expansion Foam Fire Fire Locker for Spare Charge of Fire Extinguisher:
Extinguishing System Cartridge and Charge for 12kg Dry Powder Fire
No.8 No.9
H
FL Extinguisher (x66), Spare Cylinder for 5kg CO2
Space Protected by
9 Fire Extinguisher (x18)
H (NOVEC 1230)
CO2 Fire Extinguishing System
5kg Fire Locker for Safety Equipment. Winching Locker; IGC 14.2:
M H WL Fixed Water-Based
A Self-Contained Breathing Apparatus (1200L) (x1),
F WL M H Local Application FL Spare Cylinder (1200L) (x2), Steel Cored Rescue Line
Fire Fighting System with Belt (x1), Explosion-proof Lamp with Accessories (x1),
No.12 12 to 15
H M
FIRE
Gas Protective Clothes, Gloves and Tight-fitting Goggles (x1)
No.14 P CO2
5kg
IG Inert Gas Installation
F M PLAN 12kg
Fire Locker for Protection Equipment. Winching Locker; IGC 14.1:
H M
135L
FL A A
No.6
P
12kg
H
Clean Agent (NOVEC 1230) FL Protective Clothes with Accessories and Locker (x4)
F P
7&8 H Fire Extinguishing System
No.5 12kg M 16
H
H Clean Agent (NOVEC 1230)
Dn Up A
M M Release Station Self-Closing 'A' Class Hinged Fire Door

Closing Device for Ventilation


M M M M Inlet or Outlet (for Machinery 'A' Class Hinged Fire Door
W
W A Spaces)
(6)
FIRE
W Closing Device for Ventilation
FL FL FL PLAN
W
A Inlet or Outlet (for Accommodation/
Self-Closing 'B' Class Hinged Fire Door
3 to 5 12 to 15 16 Service Spaces)

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 6 of 16


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Illustration 5.4.8g Fire Fighting Equipment - Engine Room Casing and Accommodation A Deck
A
Fan List for Accommodation and Services Area
Up
Rescue Boat (6P)
No. Description

W 4 Hospital Exhaust
A
Up
7 Gymnasium Exhaust
Dn
M
Fan List for Machinery Area
Up A
W
H A No. Description
H F CO2
45L 5kg 8 CO2 and Foam Room Exhaust
P
(4) A
12kg
No.4 P
1 12kg
H Key
G

CO2 Portable CO2 Fire Fire Blanket


5kg Extinguisher (5kg)
F
P Portable Dry Powder Fire Foam Installation
12kg Extinguisher (12kg)
W H
W
Clean Agent (NOVEC 1230)
F Wheeled Fire Extinguisher Fire Extinguishing System
45L (45L Foam)
A
Up
CO2 H Clean Agent (NOVEC 1230)
5kg No.7
Portable Foam Release Station
P Applicator Unit
12kg
H H Up Dn Closing Device for Ventilation
F Space Protected by Inlet or Outlet (for Accommodation/
A
(3)
High Expansion Foam Fire Service Spaces)
WL Extinguishing System
Closing Device for Ventilation
CO2 FIRE H Space Protected by M Inlet or Outlet (for Machinery
W
5kg (NOVEC 1230) Spaces)
W
PLAN
P H Dn
Fire Extinguishing System
12kg
WL Emergency Source of
Fixed Water-Based G
Up Electrical Power (Generator)
P
Local Application
12kg Fire Fighting System
FIRE
Fire Station with Hose, Fire Control Plan
CO2 W PLAN
Nozzle and Spanner
5kg

F H W W Fire Hydrant
W
with Hose Coupling

Fire Damper for Accommodation/


M P Service Space
12kg
Self-Closing 'A' Class Hinged
No.8
Fire Door
Up
Up Dn A
M 'A' Class Hinged Fire Door
M
Dn
Self-Closing 'B' Class Hinged
W Fire Door
W
'B' Class Hinged Fire Door

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 7 of 16


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Illustration 5.4.8h Fire Fighting Equipment - Engine Room Casing and Accommodation B Deck
A
Fan List for Accommodation and Services Area

No. Description
2 Galley Exhaust
W 3 Galley Supply

A A
M
Fan List for Machinery Area
A P
W 12kg No. Description
No.2 Up Dn

1 Engine Room Supply


Dn
2 Engine Room Supply
6 Emergency Diesel Generator Room Exhaust

M
No.6 Key
Up
W
H W
CO2 Portable CO2 Fire
H
5kg Extinguisher (5kg)
M (2)

No.2 P Portable Dry Powder Fire


12kg Extinguisher (12kg)

P Space Protected by
F
12kg High Expansion Foam Fire
Up Extinguishing System
H
CO2 Up Dn
H Space Protected by
5kg (NOVEC 1230)
Fire Extinguishing System
Dn CO2
5kg Fire Station with Hose,
W
Nozzle and Spanner

W H W Fire Hydrant
W H
with Hose Coupling
H

(2)
Fire Damper for Accommodation/
Service Space
Up
W
M H W
No.1 Self-Closing 'A' Class Hinged Fire Door

'A' Class Hinged Fire Door


Up P
12kg
Self-Closing 'B' Class Hinged Fire Door

Closing Device for Ventilation


A Inlet or Outlet (for Accommodation/
Service Spaces)
A Up Dn W
P H
Dn Clean Agent (NOVEC 1230)
No.3 A 12kg
Release Station
H
Clean Agent (NOVEC 1230)
A Fire Extinguishing System
W

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 8 of 16


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Illustration 5.4.8i Fire Fighting Equipment - Engine Room Casing and Accommodation C Deck

A M C FIRE
CO2
5kg PLAN
P F H
FL
1 to 2
M
Fan List for Machinery Area W
W
No. Description A

3 Engine Room Supply


4 Engine Room Supply A
17 No.1 Gas Valve U. Room Ext. Exhaust Key M
P Ventilation Remote Control or
18 No.2 Gas Valve U. Room Ext. Exhaust Shut-Off for Machinery Spaces
CO2 Portable CO2 Fire
P
5kg Extinguisher (5kg) Remote Control for
12kg
Emergency Fire Pump
Up P Portable Dry Powder Fire
12kg Extinguisher (12kg) Remote Control for Fire Pump
W F Space Protected by
W
M High Expansion Foam Fire Remote Control for Fuel
CO2 Extinguishing System Oil Valves
No.4 5kg
P
Fire Station with Hose, Remote Control for Water
W Spray Pump
Up
Nozzle and Spanner

W Fire Hydrant Fuel Oil Pump Remote


M Shut-off
P with Hose Coupling
12kg
No.18 Lubricating Oil Pump Remote
Fire Damper for Accommodation/
Service Space Shut-off
W W
A Ventilation Remote Control or
Self-Closing 'A' Class Hinged Fire Door Shut-Off for Accommodation/
M
Service Spaces

No.17 'A' Class Hinged Fire Door C Ventilation Remote Control or


Shut-Off for Cargo Spaces

Up Self-Closing 'B' Class Hinged Fire Door Closing Device for Ventilation
M W A Inlet or Outlet (for Accommodation/
Service Spaces)
W 'B' Class Hinged Fire Door
No.3 Fire Locker for Fireman’s Outfit:
Self-Contained Breathing Apparatus (1800L) (x1),
P Dry Powder Release Station
for Cargo Deck Area
FL Fire Suit (x1), Safety Lamp (x1), Fire Axe with
Up Harness (x1), Protecting Boots and Gloves (x1),
1 to 2 Rigid Helmet (x1), Lifeline with Belt (x1),
F Foam Release Station for Spare Air Cylinder (1800L) (x2)
P Engine Room
12kg FIRE
H Clean Agent (NOVEC 1230) Fire Control Plan
PLAN
Release Station
W
W A

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 9 of 16


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Al Nuaman Cargo Operating Manual

Illustration 5.4.8j Fire Fighting Equipment - Engine Room Casing and Accommodation D Deck

P
W 12kg
Dn

Key

P Portable Dry Powder Fire


P 12kg Extinguisher (12kg)
12kg
F
F Space Protected by
High Expansion Foam Fire
Dn
F Extinguishing System

F Fire Station with Hose,


W
Nozzle and Spanner
Up
F W Fire Hydrant
with Hose Coupling
F
Fire Damper for Accommodation/
Service Space
F

F Self-Closing 'A' Class Hinged Fire Door

F Dn
'A' Class Hinged Fire Door
W
W
Self-Closing 'B' Class Hinged Fire Door

'B' Class Hinged Fire Door


Dn Up

P
12kg

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 10 of 16


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Al Nuaman Cargo Operating Manual

Illustration 5.4.8k Fire Fighting Equipment - Navigation Bridge Arrangement


Key

CO2 Portable CO2 Fire


5kg Extinguisher (5kg)

P Portable Dry Powder Fire


12kg Extinguisher (12kg)

F Space Protected by
High Expansion Foam Fire
Extinguishing System
Dn

W Fire Station with Hose,


W W
Nozzle and Spanner

Closing Device for Ventilation


A Inlet or Outlet (for Accommodation/
Service Spaces)

+ - Emergency Source of
P
Electrical Power (Battery)
A
A 12kg
A No.1 W Fire Hydrant
(Top) with Hose Coupling
No.2 Wheelhouse

Fire Damper for Accommodation/


A - -
+ + Service Space
No.3
Remote Control for
Emergency Fire Pump

Remote Control for Fire Pump


CO2
5kg
CO2 M Ventilation Remote Control or
5kg
Shut-Off for Machinery Spaces
A F
A
A M Fuel Oil Pump Remote
No.4
Shut-off
A
A Lubricating Oil Pump Remote
C Shut-off
P
12kg A Ventilation Remote Control or
Shut-Off for Accommodation/
Service Spaces

C Ventilation Remote Control or


Shut-Off for Cargo Spaces

W
W
Self-Closing 'A' Class Hinged Fire Door
A
Dn
Battery Exhaust - Wheelhouse Top
No.1
A
Galley Exhaust
No.2
A
Officers’ Laundry Exhaust
No.3
A
Fan for Lift Machinery Room Exhaust
No.4

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 11 of 16


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Illustration 5.4.8l Fire Fighting Equipment - Upper Deck and Trunk Decking (i)

P
C
P
C
No.13

C W W W W
‘A’ Deck W W
(In Passageway) (In Passageway)
Up
(In Passageway) (In Passageway)

W
Up
W W W W W W W W
M W W W W
P C

W
W Dn
Dn

Up

Up

P P P
P P P P
P
Up

Dn
Up C

Up
No.6
Up
Dn
M
W W H
No.7 W

C P W
C 12kg W C
W P
S No.9 S P
C 12kg
C
W No.10
H H W W W W W
C C W W
Up

W
H P W No.11
Up
C W W
12kg C W
H H
C C (In Passageway)
C (3) No.12 (17) (In Passageway)
‘A’ Deck No.8 No.7

W W
C
(In Passageway) (In Passageway) C P
No.14 P

Key C M
Portable Dry Powder Fire Fan List for Cargo Area Fan List for Machinery Area
Closing Device for Ventilation P
P Dry Powder Monitor 12kg Extinguisher (12kg)
C Inlet or Outlet (for Cargo Spaces) No. Description No. Description
Closing Device for Ventilation H P 6 Pipe Duct Exhaust Engine Room Supply
Clean Agent (NOVEC 1230) 7
M Inlet or Outlet (for Machinery Dry Powder Installation 7 Motor Room Supply
Fire Extinguishing System
Spaces)
8 Motor Room Supply
Fire Station with Hose, P Dry Powder Release Station H Space Protected by
W (NOVEC 1230) 9 Compressor Room Exhaust
Nozzle and Spanner for Cargo Deck Area
Fire Extinguishing System 10 Compressor Room Exhaust
W Fire Hydrant Dry Powder Hand Hose 11 Compressor Room Exhaust
P S Space Protected by Drenching
with Hose Coupling Cabinet 12 Compressor Room Exhaust
(Water Spray) Extinguishing
System 13 Pilot Trunk Exhaust
W H Clean Agent (NOVEC 1230)
Fire Main Section Valve 14 Pilot Trunk Exhaust
Release Station

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 12 of 16


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Illustration 5.4.8m Fire Fighting Equipment - Upper Deck and Trunk Decking (ii)
W W P
W W P
(In Passageway)

W W W
W W
(In Passageway)
(In Passageway) (In Passageway)
W

W W W W W W W (In Passageway)
W
W W W
W
C
W (In Passageway)
No.2 W C
C
W
W W

C
W
No.4
W
P P
P P W

P P
P P
C C
P
P P No.5
P
W C
C FL W
W

No.3 10, 11 C
W
W W
W W W W W W W (In Passageway)
W W
W
W W (In Passageway)
W W W

(In Passageway) (In Passageway) (In Passageway)

W W
W P
(In Passageway)
W P

Key

Closing Device for Ventilation Fire Locker for Helicopter Fire Fighting
C Inlet or Outlet (for Cargo Spaces) Equipment Winching Locker:
C
5kg CO2 Fire Extinguisher (x4), Spare for 5kg CO2
W
Fire Station with Hose, FL Fire Extinguisher (x4), Fire Suit (x4), Protecting
Fan List for Cargo Area
Nozzle and Spanner Boots, Gloves and Helmet (x4), Fire Blanket (x4),
10 No. Description
25kg Dry Powder (ABC Type) - Locker Outside (x2),
W Fire Hydrant Portable Foam Applicator Unit with Locker (x1) 2 Side Trunk Exhaust
with Hose Coupling 3 Side Trunk Exhaust
W Fire Locker for Helicopter Winching Equipment 4 Bosun Store Supply
Fire Main Section Valve
Winching Locker: 5 Bosun Store Supply
Dry Powder Hand Hose FL Fire Axe (x1), Crow Bar (x1), Wire Cutter (Cap. 12mm Wire) (x1)
P First Aid Kit (x1), Red Emergency Signal/Torch (x1),
Cabinet 11
Marshalling Baton (x2)
P Dry Powder Release Station
for Cargo Deck Area

P Dry Powder Monitor

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 13 of 16


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Illustration 5.4.8n Fire Fighting Equipment - Bosun Store

C
Fan List for Cargo Area

No. Description

W 1 Forward Pump Room Supply

Key

P Portable Dry Powder Fire


12kg Extinguisher (12kg)

Fire Station with Hose,


W W
W Nozzle and Spanner

W Fire Hydrant
P with Hose Coupling
12kg
Emergency Fire Pump

No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 14 of 16


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Illustration 5.4.8o Fire Fighting Equipment - Fore Side Elevation and Midship Section

P S P S

S
W P
W 12kg
Key

H Space Protected by
(NOVEC 1230)
Fire Extinguishing System
S Space Protected by Drenching
(Water Spray) Extinguishing
System

P Space Protected by Drenching


(Dry Powder) Extinguishing
System

Closing Device for Ventilation


M Inlet or Outlet (for Machinery
Spaces)

P Portable Dry Powder Fire


12kg Extinguisher (12kg)

Fire Station with Hose,


W
Nozzle and Spanner

W Fire Hydrant
with Hose Coupling

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 15 of 16


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Illustration 5.4.8p Fire Fighting Equipment - Aft Side Elevation

(4)

M
S H

S
S
S H P S P S

S
S S

Key

H Space Protected by
(NOVEC 1230)
Fire Extinguishing System
S Space Protected by Drenching
(Water Spray) Extinguishing
System

P Space Protected by Drenching


(Dry Powder) Extinguishing
System

Closing Device for Ventilation


M Inlet or Outlet (for Machinery
Spaces)

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.8 - Page 16 of 16


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5.4.9 LIFESAVING EQUIPMENT AND ESCAPE ROUTES

Illustration 5.4.9a Lifesaving Equipment Symbols

Key

Primary Escape Route

Secondary Escape Route Line-Throwing Appliance

Lifeboat (50 Persons) Two-Way Radio Telephone (VHF)

Rescue Boat (6 Persons) Radar Transponder

25P
Liferaft (25 Persons) Satellite EPIRB

6P
Liferaft (6 Persons) Rocket Parachute Flares (Red)

Lifebuoy with Self-Igniting Light Red Hand Flare


and Activating Smoke Signal

Lifebuoy with Self-Igniting Light Muster Station

Lifebuoy with Lifeline Medical Locker

Lifeboat without Attachment Hoisting Stretcher

Life Jacket with a Light/Whistle for Adult Emergency Escape Breathing Device

Life Jacket with a Light/Whistle for Child IGC Oxygen Resuscitation Equipment

FIRST
Immersion Suit Medical First-Aid Equipment
AID

Embarkation Ladder
J The Method of Donning a Life Jacket

Emergency Telephone Muster List

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 1 of 16


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Illustration 5.4.9b Lifesaving Equipment and Escape Routes - Engine Room Floor

Up

Up
Key

Primary Escape Route

Secondary Escape Route

Emergency Telephone

Emergency Escape Breathing Device

Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 2 of 16


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Illustration 5.4.9c Lifesaving Equipment and Escape Routes - Engine Room 3rd Deck

Up
Up

Up Up Dn
Key

Primary Escape Route

Secondary Escape Route

Emergency Telephone

Emergency Escape Breathing Device

Up Up Dn

Up
Up
Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 3 of 16


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Illustration 5.4.9d Lifesaving Equipment and Escape Routes - Engine Room 2nd Deck

Dn

Key

Primary Escape Route

Secondary Escape Route

Steering Gear Compartment


Emergency Telephone

Emergency Escape Breathing Device


Dn

Up

Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 4 of 16


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Illustration 5.4.9e Lifesaving Equipment and Escape Routes - Engine Room 1st Deck

Key
Up

Primary Escape Route

Dn
Secondary Escape Route
Up J
Life Jacket with a Light/Whistle for Adult
Up (5) (3)

(2)
Immersion Suit

J The Method of Donning a Life Jacket

Muster List
Dn

Emergency Escape Breathing Device

Emergency Telephone

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 5 of 16


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Illustration 5.4.9f Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation Upper Deck

Dn Up

(4) (4)

Key

Primary Escape Route

Secondary Escape Route

Life Jacket with a Light/Whistle for Adult


Up

Immersion Suit

Aft Mooring Deck Emergency Telephone


Dn

J
J The Method of Donning a Life Jacket

Muster List

Emergency Escape Breathing Device

(2)

Dn Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 6 of 16


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Illustration 5.4.9g Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation A Deck

Up
Rescue Boat (6P)

(6)

Up
Dn

Up

FIRST
Key

1 AID
Primary Escape Route
IGC (2) (2)

Secondary Escape Route

Life Jacket with a Light/Whistle for Adult


(3)

(3) Immersion Suit

Up
J The Method of Donning a Life Jacket

Muster List
Up Dn

Rescue Boat (6 Persons)

J
Lifeboat (50 Persons)

Dn
Muster Station
Up

Hoisting Stretcher

IGC Oxygen Resuscitation Equipment

FIRST
Medical First-Aid Equipment
AID

Medical Locker

Emergency Telephone
Up
Up Dn

Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 7 of 16


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Illustration 5.4.9h Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation B Deck

Up Dn

Dn

Up

Key

Primary Escape Route

Secondary Escape Route

Up
Life Jacket with a Light/Whistle for Adult
Up Dn

J Immersion Suit
Dn

J The Method of Donning a Life Jacket

Muster List

Up

Up

Up Dn
Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 8 of 16


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Illustration 5.4.9i Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation C Deck

J
FIRST

AID

(2)
Up

Key

Primary Escape Route

Secondary Escape Route


Up

Life Jacket with a Light/Whistle for Adult

Immersion Suit
J

Emergency Telephone

J The Method of Donning a Life Jacket

Muster List
Up

Emergency Escape Breathing Device

FIRST
Medical First-Aid Equipment
AID
Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 9 of 16


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Illustration 5.4.9j Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation D Deck

Dn

Key

Primary Escape Route

Dn Secondary Escape Route

Life Jacket with a Light/Whistle for Adult

Up
Immersion Suit

Emergency Telephone
J
J The Method of Donning a Life Jacket

Muster List
Dn

Dn Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 10 of 16


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Illustration 5.4.9k Lifesaving Equipment and Escape Routes - Navigation Bridge Arrangement

(3) (3) (12) (12)


Key
(5) (3) (4)
Primary Escape Route

Secondary Escape Route


Dn

Lifebuoy with Self-Igniting Light


and Activating Smoke Signal

Life Jacket with a Light/Whistle for Adult

Immersion Suit

FIRST Emergency Telephone


J AID
Wheelhouse
Line-Throwing Appliance

Two-Way Radio Telephone (VHF)

Radar Transponder

Satellite EPIRB

Rocket Parachute Flares (Red)

Red Hand Flare

Emergency Escape Breathing Device

J The Method of Donning a Life Jacket

Muster List

FIRST
Medical First-Aid Equipment
AID

Dn

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 11 of 16


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Illustration 5.4.9l Lifesaving Equipment and Escape Routes - Upper Deck and Trunk Decking (i)
(2)
25P

Up

Up

(Passageway) (Passageway)

Dn
Dn

Up

Up

Up

Dn
Up

Up

Up
Dn

(Passageway) (Passageway)
Up

Up

25P

(2)

Key
Lifebuoy with Lifeline

Primary Escape Route


Lifeboat without Attachment

Lifeboat (50 Persons)


Embarkation Ladder

25P
Liferaft (25 Persons)
Emergency Escape Breathing Device

Lifebuoy with Self-Igniting Light


Emergency Telephone

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 12 of 16


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Illustration 5.4.9m Lifesaving Equipment and Escape Routes - Upper Deck and Trunk Decking (ii)

(Passageway) (Passageway)
(Passageway)
(Pas
sage
way)

6P

way)
sage
(Pas

(Passageway) (Passageway)

Key

Primary Escape Route

6P
Liferaft (6 Persons)

Lifebuoy with Self-Igniting Light

Lifeboat without Attachment

Embarkation Ladder

Emergency Telephone

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 13 of 16


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Illustration 5.4.9n Lifesaving Equipment and Escape Routes - Bosun Store

Key

Primary Escape Route

Life Jacket with a Light/Whistle for Adult

(6)
Immersion Suit

(6)

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 14 of 16


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Illustration 5.4.9o Lifesaving Equipment and Escape Routes - Fore Side Elevation and Midship Section

(Passageway) (Passageway)

Key

Primary Escape Route

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 15 of 16


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Illustration 5.4.9p Lifesaving Equipment and Escape Routes - Aft Side Elevation

(Passageway) (Passageway) (Passageway) (Passageway)

Key

Primary Escape Route

Secondary Escape Route

Lifebuoy with Self-Igniting Light

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.9 - Page 16 of 16


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Illustration 5.4.10a Quick-Closing Valves and Fire Dampers No.2


No.1 Main Engine
Main Engine Cylinder Oil
Key Marine Marine Main Engine Main Engine Heavy Fuel Heavy Fuel Main Engine
Control Box for Renovating Cylinder Oil Service Tank
Gas Oil Gas Oil System System Oil Oil Cylinder
PIAL Quick-Closing Valve Compressed Air Service Tank (Starboard)
Settling Service Oil Storage Oil Settling Tank Settling Service Oil Storage
TA2.7 Sett. 770K (Starboard) for Low
Marine Diesel Oil Tank Tank Tank Tank (Starboard) Tank Tank Tank
for Heavy Sulphur
Heavy Fuel Oil (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Fuel Oil Heavy
PT PI Lubricating Oil LOW HIGH LOW HIGH Fuel Oil
Electrical Signal
P P P P P P P P P P P P

OP OM OM LF LF LF OP OM OM LF LM LM
Air 068 551 552 025 024 051 051 051 052 059 251 252
Reservoir
Group 1 for Main
(350L) No.2
Engine Starboard Side
Main Engine No.1 Main Main Engine
Marine Marine Main Engine Main Engine Main Engine Cylinder Heavy Fuel Heavy Fuel Engine Cylinder Oil
Gas Oil Gas Oil System System Cylinder Oil Storage Oil Oil Oil Service Service Tank Renovating
Group 2 for Main Tank (Port) Tank (Port) (Starboard) Tank
Settling Service Oil Storage Oil Settling Oil Storage Settling Service
Engine Port Side for Marine for Heavy for Low (Starboard)
Tank Tank Tank Tank Tank Tank Tank
(Port) (Port) (Port) (Port) (Port) Gas Oil (Port) (Port) Fuel Oil Sulphur
Use Heavy
LOW HIGH LOW HIGH Fuel Oil
Group 3 for Generator
Engine and Other Equipment
P P P P P P P P P P P P P

OP OM OM LF LF LF LF OP OM OM LM LM LF
301 501 502 019 020 021 022 001 001 002 201 202 051

To QF052 Quick-
Closing for
Upper Deck Forward Deep
Heavy Fuel Oil Tank (F) Diesel Oil Diesel Oil
Waste Marine Gas Oil Marine Heavy Fuel Heavy Fuel Heavy Fuel Marine
Tank for Tank for
Service Tank Service Tank Gas Oil Oil Oil Oil Gas Oil
Incinerator Incinerator
for (Starboard) Settling Settling Service Service Storage
To QF053 Quick-
Incinerator Tank Tank Tank Tank Tank
Closing for
(Storage) (Starboard) (Starboard) (Starboard) (Starboard)
Forward Deep
Heavy Fuel Oil Tank (A) LOW HIGH LOW HIGH

To Control Air System


QC005 for Closing Dampers P P P P P P P P P P P

OI OI OE OE OB OP OB OE OE OF OF
037 015 202 201 202 082 002 001 004 120 205
To Fire Damper
TA219

Generator Generator
Engine Engine Marine Marine Gas Oil Marine Heavy Fuel Heavy Fuel Heavy Fuel Low Sulphur
From Control Gas Oil Serving Gas Oil Oil Oil Oil Tank Heavy Fuel
Lubricating Lubricating
Air System Storage Tank Settling Settling Service (Port) Oil Tank
Oil Storage Oil Settling
Marine Gas Oil Tank (Port) Tank Tank Tank (Port)
Tank Tank
Tank for (Port) (Port) (Port) (Port)
(Port) (Port)
Emergency
Wire Operating
Generator LOW HIGH LOW HIGH
from Outside
Engine
of Emergency Diesel OI
Generator Room 030 P P P P P P P P P P P P

LF LF OF OE OE OB OP OB OE OE OF OF
023 027 210 204 203 201 303 001 002 003 111 107

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.10- Page 1 of 4


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5.4.10 Quick-Closing Valves, Fire Dampers and Valves Remotely Closed by Operating Group 1 for Starboard Side Engine Valves Remotely Closed by Operating Group 2 for Port Side Engine Room
Emergency Stops Room Three-Way Valve Three-Way Valve

Tank Valve Description Valve Tank Valve Description Valve


Introduction
Starboard MGO settling Starboard MDO settling tank OP068 Port MGO settling tank Port MGO settling tank outlet to OP301
To ensure a fast and effective ability to respond to a fire situation the ship is tank outlet valve to HFO separator HFO separator
provided with means to shut off tanks containing flammable liquids that would Starboard MGO service Starboard MGO service tank low OM551 Port MGO service tank Port MGO service tank low OM501
normally be open; to shut down the pumps and other equipment that could tank suction outlet valve to starboard suction outlet valve to port main
cause or maintain a fire and to shut off the air supply to a fire. main engine engine
Starboard MGO service Starboard MGO service tank high OM552 Port MGO service tank Port MGO service tank high OM502
tank suction outlet valve to starboard suction outlet valve to port main
Oil Tank Quick-Closing Valves
main engine engine
Starboard main engine Lubricating oil storage tank outlet LF025 Port main engine Lubricating oil storage tank outlet LF019
CAUTION
lubricating oil storage tank to starboard main engine sump lubricating oil storage tank to port main engine sump tank
Some tanks such as lubricating oil tanks do not have quick-closing valves tank Port main engine Lubricating oil tank outlet to LF020
fitted. This is because they are normally closed and only opened for short
Starboard main engine Lubricating oil tank outlet to LF024 lubricating oil settling tank port main engine lubricating oil
periods of time when required. It is therefore important to ensure that
lubricating oil settling tank starboard main engine lubricating separator
these valves are always closed when not in use.
oil separator Port HFO cylinder HFO cylinder lubricating oil LF021
All of the outlet valves from the fuel oil and lubricating oil tanks from which Starboard lubricating oil Starboard lubricating oil LF052 lubricating oil storage tank storage tank outlet to port main
oil could flow to feed a fire are equipped with pneumatically operated quick- renovating tank renovating tank outlet to main engine cylinder oil service tank
closing valves. These valves are operated from the fire control station. engine lubricating oil separator Main engine cylinder oil Main engine cylinder oil storage LF022
Starboard cylinder Starboard cylinder lubricating oil LF059 storage tank (port) tank for tank outlet to port and starboard
The quick-closing valves are supplied with compressed air at 700kPa from the lubricating oil storage tank storage tank outlet to starboard MDO use main engines cylinder oil service
control air system via a storage cylinder located in a cabinet in the fire control main engine No.1 cylinder oil tanks for LSHFO use
station. The cylinder is fitted with an alarm to warn of low pressure. service tank for HFO use Port HFO settling tank HFO tank outlet to separator feed OP001
No.1 main engine cylinder HFO use cylinder oil service tank LM251 pumps
A non-return valve is fitted on the inlet line to the storage cylinder, which oil service tank starboard outlet to heating tank for starboard Port HFO service tank HFO supply low suction valve to OM001
is normally in the open position to ensure that a full charge of air is always for HFO use main engine cylinder oil port main engine
available. No.2 main engine cylinder LSFO use cylinder oil service tank LM252 Port HFO service tank HFO supply high suction valve to OM002
oil service tank starboard outlet to heating tank for starboard port main engine
The fuel oil, lubricating oil and waste oil tanks are grouped into four systems, for LSFO use main engine cylinder oil
port side engine room, starboard side engine room, generator engine and No.1 main engine cylinder HFO use cylinder oil service tank LM201
Starboard HFO settling HFO tank outlet to separator feed OP051 oil service tank port for outlet to heating tank for port
other equipment, and the forward deep heavy fuel oil tanks, with one three- tank pumps
way cock operating each system. In normal operation the supply line to each HFO use main engine cylinder oil
group of tank valves is vented to atmosphere, but when the cock is turned 90°, Starboard HFO service tank HFO supply low suction valve to OM051 No.2 main engine cylinder LSFO use cylinder oil service LM202
compressed air is directed to the pistons, which collapse the bridge of each starboard main engine oil service tank port for tank outlet to heating tank for port
valve in that group, thus causing the valves to close. Starboard HFO service tank HFO supply high suction valve to OM052 LSFO use main engine cylinder oil
starboard generator engines Port lubricating oil Port lubricating oil renovating LF051
The valves are reset by venting the air supply and operating the valve handwheel renovating tank tank outlet to main engine
in a closed direction to reset the bridge mechanism, and then by opening the lubricating oil separator
valve in the normal way.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.10 - Page 2 of 4


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Illustration 5.4.10b Closing Damper Control System


Pneumatic Closing Damper for CLOSE OPEN Key
Engine Control Room Exhaust NP1 Main Pneumatic Control Panel for Engine Room Space Closing Damper
Pneumatic Closing Damper for NP2 Local Pneumatic Control Panel for No.1 Group Closing Damper
Engine Control Room Supply NP3 Local Pneumatic Control Panel for Purifier Room (Starboard) Closing Damper
NP4 Local Pneumatic Control Panel for Purifier Room (Port) Closing Damper
Pneumatic Closing Damper for
Engine Control Room Supply NP5 Local Pneumatic Control Panel for Emergency Diesel Generator Exhaust Fan/Supply Closing Damper
Located Near Pneumatic Closing Damper for To be Located Near NP6 Local Pneumatic Control Panel for Paint Store Exhaust Fan/Supply Closing Damper
Entrance Door for No.2 Engine Room Supply Fan (Port) Entrance Door for
Pneumatic Closing Damper for ECR (Outside ECR) NP7 Local Pneumatic Control Panel for Oil/Grease Room Supply/Exhaust Closing Damper
Engine Control Room Exhaust Pneumatic Closing Damper for Engine Room Casing NP8 Local Pneumatic Control Panel for Chemical Store Exhaust Closing Damper
No.4 Engine Room Supply Fan (Port) (Inside Side)
Pneumatic Closing Damper for NP9 Local Pneumatic Control Panel for Incinerator Room Supply Fan/Exhaust Closing Damper
Pneumatic Closing Damper for NP10 Local Pneumatic Control Panel for HPP Room Supply Fan/Exhaust Closing Damper
Switchboard Room Exhaust No.1 Engine Room Supply Fan (Starboard)
(Starboard) NP11 Local Pneumatic Control Panel for No.1 Group Closing Damper
Pneumatic Closing Damper for CLOSE OPEN
Pneumatic Closing Damper for No.3 Engine Control Room Exhaust (Starboard) NP12 Local Pneumatic Control Panel for Gas Combustion Unit Hood Room Exhaust/Supply Damper
Switchboard Room Supply AC220V N1 Manual Valve for No.1 Group Closing Damper
(Starboard) Located Near Entrance N2 Manual Valve for No.2 Group Closing Damper
NP 12 N3 Manual Valve for No.3 Group Closing Damper
Pneumatic Closing Damper for Door for Starboard Main CLOSE OPEN
Switchboard Room Supply Switchboard Room N4 Manual Valve for No.4 Group Closing Damper
(Starboard) Pneumatic Closing Damper
(Outside Switchboard Room) for Steering Gear Room Exhaust Fan
Pneumatic Closing Damper for
Switchboard Room Exhaust Solenoid Valve Control Air Damper State
(Starboard) Pneumatic Closing Damper De-energised Exhaust from Air Supply Close
Pneumatic Closing Damper for Paint Store Supply
for No.1 Gas Combustion Unit Energised Supply to Air Cylinder Open
Pneumatic Closing Damper for Located
Switchboard Room Supply (Port) Gas Hood Room Exhaust CLOSE OPEN NP 6
Near Entrance
Pneumatic Closing Damper for Located Near Entrance
Switchboard Room Supply (Port) Pneumatic Closing Damper for No.1
Door for Port Main Gas Combustion Unit Gas Hood Room Supply
Pneumatic Closing Damper for Switchboard Room
Switchboard Room Exhaust (Port) (Outside Switchboard Room) Pneumatic Closing Damper for No.2 Pneumatic Closing Damper
Gas Combustion Unit Gas Hood Room Exhaust NP 1
for Paint Store Exhaust Fan Located Near
Pneumatic Closing Damper for Pneumatic Closing Damper for No.2
Switchboard Room Exhaust (Port) Entrance
Gas Combustion Unit Gas Hood Room Supply
Pneumatic Closing Damper NP 7
Pneumatic Closing Damper for NP 3 N1
Diesel Generator Room Exhaust CLOSE OPEN for Oil/Grease Room Supply
(Starboard)
Pneumatic Closing Damper
Located Near Entrance for Oil/Grease Room Exhaust
Door for Starboard Diesel
Pneumatic Closing Damper for Pneumatic Closing Damper
Diesel Generator Room Supply Generator Room (Outside Located Near N2
Pneumatic Closing Damper for Chemical Store Supply
(Starboard) Diesel Generator Room) Entrance
for Purifier Room Exhaust
Fan (Starboard) CLOSE OPEN NP 8
NP 4 Located
Pneumatic Closing Damper Pneumatic Closing Damper for
for Diesel Generator Room Purifying Room Supply (Starboard) at Fire Control
Exhaust (Port) N3 Station
Pneumatic Closing Damper for
Pneumatic Closing Damper for Purifier Room Exhaust Fan (Port) Pneumatic Closing Damper
Located Near Entrance for Chemical Store Exhaust Fan Located Near PI
Diesel Generator Supply Door for Port Diesel Pneumatic Closing Damper for
(Port) Located Near Entrance From Quick-
Generator Room (Outside Purifying Room Supply (Port)
Entrance Door for Closing Valve
Diesel Generator Room) CLOSE OPEN NP 9
Purifying Room N4 Control System
Air Filter/
(Outside Purifying Room)
Regulator

CLOSE OPEN
Pneumatic Closing Damper for Emergency NP 5 Pneumatic Closing Damper
Diesel Generator Room Air Trunk Supply for Incinerator Room Supply Fan Located Near
Entrance
Pneumatic Closing Damper for Emergency Pneumatic Closing Damper
Diesel Generator Room Air Trunk Exhaust for Incinerator Room Exhaust
Pneumatic Closing Damper for CLOSE OPEN NP 10
Engine Room Natural Exhaust CLOSE OPEN
Pneumatic Closing Damper for
Engine Room Natural Exhaust

Pneumatic Closing Damper for Pneumatic Closing Damper Key


Engine Room Natural Exhaust Pneumatic Closing Damper for Hydraulic PP Room Supply Fan Located Near Compressed Air
for Emergency Generator Located Near Entrance
Pneumatic Closing Damper for Room Exhaust Fan Pneumatic Closing Damper for Electrical Signal
Engine Room Natural Exhaust Entrance
Hydraulic Power Pack Room Exhaust

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.10 - Page 3 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Valves Remotely Closed by Operating Generator Engines and Other Tank Valve Description Valve No.2 Group Closing Dampers
Equipment Three-Way Valve
Port HFO service tank HFO service tank low suction OE002 • Emergency generator room supply and exhaust trunk closing
outlet to generator engines fuel oil dampers (2).
Tank Valve Description Valve system
Incinerator MDO tank Incinerator MDO supply OI037 • Emergency generator room exhaust fan closing damper.
Port HFO service tank HFO service tank high suction OE003
Incinerator waste oil Incinerator waste oil supply OI015 outlet to generator engines fuel oil
service tank system No.3 Group Closing Dampers
MGO service tank MGO service tank (starboard) OE202 Port HFO settling tank Port HFO settling tank outlet to OB001
(starboard) outlet to auxiliary boiler fuel oil auxiliary boiler fuel oil system • Paint store supply duct and exhaust fan closing dampers (2).
system Port HFO bunker tank Port HFO bunker tank outlet to OF111 • Oil/grease room supply and exhaust duct closing dampers (2).
MGO service tank MGO service tank (starboard) OE201 HFO transfer pump • Chemical store supply duct and exhaust fan closing dampers
(starboard) high suction outlet to generator Port LSFO bunker tank Port LSFO bunker tank outlet to OF107 (2).
engines fuel oil system HFO transfer pump
MGO service tank MGO service tank (starboard) low OB202 • Incinerator room exhaust duct and supply fan closing dampers
(starboard) suction outlet to generator engines (2).
fuel oil system Fire Dampers • Hydraulic power pack room exhaust duct and supply fan closing
MGO settling tank MGO supply to inert gas OP082 dampers (2).
Fire dampers operate to close the ventilation openings in the event of a fire
(starboard) generator FO system
in the engine room, accommodation and accompanying spaces. The dampers
Starboard HFO settling Starboard HFO settling tank outlet OB002 are maintained in the open position by a pneumatic signal, this opening signal No.4 Group Closing Dampers
tank to auxiliary boiler fuel oil system works against a return spring housed in the operating cylinder, therefore,
Starboard HFO service tank Starboard HFO service tank low OE001 when the opening signal is vented or the air system is lost the fan damper will • Steering gear room exhaust fan closing damper (1).
suction outlet to generator engines close.
fuel oil system
The dampers have in most cases been arranged into groups which are indicated
Emergency Stops
Starboard HFO service tank Starboard HFO service tank high OE004
suction outlet to generator engines in the table below. There are a number of emergency stop pushbutton boxes fitted, each controlling
fuel oil system the tripping of a number of fans, pumps or electrical equipment.
Starboard HFO bunker tank Starboard HFO bunker tank outlet OF120 No.1 Group Closing Dampers
to HFO transfer pump
Starboard MGO storage Starboard MGO storage tank OF205 • Engine control room supply and exhaust fan closing dampers
tank outlet to MGO transfer pump (4).
Port generator engines Lubricating oil supply to generator LF023 • Port and starboard main switchboard rooms supply and exhaust
lubricating oil storage tank engines LO sump tanks fan closing dampers (8).
Port generator engines Lubricating oil supply to LO LF027 • Port and starboard diesel generator rooms supply and exhaust
lubricating oil settling tank transfer pump fan closing dampers (4).
Port MGO storage tank Port MGO storage tank outlet to LF210
• Engine room port and starboard supply fan closing dampers
MGO transfer pump
(4).
Port MGO service tank MGO service tank (port) low OE204
suction outlet to generator engines • Engine room natural exhaust duct closing dampers (4).
fuel oil system • No.1 and No.2 gas combustion unit gas hood room exhaust and
Port MGO service tank MGO service tank (port) high OE203 supply fan closing dampers (4).
suction outlet to generator engines
• Port and starboard purifier rooms supply and exhaust fan closing
fuel oil system
dampers (4).
Port MGO service tank MGO service tank (port) outlet to OB201
auxiliary boiler fuel oil system
Port MGO settling tank MGO settling tank outlet to the OP303
gas combustion unit

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.10 - Page 4 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.11a Hypermist System

Fire Control Station Fire Alarm Panel Wheelhouse Engine Room

FAULT DISC.
FIRE Menu Home Disc.

Power
FIRE ALARM 1(1) 06:27 1 2 3
Test ABC DEF
Alarm Transfer
Alarm Device
4 5 6
GHI JKL MNO

Auxiliary Boiler Area Incinerator Area


Alarm Delay
Zone Unit
7 8 9
PQRS TUV WXYZ
System Fault

220V AC Warning
Pre-alarm
0 OK
F F S S F S S
Push OK for list view
Alarm Monitor Panel
F1
OK
F2 HYPER MIST
LOCAL FIRE FIGHTING SYSTEM
F3 Mute Next Reset

220V AC
Inert Gas Generator Area Gas Combustion Unit Area
F S S F S S

HYPER LP
LOCAL FIRE FIGHTING SYSTEM

Purifier Area (Port) Purifier Area (Starboard)


F S S F S S

Diesel Generator (Port) Diesel Generator (Starboard)


F F S S F F S S

Main Engine Area (Port) Main Engine Area (Starboard)


F F S S F F S S

To Fresh Water Hydrophore Tank

Fresh Water Tank Steering Gear Compartment


D40V
(Port) A
M AV8
M M
MV3 440V AC
AV10 AV4

M M
Motor Starter for
Steering Gear Room
Hyper-LP Low AV9 AV3
To Fresh/Drinking Pressure Pump Key
Water Hydrophore M M
Unit Fresh Water
AV6 AV7
Electrical Signal
M M
Fresh Water Tank F Flame Detector
(Starboard) AV5 AV1
D45V CI M PI S Smoke Detector
M M

MV4 AV12 AV2 Signal Light


Centrifugal Pump
To Fire Spray Pushbutton
(310 Litres/min x120mth)
Line Rinsing
D40V

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.11 - Page 1 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
5.4.11 Engine Room Water-Based Fire Fighting The minimum amount of fresh water required for the water-based fire fighting The system may also be operated in MANUAL mode which disables the
System system is 5.0m³, therefore, the fresh water hydrophore pumps suction line is set automatic response to any fire detection. In MANUAL, the fire detection
higher than the Hyper LP water pump suction line. system will operate as a fire indicator only.
Vessels constructed after 1st July 2002 and of 2,000grt or above, require to
have protected areas of the machinery space covered by a fixed local fire The pump unit supplies the protected zones through ten section valves leading When a fire is detected by the fire detection system in one of the protected
fighting system. This takes the form of a water mist discharged from above to various nozzles. A main control panel and a dedicated fire detection panel spaces, the control system will operate to open the dedicated section valve for
these areas. are located in the fire control station, a repeater alarm panel is situated on that section and open the motorised pump suction valve. It will then start the
the bridge. Power can be supplied to the pump from the main or emergency pump which will then draw water from the port or starboard fresh water tanks
switchboards. to which it has been aligned and supply it to the activated section. The water
System Specification
spray system will operate for as long as there is water in the fresh water tank
Manufacturer: Kashiwa Co. Ltd. This system covers the following spaces: above the low level trip switch to supply the pump. The fresh water tanks have
System type: Hyper-LP their normal consumer water suction pipes terminated in such a position to
Nozzle type: WN-3 Protected Space No. of Nozzles Flow Rate guarantee the minimum water supply for the system, ie, sufficient to allow the
(WN-3) hypermist system to operate continuously for 20 minutes (from either tank),
Nozzle capacity: 16.2 litres/min at 8Mpa
allowing for the vessel’s movement in a seaway.
Maximum total flow: 5.0m³ (including 20% allowance) Main engine starboard 10 180.0 litres/min
Pump manufacturer: Grundfos Main engine port 10 180.0 litres/min The system can also be activated by manually pressing the appropriate
Pump model: CR15-6 Port diesel generator engine area 8 151.0 litres/min SYSTEM START pushbutton on the main control panel in the fire control
Starboard diesel generator engine area 8 151.0 litres/min station, by pressing the appropriate local SYSTEM START pushbutton in
Pump type: Vertical centrifugal
Auxiliary boiler area 2 36.7 litres/min the engine room spaces, or by manually opening the required section valve
Pump capacity: 6.0m³ at 12.0 bar and then starting the pump at the local pump starter panel in the steering gear
Incinerator area 2 36.5 litres/min
Pump motor type: MG 160MB compartment.
Port purifier area 2 37.8 litres/min
Pump motor output: 11kW, 440V AC, 60Hz, 3-phase, 3,480 - 3,530 rpm
Starboard purifier area 2 37.8 litres/min The pipework has drain valves on the pump suction and delivery sides to
Inert gas generator area 2 37.1 litres/min facilitate complete drainage of the system, thereby reducing corrosion. An air
Introduction Gas combustion unit area 2 33.4 litres/min
test connection is also supplied to test the pipework, and this connection may
also be used to dry the pipework, reducing corrosion further.
The basic principle of the water mist system is to provide an environmentally
The system is sized to be able to deliver water to the largest consumer (main Each protected area has a local release box positioned near the area to facilitate
safe fire suppression agent with highly effective extinguishing ability. When the
engine areas) at the rated capacity and pressure, although it would be possible an immediate response to any incident by any personnel in the space. Pressing
very fine droplets of water come into contact with flames or hot surfaces they
to manually supply more than one of the smaller sections simultaneously. this button sends a signal to the main control panel which initiates a system
rapidly expand into steam and evaporate. Because of their large surface area
and relatively small mass, this produces a rapid cooling effect and excludes discharge in the same way as described previously. Should the control system
The system has its own dedicated fire detection system. This system has fail, the system can still be operated by proceeding to the steering gear and
oxygen from the atmosphere in the vicinity of the fire, thereby starving the fire
a combination of smoke and flame detectors in each protected space, and opening the appropriate section valve manually. Once the pump suction valve
of vital oxygen. Because the water is in mist form the system is also effective
requires the activation of one smoke detector and one flame detector in the has been confirmed as open, the pump can then be started.
on oil fires.
same space to operate the system automatically. The number of fire detector
Water at a pressure of between 900 and 1,050kPa bar is injected into the heads dedicated to the system are indicated in the table below.
protected space through special nozzles which break down the water stream
System Components
into very fine particles. The positioning and the distance of the spray mist Protected Space Detector Heads Fire Detection/Alarm Panel
nozzles from the protected equipment is designed to ensure complete and Main engine starboard 2 x flame plus 4 x smoke This panel houses the fully independent fire detection alarm system that
effective protection. Main engine port 2 x flame plus 4 x smoke provides the system with the signals for automatic operation and is located
Port diesel generator engine area 2 x flame plus 2 x smoke in the fire control station. The alarm panel has LCD displays which indicate
The system consists of a pump located in the steering gear compartment, which
Starboard diesel generator engine area 2 x flame plus 2 x smoke the zone and detector which have gone in to alarm, as well as FAULT and
takes suction from the either the port or starboard domestic fresh water tanks
FIRE indicators. Pushbuttons for multiple alarm scrolling, MUTE and RESET
which also supplies the vessel’s domestic water system. The outlet valve from Auxiliary boiler area 2 x flame plus 2 x smoke
functions are also provided.
the fresh water tank to this system is locked in the open position. In the case Incinerator area 1 x flame plus 2 x smoke
of a total blackout, the system may also be supplied by the emergency fire Port purifier area 1 x flame plus 2 x smoke There are also several indicator LEDs for other functions, such as disconnection,
pump. power, etc. The operator panel has a text display which shows the current
Starboard purifier area 1 x flame plus 2 x smoke
system status, as well as a numeric pad and a cursor control pad. This pad
Inert gas generator area 1 x flame plus 2 x smoke
gives access to the full range of the system functions such as the test facility
Gas combustion unit area 1 x flame plus 2 x smoke

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.11 - Page 2 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.11b Hypermist Control Panel

HYPER-LP
LOCAL FIRE FIGHTING SYSTEM

MAIN ENGINE (S) MAIN ENGINE (P) PORT D/G ENGINE STBD D/G ENGINE AUX. BOILER
MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE
SYSTEM START SYSTEM START SYSTEM START SYSTEM START SYSTEM START

IN AN IN AN IN AN IN AN IN AN
EMERGENCY EMERGENCY EMERGENCY EMERGENCY EMERGENCY
BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS
AND PUSH AND PUSH AND PUSH AND PUSH AND PUSH
BUTTON BUTTON BUTTON BUTTON BUTTON

INCINERATOR PORT PURIFIER STBD PURIFIER I.G. GENERATOR GAS COM. UNIT
MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE
SYSTEM START SYSTEM START SYSTEM START SYSTEM START SYSTEM START

IN AN IN AN IN AN IN AN IN AN
EMERGENCY EMERGENCY EMERGENCY EMERGENCY EMERGENCY
BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS
AND PUSH AND PUSH AND PUSH AND PUSH AND PUSH
BUTTON BUTTON BUTTON BUTTON BUTTON

SYSTEM START PUMP PORT FRESH WATER STBD FRESH WATER


SYSTEM PUMP
SELECT SUCTION V. TANK LEVEL TANK LEVEL
STOP AUTO &
MANUAL MANUAL OPEN LOW LOW RUN

BUZZER STOP LAMP & BZ TEST


MAIN SOURCE EM’CY SOURCE
BREAKER TRIP

KASHIWA CO., LTD.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.11 - Page 3 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
and menu functions. For a full description of the fire detection system, please System Activation Protected Space Local Operation Location
refer to the manufacturer’s instruction manual.
Incinerator area Upper deck casing, between the garbage
The system has four methods of activation. These are:
store and the incinerator
Main Control Panel • Automatic Port purifier area 3rd deck level, outside purifier room door
The main control panel provides the main access point for the manual operation • Manual Starboard purifier area 3rd deck level, outside purifier room door
of the system. From this panel the system can be monitored and activated as Inert gas generator area 1st deck level, adjacent to the inert gas
• Local
well as AUTOMATIC/MANUAL mode selection. The following controls are generator
provided: • Emergency
Gas combustion area D deck casing, port aft of the GCU
• Individual section system activation pushbuttons
Automatic Operation Emergency Operation
• Individual section MIST DISCHARGE indicator lamps
When the fire detection system detects a fire in one of the protected spaces, Should the operating system fail, each section valve is provided with a manual
• System stop pushbutton
the PLC in the main control panel will open the correct dedicated section operation lever. The motorised pump suction valve may also be manually
• Mode selection switch valve, the motorised pump suction valve and start the pump. The fire detection operated. Once both valves have been opened, the pump can be started locally
• Breaker trip button system will not send the start signal to the main control panel unless at least at the motor starter panel by turning the selector switch to LOCAL and pressing
two detectors in the same space have been activated, one of which must be a the START pushbutton. Using this method, it is possible to operate more than
• Main and emergency power source supply indicator lamps smoke detector and the other must be a flame detector. Two or more similar one small section at the same time, up to the capacity of the system (system
• Pump running/suction valve open indicator lamps detectors going in to alarm at the same time will only activate a fire alarm and pressure not below 800kPa).
not activate the hypermist system.
• Lamp and buzzer test pushbutton
Audible/visual alarms will be sounded in the protected area when the system CAUTION
• Buzzer stop pushbutton
is activated. The pump must not be started before both suction and delivery valves
are opened, otherwise damage to the pump will occur. The pump must
Pump Local Starter Panel and Pump never be run dry.
Manual Operation
The local starter panel has an ammeter for the pump, as well as START and
STOP pushbuttons and a MANUAL/REMOTE selector switch. A selector When in manual mode, the system is operated using the main control panel
switch is also provided for operation of the winding heater. Power, winding in the fire control station. By pressing the dedicated SYSTEM START Procedure to Test Run the Hypermist Water Pump
heater operation and running indication lamps are also provided, as well as an pushbutton of the desired section, a signal is generated which activates the
hour meter. same sequence described for automatic operation. When in manual mode, the a) Ensure that there is sufficient water in the fresh water tanks.
fire detection system is still fully operational but is barred from initiating a
The pump is a multi-stage vertical centrifugal type. The suction valve from the system discharge. b) Check that all instrumentation valves are open and that the
fresh water supply tank(s), AV11, is a motorised valve which is opened by the instruments are reading correctly. Ensure that the MANUAL/
control system prior to the pump being started. REMOTE selector switch on the local pump starter panel is set
Local Operation
to the MANUAL position.
Pushbuttons are located in or near every protected area. Should a fire be
Bridge Alarm and Repeater Panels observed, the system can be activated by pressing one of these buttons. The c) Ensure that the pump suction drain line valve is closed. Ensure
The bridge alarm panel is for monitoring only. It has individual indicator lamps activation sequence is similar to that described for manual operation. that the test line valve MV2 is open, this run-off test line should
for section activation as well as lamp test, buzzer stop and dimmer pushbuttons/ be positioned to discharge to a safe place. Ensure that all section
switches. In addition, there is also an MN4000 repeater panel for the CS4000 Local Activation Points valves are closed and that all personnel are aware a test is about
panel in the fire control station. to take place.
Protected Space Local Operation Location
Main engine starboard 2nd deck level, aft end of engine, inboard d) Operate the main power switch on the local pump starter panel.
Section Valves
Press the START pushbutton on the local pump starter panel.
Main engine port 2nd deck level, aft end of engine, inboard
The section valves are electrically actuated ball valves which are operated via The pump suction valve will open and the water pump will
the main control panel. They may be operated manually in an emergency. Port diesel generator engine 3rd deck level adjacent to entrance door to start.
area port DG room
Starboard diesel generator 3rd deck level adjacent to entrance door to e) Check the operation of the pump. When satisfied, press the
engine area starboard DG room STOP pushbutton on the local pump starter panel. Ensure that
Auxiliary boiler area Upper deck casing, forward centre, adjacent the pump suction valve closes. Once closed, turn the main
to escape trunk power switch OFF.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.11 - Page 4 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.4.11b Hypermist Control Panel

HYPER-LP
LOCAL FIRE FIGHTING SYSTEM

MAIN ENGINE (S) MAIN ENGINE (P) PORT D/G ENGINE STBD D/G ENGINE AUX. BOILER
MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE
SYSTEM START SYSTEM START SYSTEM START SYSTEM START SYSTEM START

IN AN IN AN IN AN IN AN IN AN
EMERGENCY EMERGENCY EMERGENCY EMERGENCY EMERGENCY
BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS
AND PUSH AND PUSH AND PUSH AND PUSH AND PUSH
BUTTON BUTTON BUTTON BUTTON BUTTON

INCINERATOR PORT PURIFIER STBD PURIFIER I.G. GENERATOR GAS COM. UNIT
MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE MIST DISCHARGE
SYSTEM START SYSTEM START SYSTEM START SYSTEM START SYSTEM START

IN AN IN AN IN AN IN AN IN AN
EMERGENCY EMERGENCY EMERGENCY EMERGENCY EMERGENCY
BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS BREAK GLASS
AND PUSH AND PUSH AND PUSH AND PUSH AND PUSH
BUTTON BUTTON BUTTON BUTTON BUTTON

SYSTEM START PUMP PORT FRESH WATER STBD FRESH WATER


SYSTEM PUMP
SELECT SUCTION V. TANK LEVEL TANK LEVEL
STOP AUTO &
MANUAL MANUAL OPEN LOW LOW RUN

BUZZER STOP LAMP & BZ TEST


MAIN SOURCE EM’CY SOURCE
BREAKER TRIP

KASHIWA CO., LTD.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.11 - Page 5 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
f) Close the test valve MV2. Local activation pushbuttons and emergency operation, as described previously,
will operate regardless of AUTOMATIC or MANUAL mode being selected.
The system is now ready to be placed in automatic or manual operating mode
as required.

Procedure for Setting the Hypermist System for Automatic


Operation

a) Ensure that there is sufficient water in the fresh water tank,


starboard domestic or the distilled water tank. Top-up the tank
from the fresh water system if required.

b) Check that all instrumentation valves are open and that the
instruments are reading correctly. Ensure that the AUTO &
MANUAL/MANUAL selector switch on the main control
panel is in the MANUAL position. Ensure that the MANUAL/
REMOTE selector switch on the local pump starter panel is in
the MANUAL position.

c) Ensure that both system drain valves and the system air testing
connection valves are closed. Ensure that the pump suction
valve and all section valves are closed.

d) Operate the main power switch on the local pump starter panel
to start the system.

e) Check the operation of the fire detection system. Ensure there


are no FAULTS or disconnections and that any alarms reset
correctly.

f) Move the MANUAL/REMOTE selector switch on the local


pump starter panel to the REMOTE position. Ensure that the
pump winding heater selector switch is ON.

g) At the main control panel and the bridge monitoring panel, press
the LAMP TEST buttons to check that the warning lights are
functioning.

h) Once satisfied that there are no fire alarms and that it is safe to
do so, move the AUTO & MANUAL/MANUAL selector switch
on the main control panel to the AUTO & MANUAL position.

The system is now operational. To place the system in MANUAL mode,


the AUTO & MANUAL/MANUAL selector switch should be moved to the
MANUAL position. It should be noted that the manual activation switches on
the main control panel will still operate even if the system is in AUTOMATIC
mode. MANUAL mode should only be used where a fault exists within the
system or where accidental activation may occur.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.4.11 - Page 6 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 5.5a Reliquefaction Plant Fresh Water Cooling System

Chemical
Dosing Inlet
Electric Motor Room Cargo Compressor Room
Fresh Water
Filling FW355
FW253
Set at 7 bar
N2 Cooler
Fresh Water Key FW333 FW224
Expansion Tank
Sea Water
(2.0m3)
No.2 FW332
Fresh Water FW261 FW216
FW253 Vacuum Pump
FW239 Bilge
FW260
FW215

Engine Room FW335 No.2 BOG Compressor Unit No.2 N2 Compander


No.2

No.1 FW334
FW249 FW244 Vacuum Pump
Set at 7bar
N2 Cooler
FW225
FW252 FW243 FW344
From IGG
Scrubber Pump Auxiliary Cooling FW259 FW213
Fresh Water Coolers FW345

No.1 No.2 H/D FW258


Compressor FW214

FW245 FW242 No.1 BOG Compressor Unit No.1 N2 Compander


FW246 FW346

FW347
FW220 FW248 FW241
No.1

FW238 FW254 FW236 FW340

Auxiliary Fresh Water Cooling


FW202 FW201 FW341 Steam Drain Cooler
Pumps for Reliquefaction Plant
No.1 H/D FW370
No.2
Compressor
No.2 No.1 A
FW237 FW255 FW235 FW369
FW342 FW FW
FW 331 330 No.1/2 N2 Booster Compressor Unit
348
FW343

FW203 FW204

No.1 VFD Heat


Auxiliary Cooling FW013 Exchanger FW010
Sea Water Pumps for
Reliquefaction Plant No.2 VFD Heat
FW014 Exchanger FW011

From Main Sea From / To Engine


Water Crossover Line Room Auxiliary Central
Cooling Water System
(From Illustration 2.5.3a Machinery)

Issue: 1 - May 2010 IMO No: 9431135 Section 5.5 - Page 1 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
5.5 Reliquefaction Plant Fresh Water The 2.0m3 fresh water expansion tank is located in the engine room casing c) Ensure all pressure gauge and instrumentation root valves are
Cooling System on D deck and provides a positive head to the system as well as allowing for open and all vent valves closed.
thermal expansion. The positive head ensures that, in the event of a failure of
a cooler, fresh water leaks into the sea water system so that sea water does not d) Check that power is available to the temperature control valve.
Reliquefaction Plant Fresh Water Cooling Pumps contaminate the fresh water system.
Manufacturer: Teikoku e) Position the valves as shown in the following table:
To prevent corrosion within the system, inhibitor chemicals are added to the
Type: Vertical centrifugal
cooling water via the expansion tank. The cooling water must be sampled Position Description Valve
Model: VCD-82M and analysed at regular intervals and treatment chemical added as required
No. of sets: 2 Open Fresh water expansion tank outlet valve FW239
to maintain the correct water condition. The tank is filled from the domestic
fresh water system, and is provided with a level glass and hopper for adding the Closed Fresh water expansion tank drain valve FW240
Capacity: 720m3/h
treatment chemicals. Closed Fresh water expansion tank filling valves FW253
Total head: 40m
Fresh water expansion tank chemical dosing inlet
Rating: 440V, 125kW, 1,785 rpm Closed FW355
WARNING valve
Care must be taken when handling chemicals to avoid direct skin, eye or Open No.1 auxiliary cooling fresh water pump suction FW238
Reliquefaction Plant Fresh Water Coolers clothing contact. Appropriate personal protective equipment should be valve
Manufacturer: DHP Engineering worn at all times when handling the chemicals. In the event of accidental Open No.1 auxiliary cooling fresh water pump discharge FW236
contact, seek medical attention immediately. valve
No. of sets: 2
Operational No.1 auxiliary cooling fresh water pump discharge FW254
Type: Plate The cargo auxiliary cooling fresh water cooling system provides fresh water non return valve
Model: DX-30L-1P-191 for cooling to the following equipment: Open No.2 auxiliary cooling fresh water pump suction FW237
• No.1 and No. 2 boil-off gas (BOG) compressors valve
Variable Frequency Drive (VFD) Heat Exchangers • No.1 and No. 2 nitrogen (N2) companders Open No.2 auxiliary cooling fresh water pump discharge FW235
valve
Manufacturer: Alfa Laval • No.1 and No.2 variable frequency drive heat exchangers
Operational No.2 auxiliary cooling fresh water pump discharge FW255
No. of sets: 2 • No.1 and No.2 nitrogen booster compressors non return valve
Type: Plate Open No.1 auxiliary cooler fresh water inlet valve FW241
Model: M6-FG The VFD heat exchangers cool glycol, which is circulated through the VFD Open No.1 auxiliary cooler fresh water outlet valve FW242
cooling system cabinets. An in-line strainer is provided at the cooling water Closed No.2 auxiliary cooler fresh water inlet valve FW243
inlet to each heat exchanger.
Introduction Closed No.2 auxiliary cooler fresh water outlet valve FW244
To prevent airlocks, two deaerators (FW226 and FW223) are fitted to the Operational Auxiliary cooling three-way control valve FW348
The fresh water cooling system for the reliquefaction plant and cargo machinery highest points of the system in the cargo compressor room. No.1 VFD heat exchanger fresh water cooling inlet
Open FW010
systems consists of two centrifugal pumps, which circulate the water through valve
the coolers. The water is then circulated round the reliquefaction plant and No.1 VFD heat exchanger fresh water cooling outlet
cargo machinery cooling water systems, returning to the pump suction. The Preparation for the Operation of the Reliquefaction Plant Open
valve
FW013
plate coolers are cooled with sea water supplied by two dedicated centrifugal Cooling Fresh Water System Open No.1 VFD coolant cabinet glycol inlet valve FW016
pumps as detailed in Section 2.4.1 of the Machinery Operating Manual.
The following description assumes that No.1 reliquefaction plant fresh water Open No.1 VFD coolant cabinet glycol outlet valve FW015
One cooling fresh water pump is normally in service, with the standby pump cooler and No.1 VFD heat exchanger will be in service. No.2 VFD heat exchanger fresh water cooling inlet
Closed FW011
set for automatic starting. A pressure switch located on the discharge manifold valve
provides the start signal for the standby pump should the operational pump fail a) Ensure that the expansion tank drain valve is closed and the tank No.2 VFD heat exchanger fresh water cooling outlet
Closed FW014
to maintain the pressure for any reason. The temperature of the cooling water is filled to its normal working level. Top-up the tank if required valve
entering the reliquefaction plant and cargo machinery cooling water system is from the fresh water service system. Closed No.2 VFD coolant cabinet glycol inlet valve FW018
controlled by a 3-way valve, which regulates the flow of water to the coolers Closed No.2 VFD coolant cabinet glycol outlet valve FW017
or directly to the cooling water system. The temperature of the cooling water b) Ensure that the cooling fresh water system is fully charged with
at the system inlet is maintained at a temperature of 36°C. No.1 and No.2 nitrogen booster compressor unit
water, and that all air is vented from the system. Open FW370
fresh water cooling inlet valve

Issue: 1 - May 2010 IMO No: 9431135 Section 5.5 - Page 2 of 4


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Illustration 5.5a Reliquefaction Plant Fresh Water Cooling System

Chemical
Dosing Inlet
Electric Motor Room Cargo Compressor Room
Fresh Water
Filling FW355
FW253
Set at 7 bar
N2 Cooler
Fresh Water Key FW333 FW224
Expansion Tank
Sea Water
(2.0m3)
No.2 FW332
Fresh Water FW261 FW216
FW253 Vacuum Pump
FW239 Bilge
FW260
FW215

Engine Room FW335 No.2 BOG Compressor Unit No.2 N2 Compander


No.2

No.1 FW334
FW249 FW244 Vacuum Pump
Set at 7bar
N2 Cooler
FW225
FW252 FW243 FW344
From IGG
Scrubber Pump Auxiliary Cooling FW259 FW213
Fresh Water Coolers FW345

No.1 No.2 H/D FW258


Compressor FW214

FW245 FW242 No.1 BOG Compressor Unit No.1 N2 Compander


FW246 FW346

FW347
FW220 FW248 FW241
No.1

FW238 FW254 FW236 FW340

Auxiliary Fresh Water Cooling


FW202 FW201 FW341 Steam Drain Cooler
Pumps for Reliquefaction Plant
No.1 H/D FW370
No.2
Compressor
No.2 No.1 A
FW237 FW255 FW235 FW369
FW342 FW FW
FW 331 330 No.1/2 N2 Booster Compressor Unit
348
FW343

FW203 FW204

No.1 VFD Heat


Auxiliary Cooling FW013 Exchanger FW010
Sea Water Pumps for
Reliquefaction Plant No.2 VFD Heat
FW014 Exchanger FW011

From Main Sea From / To Engine


Water Crossover Line Room Auxiliary Central
Cooling Water System
(From Illustration 2.5.3a Machinery)

Issue: 1 - May 2010 IMO No: 9431135 Section 5.5 - Page 3 of 4


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Position Description Valve i) Ensure that both fresh water and sea water are circulating.
No.1 and No.2 nitrogen booster compressor unit
Open FW369 j) Check that the fresh water cooler three-way temperature control
fresh water cooling outlet valve
valve is set at 36°C and that the valve is operating correctly.
No.1 nitrogen compressor nitrogen cooler fresh
Open FW213
water cooling inlet valve k) Check the water level in the expansion tank, and replenish if
No.1 nitrogen compressor nitrogen cooler fresh required. Vent individual coolers as necessary.
Open FW214
water cooling outlet valve
No.2 nitrogen compressor nitrogen cooler fresh l) Take a sample of cooling water for analysis, and add inhibitor
Open FW216
water cooling inlet valve chemicals as required.
No.2 nitrogen compressor nitrogen cooler fresh
Open FW215 m) Ensure that all consumers are being supplied with cooling fresh
water cooling outlet valve
No.1 BOG compressor unit cooling water inlet water at the correct temperature and pressure.
Open FW259
valve
n) Check the system leaks when at the correct operating
No.1 BOG compressor unit cooling water outlet
Open FW258 temperature.
valve
No.2 BOG compressor unit cooling water inlet
Open FW261
valve
No.2 BOG compressor unit cooling water outlet
Open FW260
valve
No.1 cargo auxiliary cooling sea water pump
Open FW204
suction valve
No.1 cargo auxiliary cooling sea water pump
Open FW201
discharge valve
No.2 cargo auxiliary cooling sea water pump
Open FW203
suction valve
No.2 cargo auxiliary cooling sea water pump
Open FW202
discharge valve
Auxiliary cooling sea water pump IGG scrubber
Closed FW246
supply valve
Open No.1 cargo auxiliary cooler sea water inlet valve FW245
Open No.1 cargo auxiliary cooler sea water outlet valve FW248
Closed No.2 cargo auxiliary cooler sea water inlet valve FW249
Closed No.2 cargo auxiliary cooler sea water outlet valve FW252
Auxiliary cooling sea water overboard discharge
Open FW220
valve

f) Through the IAS, select and start the duty auxiliary sea water
cooling pump and switch the other pump to standby.

g) Through the IAS, select and start the duty auxiliary reliquefaction
plant cooling water pump and switch the other to automatic
standby.

h) Through the IAS, select and start the duty central fresh water
booster pump and switch the other to automatic standby.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.5 - Page 4 of 4


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Illustration 5.6a Cargo Bilge, Fire and GS Pumps Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 5.6 - Page 1 of 5


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5.6 Passageways and Forward Bilge System The monitoring of the bilge wells is achieved by the use of float switches linked Cofferdam Draining
to the IAS. Bilge high level alarms are provided for the following areas:
Position Valve Description Valve Number
Bilge, Fire and General Service Pump • Cargo compressor room (3)
Open Eductor driving water inlet valve BS028
Manufacturer: Teikoku • Cofferdams in the cargo tank area (6, one for each cofferdam) Open Eductor overboard discharge valve BS029
No. of sets: 2 • Side passageways, port and starboard (6, 3 for each side located Open Pipe duct/cofferdam bilge main suction BS027
Type: Single-stage centrifugal, vertical, self-priming forward, midships and aft) valve
Model: 200-2VCS-AM-BC-NV-S • Electric motor room Open Bilge eductor suction valve for No.1 BS008
cofferdam
Capacity: 150m³/h at 1,000kPa • Pipe duct in the double bottom area (2)
Open Bilge eductor suction valve for No.2 BS011
Automatic start: 300kPa on the fire main, manual stop
• Forward pump room cofferdam
Motor rating: 90kW, 440V, 1,785 rpm
• Forward void space Open Bilge eductor suction valve for No.3 BS015
cofferdam
• Bosun’s store (2)
Fire Pump Open Bilge eductor suction valve for No.4 BS018
• Pilot boarding space port and starboard (2). cofferdam
Manufacturer: Teikoku
No. of sets: 1 Open Bilge eductor suction valve for No.5 BS022
Procedure to Pump Out the Forward Bilges cofferdam
Type: Single-stage centrifugal, vertical, self-priming
Open Bilge eductor suction valve for No.6 BS025
Model: 200-2VCS-AM-NV-S The procedures detailed below assume that the deck fire main is available and
cofferdam
Capacity: 150m³/h at 1,000kPa that all the section isolation valves are open. See Section 4.1 of the Machinery
Operating Manual for details of the fire main system. To empty the bilge wells
Automatic start: 400kPa on the fire main, manual stop Pipe Duct Draining
and spaces, proceed as follows:
Motor rating: 80kW, 440V, 1,780 rpm
a) Set the designated bilge, fire and GS pump or the fire pump to Position Valve Description Valve Number
supply sea water to the fire and wash deck line. One pump is Open Eductor driving water inlet valve BS028
Introduction normally left set up for this purpose. Open Eductor overboard discharge valve BS029
Open Pipe duct/cofferdam bilge main suction BS027
The bilge system operates to pump bilge water out of the following areas:
b) Supply driving water to the appropriate eductor as detailed valve
• Pipe duct and cofferdams below. Open Aft pipe duct suction valve BS026
• Port and starboard passageways Open Forward pipe duct suction valve BS036
c) When an adequate vacuum has been established, the bilge
• Port and starboard pilot boarding spaces suction valve can be opened.
• Bosun’s store
d) When the bilge is empty, close the suction valve, stop the bilge, Port and Starboard Passageway Bilges
• Forward pump room fire and GS pump or fire pump and close the eductor valves. The port and starboard passageways each have three bilge wells which are
• Forward void space. located by No.1, No.3 and No.5 cargo tanks. Each bilge well is served by an
e) If any blanks have been removed from the discharge pipework eductor which discharges the bilge water overboard. To operate the eductors,
Any water leakage into these spaces is removed using bilge eductors that have then these must be refitted. set the valves according to the table below:
their driving water supplied from the deck fire main, by the bilge, fire and GS
pumps or the fire pump as shown in illustration 5.6a. The eductors discharge Pipe Duct and Cofferdams Position Description Valve
the bilge water directly overboard from the pipe duct space, cofferdams and
A single eductor is used to remove water from the eight bilge wells which are Open Port forward eductor driving water inlet valve WD325
also from the trunk deck passageways and pilot door spaces. Unlike the engine
room bilge system, there is no oil content monitor fitted to the discharges of located in the pipe duct and cofferdams. The bilge wells are connected to a Open Port forward passageway bilge suction valve BS012
the eductors, so care must be taken when emptying any of the bilge wells that common bilge main and each well has a remotely operated suction valve . The Open Port forward eductor discharge valve BS016
no oil contamination exists. suction valves are operated by the remote valve control system via the IAS Open Port midships eductor driving water inlet valve WD331
screen mimics at an operator workstation. The remote valve control system is
Open Port midships passageway bilge suction valve BS032
Drains from the cargo compressor room, motor room and cargo store are led described in Section 2.17 of the Machinery Operating Manual. The pipe duct
and cofferdam bilges are discharged overboard using the eductor and valves in Open Port midships eductor discharge valve BS034
to the weather deck.
the tables below: Open Port aft eductor driving water inlet valve WD349

Issue: 1 - May 2010 IMO No: 9431135 Section 5.6 - Page 2 of 5


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Illustration 5.6b Cargo Bilge Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 5.6 - Page 3 of 5


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Position Description Valve Position Description Valve


Open Port aft passageway bilge suction valve BS024 Open Port bosun’s store bilge well suction valve BS006
Open Port aft eductor discharge valve BS023 Open Starboard bosun’s store bilge well suction BS003
Open Starboard forward eductor driving water inlet valve WD324 valve
Open Starboard forward passageway bilge suction valve BS009
Open Starboard forward eductor discharge valve BS013 Forward Pump Room Bilge Wells
Open Starboard midships eductor driving water inlet valve WD330 Two bilge wells are located in the forward pump on the port and starboard
Open Starboard midships passageway bilge suction valve BS031 sides. These are emptied by a single eductor and valves listed in the table
Open Starboard midships eductor discharge valve BS038 below. A blank is fitted in the discharge line and this is located before the
overboard discharge valve, BS001.
Open Starboard aft eductor driving water inlet valve WD346
Open Starboard aft passageway bilge suction valve BS020 Great care must be taken when educting this space as the forward HFO transfer
Open Starboard aft eductor d discharge valve BS019 pumps are located in this compartment, resulting in an increased risk of
contamination of the bilge water.
Pilot Boarding Space
Position Description Valve
The port and starboard pilot boarding spaces each have a bilge well which is
served by an eductor to discharge the bilge water overboard. To operate the Open Isolation valves for forward fire main system WD016
eductors, set the valves according to the table below: WD105
Open Eductor driving water inlet valve WD096
Position Description Valve Open Port bosun’s store bilge well suction valve BS006
Open Port pilot boarding space eductor driving water inlet WD371 Open Starboard bosun’s store bilge well suction BS003
valve valve
Open Port pilot boarding space bilge suction valve BS040 Open Overboard discharge valve BS001
Open Port pilot boarding space eductor discharge valve BS041
Open Starboard pilot boarding space eductor driving water WD369 Note: After pumping the bosun’s store bilges or using the forward HFO
inlet valve transfer pumps, the blanks must be refitted in the overboard discharge line.
Open Starboard pilot boarding space bilge suction valve BS038
Open Starboard pilot boarding space eductor discharge BS039 Void Space
valve Water in the void space is discharged overboard using the eductor and valves
listed in the table below. The eductor suction valve is normally left open and
Bosun’s Store Bilge Wells the overboard discharge valve is operated via an extended spindle from the
focsle deck.
Two bilge wells are located in the bosun’s store on the port and starboard sides,
and these are emptied by a single eductor and valves listed in the table below.
Position Description Valve
A blank is fitted in the discharge line and this is located before the overboard
discharge valve, BS004. This valve also serves as the overboard discharge Open Isolation valves for forward fire main system WD016
valve for the forward HFO transfer pump hydraulic power pack cooling water WD105
system. Open Void space eductor driving water inlet valve WD087
Open Void space eductor suction valve BS048
Position Description Valve Open Void space eductor overboard discharge valve using BS050
Open Isolation valves for forward fire main system WD016 the extended spindle from the bosun’s store and valve
WD105 No. BS049
Open Eductor driving water inlet valve WD091
Open Eductor discharge valve BS042
Open Overboard discharge valve BS004

Issue: 1 - May 2010 IMO No: 9431135 Section 5.6 - Page 4 of 5


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Illustration 5.6c Forward Bilge System


Key

Bilge
Trunk Deck
Hydraulic Oil
Forward Transfer
WD349 WD331 WD325 Pump Cooling Fire Main
Water Discharge
Side Passage
Upper Deck

BS024 BS023 BS034 BS032 BS016 BS012 BS044


WD091 Bosun Store

BS006 BS042 BS004 BS049


Engine Room WD371
Water Ballast BS001 H

Tank Chain Locker


Fresh BS040 BS041 Forward
Pump Room Bilge Well
Water
Tank WD003
H
No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Tank Tank Tank Tank Tank BS050
Engine Room
Aft
Peak
Tank BS005
WD087

Stern Tube WD232


Cooling BS
Water 026 Pipe Duct
Tank BS028 BS BS048
025 (N.O.)
H

Stern Tube BS027 H BS022 H BS018 H BS037 H BS015 H BS011 H BS008


Cooling
Water Bilge Eductor for
Tank Pipe Ducts /
Cofferdams BS021 BS017 BS030 BS014 BS010 BS007

Aft BS002
Peak No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Tank BS029 Tank Tank Tank Tank Tank

Engine Room
Fresh Engine Room Forward
Water BS038 BS039
Water Ballast Pump Room
Tank Bilge Well
Tank WD369
Chain Locker
Pilot
Boarding
Space
BS003 Bosun Store

Upper Deck
BS020 BS019 BS038 BS031 BS013 BS009

WD346 WD330 WD324

Trunk Deck

Issue: 1 - May 2010 IMO No: 9431135 Section 5.6 - Page 5 of 5


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Illustration 5.7.1a Typical Mooring Arrangement

Up

Dn Up

Dn

Up

Up

Dn

Dn Up

Up

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.1 - Page 1 of 7


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5.7 Mooring and Anchoring Forward Hydraulic Power Pack Mooring winch M1, with three split drums, is situated at the forward end of the
focsle on the centre line and is used to deploy head lines. The mooring drums
Type: 4PV CLE1101
5.7.1 Mooring Arrangement on W1 and W2, each with two split drums, can be used for either head lines or
Working pressure: 64 bar breast lines. Winch M2, with three split drums, is situated at the after end of
Electric motors: 4 x 152kW the focsle, to starboard of the centre line, and can be used for deploying either
Manufacturer: Rolls-Royce Marine AS
Oil delivery: 4 x 1,313 litres/min breast lines or spring lines.
Type: BFCX63.117 (W1 and W2, forward)
Pump speed: 1,750 rpm
WMC22030 (M1 and M2 forward, M3 to M8 aft) Situated at the after end of the upper deck are two winches, M3 and M4, each
with two split drums in the fore and aft line. These can be used as back springs
After Hydraulic Power Pack or breast lines.
Mooring Winches
Type: 3PV CLE1101 On the mooring deck aft there are four winches, M5, M6, M7 and M8, each
Ten non-auto-tension mooring winches are installed on deck as follows:
Working pressure: 64 bar with two split drums. M7 and M8 are used for stern lines whilst M5 and M6
• 2 on the focsle deck (W1 and W2), each combining two split can be used for either stern lines or breast lines.
Electric motors: 3 x 152kW
winch drums and warping end with the windlasses.
Oil delivery: 3 x 1,313 litres/min
• 2 on the focsle deck (M1 and M2), each incorporating three split A local control valve is mounted on each hydraulic motor and is activated by a
Pump speed: 1,750 rpm
winch drums and one warping end. lever which, on release, is spring-centred to the neutral stop position. The speed
is variable, according to the amount the lever is deflected towards the heave or
• 2 on the upper deck (M3 and M4) between the accommodation
lower positions within the range of the hydraulic unit.
and the engine casing, each incorporating two split winch drums Conventional Mooring
and one warping end. At the ship’s side are sited remote control stands which allow the operator
Mooring Complement
• 4 on the mooring deck (M5, M6, M7 and M8), each incorporating to control the heave-in or out functions, either in partial load or full load for
24 mooring ropes: 275m x 44mm SAMSON EPX-75 MBL 137T. the winches and to engage the driving clutches. Each remote control stand is
two split winch drums and one warping end.
24 rope tails: 11m x 57mm SAMSON polyester P-7 rope tails, fitted with an emergency stop button for the associated pumps. Remote control
MBL 183T, each with a leather protected 2m eye stands are situated as follows:
Rope Drum for where port regulations require their use.
• Port forward:
Declutchable split drum with band brake:
The deck machinery driving units consist of two independent low pressure • One stand with three controllers for W1, W2 and M1
Drive source: Electro-hydraulic low pressure electro-hydraulic systems, one controlling the windlasses and forward mooring • One stand with one controller for M2
Clutch control: Manual winches and the other the after mooring winches. The systems allow the
• Starboard forward:
Brake control: Manual winches to be controlled either locally at the mooring winch or from the remote
control stand at the ship’s side. Forward, two windlasses or four mooring • One stand with three controllers for W1, W2 and M1
Nominal load: 30 tonnes, 1st layer
winches can be used simultaneously, whilst the after system allows for three • One stand with one controller for M2
Winding speed: 0 - 15m/min at nominal load, 1st layer mooring winches to be used at the same time. The hydraulic motors have three
Light line speed: 0 - 45m/min (approximately) speed ranges according to the loading upon the unit. • Port aft:
Brake holding load: 109.6 tonnes • Two stands with two controllers for M5/M6 and M7/M8
If winches connect in series are used simultaneously, full speed can be obtained
on each winch, but the pull will only be approximately 50% on each winch. • One stand with one controller for M4
Warping Drum • Starboard aft:
Each drum has one fixed warping drum keyed onto the main shaft, of non- Each winch is fitted with either two or three split drums as detailed above, and
• Two stands with two controllers for M5/M6 and M7/M8
whelped construction: one warping end. The gearbox is of totally enclosed watertight construction.
The bottom of the gear case is also an oil reservoir to provide splash • One stand with one controller for M3
Load: 30 tonnes (approximately) lubrication. The main shaft is of solid steel. Forward, each unit is supplied by
its own individual hydraulic pump. Aft, each pump supplies hydraulic oil to
Speed: 0 - 15m/min (approximately)
two winches. In the event of a pump being out of commission, it is possible by
Light line speed: 0 - 45m/min (approximately) manipulation of the pump discharge valves to interconnect the delivery lines to
supply hydraulic power to an adjacent unit.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.1 - Page 2 of 7


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Illustration 5.7.1b Anchor Windlass and Mooring Winch Hydraulic System

After Deck Area Forward Deck Area

W2

M6 M4

M8

M2 M1

M5 M3
M7

W1
Compressed Compressed
Air From Air From
Engine Room Engine Room
Service Air Service Air
System System

Key
1 3 3 1 3 3 3
Hydraulic Oil 2 2 4 2 4 2 2 4 2 4 2 4
Compressed Air* 4 4
3 1 1 3 1 1 1

Expansion Expansion
Tank Tank

PU 3 PU 2 PU 1 PU 4 PU 3 PU 2 PU 1
Hydraulic Hydraulic
Oil Storage Oil Storage
Tank (4.0m3) Tank (3.2m3)
Handpump Handpump
DH015

DH002

DH004 DH014

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.1 - Page 3 of 7


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Function of Control Valve/Motor (Speed Step/Pull) Illustration 5.7.1c Aft Hydraulic Control Box

Hoisting
MAIN PUMP 1 MAIN PUMP 2 MAIN PUMP 3 SERVO PUMP
The low pressure winch system is designed so that the slack rope speed is
START START START START
approximately 3 times higher and approximately 1/3 of the torque than at
maximum pull. When hoisting with a slack rope, only one chamber in the
motor will be used, when the tension in the rope increases the control valve will
automatically direct oil flow to all three chambers and full torque achieved.

Lowering ER G E N REMOTE CONTROL BOX


M

CY
DECK MACHINERY

E
One chamber of the motor is used giving higher lowering speed.

Procedure to Operate the Winch Drums


The following procedure is for the operation of the aft system. The procedure STOP
to operate the forward and aft winch drums is the same except on the forward
system, where the bosun’s store fan will be started, and it is ensured that the
windlass brakes on W1 and W2 are on with the drive clutches disengaged, with
the anchors secure and the stoppers in place.
STOP STOP STOP STOP

a) Ensure that the steering gear room fan is running.

b) Check that the return isolating valve is open. i) Fit the pump handle to the brake hydraulic pump, rotate the
brake release lever clockwise, from closed to open, operate the
c) Check the oil level in the hydraulic expansion tank sight glass, hydraulic pump until the brake band is fully released. Remove Mooring Winch Brake Controls
top-up if necessary using the correct grade of oil. the pump handle.
d) Check that the pump discharge valves are configured correctly j) Operate the winch drum control lever in the heave or lower
for each winch unit. direction.
HYDRAULIC BRAKE
e) Check the oil level of the servo pump unit and top-up if
required. k) When finished with operations, rotate the brake release handle
anti-clockwise, from open to closed, the hydraulic pressure is BRAKE CONTROL
f) Start each required hydraulic pump motor one by one. Check released and the brake band spring closes the band and is now
there are no leaks or any abnormal noise from the pumps. securely holding the drum.

Note: The pumps are normally stopped and started from the control panel l) Disengage the drive clutch and stop the pump units. Stop the
located inside the entrance to the steering flat. All discharge valves must be steering gear fan if not required further by the engine room
configured at the pump skid inside the steering flat. department.
BRAKE PUMP

g) In cold climates, leave the pumps running for a period to let the
oil warm-up before putting the load on the winch motors. Operating the Warping End

h) Ensure that the winch brake is on and engage the clutch of the a) Check that all drum drive clutches have been disengaged.
required drum. It may first be necessary to rotate the motor
slowly to line the clutch up. When the clutch is engaged, fit the b) Wind the rope onto the warping end in the same direction as
locking pin. the rope on the drums, four turns of the rope on the warping
end should be sufficient for an effective heave-in operation. The
rope should be fed onto the warping drum from below.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.1 - Page 4 of 7


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Illustration 5.7.1d Aft Deck Mooring Hydraulic System Valve Positions Illustration 5.7.1e Forward Deck Anchoring and Mooring Hydraulic System Valve Positions

Normal

1 3 3 3
Normal 2 2 4 2 4 2 4
4

1 1 3 3 1 1 1
2 4 2 2 4
4 Pump 1 Pump 2 Pump 3 Pump 4
Normal Windlass W1
3 3 1
1 3 3 3
Pump 1 Pump 2 Pump 3
2 2 4 2 4 2 4
4
Cross-Connection, Pump 1 Stopped 3 1 1 1

1 1 3 Pump 4 Pump 3 Pump 2 Pump 1


2 4 2 2 4 Normal Windlass W2
4
1 3 3 3
3 3 1
2 2 4 2 4 2 4
4

Pump 1 Pump 2 Pump 3 3 1 1 1

Cross-Connection, Pump 2 Stopped Pump 4 Pump 3 Pump 2 Pump 1


Cross-Connection, Pump 1 Stopped
1 1 3
1 3 3 3
2 4 2 2 4
4 2 4 4 4
2 2 2
4
3 3 1
3 1 1 1
Pump 1 Pump 2 Pump 3 Pump 1 Pump 2 Pump 3 Pump 4
Cross-Connection, Pump 2 Stopped
Cross-Connection, Pump 3 Stopped
1 3 3 3
1 1 3 2 2 4 2 4 2 4
4
2 4 2 2 4
4
3 1 1 1
3 3 1
Pump 1 Pump 2 Pump 3 Pump 4
Cross-Connection, Pump 3 Stopped
Pump 1 Pump 2 Pump 3
1 3 3 3
2 2 4 2 4 2 4
4

3 1 1 1

Pump 1 Pump 2 Pump 3 Pump 4


Cross-Connection, Pump 4 Stopped

1 3 3 3
2 2 4 2 4 2 4
4

3 1 1 1

Pump 1 Pump 2 Pump 3 Pump 4

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Illustration 5.7.1f Fire Wire Reel

Winch Drum Fire Wire

Direction
Lever

Portable
Air Motor

Locking Nuts

Air Supply In
Air Motor Exhaust

Air Hose Connection

Air Supply In-line Filters


Brake Pedal

Deck Level

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Air-Driven Capstan Mooring Rope Storage Reel Fire Wire Reel

Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd. Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd.
Capstan
Type: Portable air motor-driven Type: Portable air motor-driven
Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd.
No. of sets: 2 No. of capstans: 2
Winding load: 500kg
Rope: 44mm diameter x 275m Wire rope: 42mm diameter x 100m
Winding speed: 20m/min
Winding speed: 10m/minute MBL: 115T
Rope size: 44mm diameter
Winding load: 400kg
Air Motor Winding speed: 10m/minute
Air Motor
Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd.
Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd.
Model: SAM-45VP-30 Air Motor
Model: SAM-45VP-85
Working air pressure: 600kPa Manufacturer: Young Nam Marine Machinery Ind. Co. Ltd.
Working air pressure: 600kPa
Rating: 2.5hp at 290 rpm Model: SAM-45VP-30
Rating: 4.5hp at 850 rpm
Working air pressure: 600kPa
Two mooring rope storage reels are provided for stowing the additional rope Rating: 4.5hp at 290 rpm
Four air-driven capstans are provided to assist with the handling of moorings
mooring lines. These units are operated by a portable air motor which attaches
from tugs etc. They are located, two on each side of the vessel, one forward and
to the gearbox on the storage reel. The air motor is connected to the ship’s air
one aft of the cargo manifold area adjacent to bitts, and are primarily intended Two fire wire reels are provided for the stowing of the fire wire, one at the
supply line and has an in-line filter and oiler attached.
to be used for the handling of tug lines. focsle and one on the poop deck. These units are operated by a portable air
motor which attaches to the gearbox on the reel. The air motor is connected to
Operation of the Storage Reel the ship’s air supply line and has an in-line filter and oiler attached.
Operation of the Capstan
a) Remove any covers and lashings from the storage reel.
a) Remove any covers from the capstan. Operation of the Fire Wire Reel
b) Test the air supply and ensure any water is removed.
b) Check the filters to ensure they are clear. a) Remove any covers and lashings from the fire wire reel.
c) Connect the portable air motor to the storage reel gearbox and
c) Blow through the deck air connection to remove any moisture in b) Test the air supply and ensure any water is removed.
lock into position with the securing wing nuts.
the air supply.
d) Connect the air line and open the air supply valve. c) Connect the portable air motor to the fire wire reel gearbox and
d) Connect the flexible air hose from the deck connection to the lock into position with the securing wing nuts.
capstan.
e) Lead the mooring eye to clear the storage drum.
d) Connect the air line and open the air supply valve.
e) Test the capstan by operating the direction lever.
f) Remove the stopper pin from the winch drum.
e) Lead the fire wire eye to clear the storage drum.
g) Operate the air motor in the direction required, pulling the
mooring rope clear and ensure no slack turns are allowed to f) Remove the stopper pin from the winch drum.
develop.
g) Operate the air motor in the direction required, pulling the fire
Stowing the mooring rope is performed in a similar reverse manner. wire clear and ensure no slack turns are allowed to developed.

Stowing the fire wire rope is performed in a similar reverse manner.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.1 - Page 7 of 7


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Illustration 5.7.2a Anchor Arrangement


Kenter Shackle
Enlarged Link

Swivel

End Link

Anchor Shackle

Chain
Locker

Chain Cable
Clench

Spool

Note: Bellmouth
The Anchor will not touch the hull even with a trim of 3m and an adverse heel of 1°
Bilge Well

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5.7.2 Anchoring Arrangement Combined Anchor Windlass/Mooring Winches i) Engage the clutch. It may first be necessary to rotate the motor
There are two electro-hydraulic low pressure type cable lifters consisting of slowly to line the clutch up. When the clutch is engaged, fit the
Windlass manufacturer: Rolls-Royce/Rauma Brattvaag locking pin.
one gypsy wheel, two split wire drums and one warping drum. The windlass
Model: BFCX63.117 reduction gear is of the open type, the gears being protected by means of a
steel cover. j) Release the windlass brake at the cable lifter remote control
Combined Anchor Windlass/Mooring Winch stand by locking the servo motor control lever in the open
Situated forward of each cable lifter is a roller chain compressor. The chain position and the operating the brake lever.
Windlass
compressor is of welded steel construction stopper of the bar type and is
Two declutchable cast steel cable lifters with band brake are fitted. A bellmouth manually operated. An extension bar is provided to increase leverage, thus k) Move the control lever to “HOIST” position to tighten up the
with chain stopper is included for each cable lifter. enabling the stopper to be operated by one man. Turnbuckles and steel wire anchor chain.
ropes are provided for securing the anchor cable.
l) Move the chain stopper compression bar into the open
Performance of Cable Lifter position.
At the ship’s side are sited remote control stands which allow the operator to
Nominal load: 74.3 tonnes control the lowering, hoisting of the anchors and the operation of the hydraulic
Hoisting speed: 12m/min (at nominal load with 2 pumps) brake. The operation of the clutch is carried out manually at the local position. m) Ensure that the area below the anchor is clear. When the area is
A handpump is supplied for releasing the brake in the event of hydraulic power proved clear, walk-out the anchor by moving the control lever
Anchor lowering speed: 32m/min (dynamic with 2 pumps)
not being available. to the LOWER position.
Anchor break-out: 112.8 tonnes (maximum pull)
Brake holding load: 426.6 tonnes Note: The brake release and the control lever must be operated together, the
Anchoring depth: 110m Procedure to Lower the Anchor brake lever is spring-loaded and if released will apply the brake.
Dynamic Lowering (One Windlass 0-32m/min)
n) Walk-out the anchor as required.
a) Start the bosun’s store room fan.
Anchor
o) When the anchor is fully walked-out to the required length,
b) Check that the return isolating valve to each pump is open.
Manufacturer: Kum Hwa Cast Steel & Ind. Mach. Co. Ltd engage the chain stopper compression bar into the locking
Type: High holding power, stockless position.
c) Check the oil level in the hydraulic expansion tank sight glass,
Weight: 17,250kg each top-up if necessary using the correct grade of oil.
p) Move the control lever slightly to the LOWER position to take
the weight off the cable lifter.
d) Check that the pump discharge valves are configured correctly
Anchor Chain for each winch unit.
q) Apply the windlass brake at the cable lifter remote control stand
Manufacturer: Dai Han Anchor Chain Mfg. Co. Ltd. by moving the servo motor control lever in the shut position and
No. of sets: 2 e) Check the oil level of the servo pump unit and top-up if
releasing the brake lever.
required.
Dimensions: 385m (14 shackles) x 117mm each
Quality: Grade U3 r) Disengage the windlass clutch.
f) Start each required hydraulic pump motor one by one. Check
Equipment numeral: 7100.6 there are no leaks or any abnormal noise from the pumps.
s) If necessary, re-align the pump discharge valves for winch
duty.
Anchors are of stockless high holding power type, each weighing 17,250kg. Note: The pumps are normally stopped and started from the control panel
The cable is of grade U3 117mm stud link chain of total length 770m in located inside the entrance to the bosun’s store. All discharge valves must be By using this procedure the lowering speed will be limited to about 3 times
shackles of approximately 27.5m with 14 shackles to each anchor. The chain is configured at the pump skid inside the bosun’s store. the lifting speed and the risk of losing control of the dropping speed will be
connected to the anchor with a swivel and Kenter joining shackle. The end of
eliminated. Also the possibility for mechanical damage on the control lifters is
each anchor is secured at the upper part of the chain locker with a quick-release g) In cold climates, leave the pumps running for a period to let the reduced and there will be no wear and tear of brake linings.
system that can be operated from outside the locker. Each shackle of cable is oil warm-up before putting the load on the winch motors.
marked with white paint and a stainless steel band.
h) Remove the hawse pipe and bellmouth covers and anchor Lowering (Two Windlasses 0-32m/min)
securing wire. Same procedure as above, but changeover valves to be put in the position that
each windlass is powered by one pump.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.2 - Page 2 of 4


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Illustration 5.7.2b Cable Stopper

Stopper Arm Securing Pin


Stopper Arm

Securing Shackle

Turnbuckle

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Procedure to Haul-In the Anchor

a) Follow the anchor lowering procedure as previously explained


from a) to i).

b) With the duty fire pump running, open the hawse pipe washing
valve.

c) Release the windlass brake at the cable lifter remote control


stand by locking the servo motor control lever in the open
position and operating the brake lever.

d) Raise the anchor by operating the control lever in the HOISTING


direction.

Note: The brake release and the control lever must be operated together, the
brake lever is spring-loaded and if released will apply the brake.

e) When the anchor is fully housed, release the heave control lever.
Engage the chain stopper compression bar into the locking
position.

f) Move the control lever slightly to the LOWER position to take


the weight off the cable lifter.

g) Apply the windlass brake at the cable lifter remote control stand
by moving the servo motor control lever in the shut position and
releasing the brake lever.

h) Disengage the windlass clutch.

i) Shut off the hawse pipe wash water, then refit the hawse pipe
and bellmouth covers and the anchor securing wire.

j) Refit the covers on the remote control stands.

k) Stop the hydraulic pumps and servo unit.

l) Return the pump discharge valves to their normal operating


positions for winch duty

m) Stop the bosun’s store fan.

n) Refit the covers on the remote control stands.

o) Stop the duty fire pump if no longer required.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.2 - Page 4 of 4


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Illustration 5.7.3a Forward Emergency Towing Arrangement

Bulwark

Panama Chock

Towing Rope

Deck Level

Chafing Chain

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5.7.3 Forward Emergency Towing Equipment Emergency Procedure - Forward Equipment Retrieval Procedure
Manufacturer: Saejin Industrial Co. Ltd. a) Remove the securing wires from the chafing chain and withdraw a) Pass a heaving line to the tug though the Panama chock. The tug
Type: ETS-4000FSB-SJ the shaft from the Smit bracket. will attach a messenger line to the heaving line.
Smit bracket: SWL 200 ton
b) Pass a heaving line to the tug though the Panama chock. The tug b) Retrieve the heaving line and the messenger line and attach the
Chafing chain: 76mm x 8 metres, grade 3 stud link
will attach a messenger rope to the heaving line. messenger line to the end of the chafing chain.
Safe working load: 200 tonnes
c) Retrieve the heaving line and pass the line around the roller c) Disengage the chain from the Smit bracket and allow the tug to
pedestal and back to the tug via the second Panama chock. draw the chafing chain and towing wire onto the focsle deck.
Description and Operation of Forward Towing Equipment
d) The tug will heave the attached messenger line on board and d) Lash down the towing wire. Remove the messenger rope and
The emergency towing arrangement is designed to comply with IMO resolution around the fittings and back to the tug, heaving the towing line disconnect the towing wire/shackle.
MSC 35(63), SOLAS chapter V regulation 15-1 as amended in SOLAS 1994 across to the vessel.
and IACS standard with ISO testing standard. e) Unlash the towing wire. Return the towing wire and messenger
e) The tug will continue heaving until the towing line has passed line to the tug.
The forward arrangement comprises the chafing chain and chain stopper (Smit through the Panama chock and close to one end of the chafing
bracket). The chain stopper forms the strongpoint and transmits the load to the chain. At this point the towing line must be secured to a point f) Wash the chafing chain with fresh water. When the chain is dry,
vessel’s structure through the strengthened area that it is mounted upon. close to the chafing chain. move the chain to its storage location on the bulwark.
The chain is locked into the chain stopper by manually passing the zinc-plated f) Unshackle the messenger line from the secured towing line and
steel shaft through the frame and the associated chain link. A locking pin is attach to the one end of the chafing chain with the pear-shaped
used to secure the device.
shackle. Request the tug to take the weight on the messenger
line which will draw the end of the chafing chain across in front
The chafing chain passes through the Panama chock and terminates with a
of the Smit bracket.
link to which the tow rope is attached. As its name suggests, the chafing chain
is used for the section of the tow where chafing could result in damage to the
g) Transfer the messenger line to the free end of the chafing chain.
equipment as it passes through the Panama chock.
Pass the pear-shaped shackle into the Smit bracket and secure
with the shaft and the locking pin.
It is designed to be effective for angles of tow line up to 90˚ from the centre to
both port and starboard side as well as 30˚ vertical downwards. h) The tug will now heave the chafing chain attached via the
messenger line close to the towing line.

Maintenance Procedures i) Attach the towing line to the outboard end of the chafing chain
and remove the lashing from the towing line. Request the tug to
a) Check the storage condition of the chafing chain and shackle. take the weight on the towing line which will draw the chafing
Ensure that they are dry and free from excessive rust. Treat as chain out through the Panama chock.
required.
j) Once the slack has been removed, the tug can start to tow.
b) Ensure that the Smit bracket and shaft are operating freely
and that the locking pin is also operating freely. Lubricate as
WARNING
necessary.
As with any mooring operation, safe handling of lines and chains requires
clear communication between all parties and constant awareness of
the situation. All of the safety procedures observed during mooring
operations are to be employed at this time.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.3 - Page 2 of 2


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Illustration 5.7.4a Aft Emergency Towing Arrangement

Manhole

Mooring Deck

Self-Igniting Light

Pick-up Rope Messenger Rope Messenger Wire

Weak
Link
Assembly

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.4 - Page 1 of 3


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5.7.4 Aft Emergency Towing Equipment Guide Pipe and Sealing Box e) When the towing pennant is fully paid-out, the stopper will come
As the unit is fitted under the deck, it is fitted with a guide pipe to prevent the up against the towing bracket. At this point, the towing vessel
Manufacturer: Saejin Intech Co. Ltd. towing pennant fouling on the ship’s structure. The guide pipe is fitted with a can secure the towing pennant and towing can commence.
Model: ETS-4000ASR-SJ conical guide at each end to prevent the end socket on the towing pennant from
Messenger line: 40mm x 100m, 22.3 tonnes breaking load, fouling the end of the guide pipe. CAUTION
polypropylene Never deploy the towing pennant with the air motor connected to the
Pick-up rope: 16mm x 20m, 3.8 tonnes breaking load The towing pennant passes through a strongpoint and fair lead mounted in the storage drum. The towing vessel should not use its engines to pull out
steering gear transom bulkhead. The strongpoint is fitted with a sealing box the towing pennant. The pennant should be allowed to free-fall until the
Weak link on winch: 3 tonnes breaking load
arrangement to prevent sea water ingress. This sealing arrangement consists of pennant stopper is in position against the towing bracket, at which point
Towing rope: 80mm x 80m a cover/bracket combination which is packed with grease to make a watertight the tow may commence.
Retrieval rope: 25mm x 15m seal.
Retrieval
Air Motor Fairlead and Strongpoint
a) Remove the flange on the end of the centrifugal brake and install
Manufacturer: Saejin Intech Co. Ltd. The fairlead is the strongpoint in the system and is mounted on a strengthened the air motor, complete with all ancillaries.
Model: 7.0PS-225D part of the steering gear transom bulkhead, able to withstand the forces exerted
during the tow. It is arranged with a tapered entry point so that the shackle b) Slacken the band brake and then spool the retrieval wire on the
Rating: 7.0hp linking the towing pennant to the retrieval rope cannot pass through. smallest/stopper side of the drum.
Speed: 225 rpm
Pick-Up Gear c) Check that the pennant stopper is falling into the cradle side
Description and Operation of the Aft Emergency Equipment of the drum, if not, move the wire in the wire lock until it rests
The pick-up gear is stored in a box mounted on the mooring deck, above correctly.
the fairlead/strongpoint assembly. The pick-up gearbox has to be manually
The aft towing arrangement is intended for quick release and easy retrieval. deployed. It is attached to the end of the towing pennant through the fairlead
A storage box contains the pick-up gear, marker buoy and messenger rope. d) When the pennant stopper is resting correctly on the drum,
and is therefore ready for use with no attaching of the gear necessary.
The towing pennant and retrieval rope are stored on the storage drum situated the towing pennant must be guided through the split flange to
under the deck in the steering flat forward of the fairlead and the strongpoint. the storage side of the drum. Spool the towing pennant onto
The pick-up gear comprises of a marker buoy with a self-igniting light attached
The storage box is located on the mooring deck, directly above the fairlead. the drum and monitor that the correct spooling is obtained.
to a pick-up rope. The pick-up rope is buoyant, additionally fitted with floats
The system is located approximately 1.75 metres to starboard of the vessel’s Rinse off the towing pennant with fresh water while it is being
and is brightly coloured to make it easily visible. It is attached to a heavier
centre line. retrieved.
gauge messenger rope which is used by the towing vessel to haul the towing
pennant on board.
A manhole at the after end of the mooring deck gives access to the system e) Replace the shackle for the turnbuckle and weak link and tighten
from above. the turnbuckle.
Emergency Procedure
f) Remove the air motor and replace the cover on the centrifugal
Storage Drum Deployment
brake.
The storage drum houses the towing pennant and retrieval rope, and it is fitted a) Pull the toggle pin out of the pick-up gearbox and pull the
with a centrifugal brake which is used to regulate the pay-out tension of the wedge handle forward. g) Recover the pick-up gear, rinsing it in fresh water and allowing
towing pennant and thus prevent the towing pennant from running away and it to dry before re-stowing it in the pick-up gear container.
becoming fouled on the drum. b) The gear inside containing the pick-up line and buoys will drop Remember to figure-of-eight the messenger rope on top of the
into the sea. messenger line and to re-stow the light buoys upside down.
The drum has a retaining chain/bottle screw assembly incorporating a weak
link to prevent it from rotating when not in use. This should be released prior c) Once the towing vessel has retrieved the pick-up gear, it will
to testing the operation of the equipment. In normal operation the weak link is secure the messenger rope and start to pull on it at a low load.
designed to break when a force of more than three tons is applied during actual The weak link on the stowage drum will break (at approximately
deployment. 3 tonnes load) and the towing pennant will start to fall into the
sea.
An air motor can be attached to the drum and used to wind in the pennant and
rope when its recovery is required. d) The centrifugal brake will control the rate of deployment of the
towing pennant.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.4 - Page 2 of 3


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Maintenance Procedures

a) Ensure that the lubrication maintenance is up-to-date.

b) Check the operation of the centrifugal brake.

c) Check the condition of the towing pennant and the pick-up


gear.

d) Check the operation of the light buoys.

e) Check the oil level in the planetary gears.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.7.4 - Page 3 of 3


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Illustration 5.8a Hose Handling Crane

25.295m

DANGER
KEEP OUT OF
WORKING AREA!
MacGREGOR SWL 10T 5.1 - 25.6 m

Operating Controls
Electrical Starter Panel - A Deck

2.663m MacGREGOR
Key
A
S1 - Stop (Red Pushbutton)
S2 - Start (Green Pushbutton)
0
1 H1 - Crane Running (Green Light)
S1 S2 H1 H2 H3
H2 - Main Supply (White Light)
H3 - Heater (Blue Light)
Power Supply

9.130m Min Outreach 5.10m


Max Outreach 25.60m

Port Side Crane Starboard Side Crane


Remote Start/Stop

R22.00m R22.00m
START STOP
25° 25°

R10.00m R10.00m

50° 50°
Max Outreach R25.60m Max Outreach R25.60m

35° 35°

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5.8 Lifting Equipment Crane Controls movement in case of hose rupture or other failure causing
pressure drop.
The hoisting, luffing and slewing movements of the crane are steplessly
controlled by hydraulic control levers and carried out from the control stand
DECK CRANES
position. The control levers are ‘spring centred’ and designed to return to the Operation of the Hose Handling Crane
neutral position when released. The remote start/stop pushbutton is housed
Hose Handling Cranes inside a protection box and is located on the crane pedestal on the opposite a) Verify that the ship is within the heel/trim limits.
side to the control stand.
Manufacturer: MacGregor b) Visually check that the wires run correctly in the sheaves.
Type: HH 400-1025,6 The starter cabinet is situated in the electrical distribution panel room on A
deck and has the following features: c) The main and control panel isolation switches located on A
No. of sets: 2
• Main on/off isolating switch deck, electrical distribution panel room, and should be left in
SWL: 10.0 tonnes
the ON position in order to ensure the space heater remains in
Radius maximum: 25.6m • Start button
operation when the crane is not in use.
Radius minimum: 5.1m • Stop button
Hook travel: 76m • Source light d) Check the system oil level and temperature via the sight glass
Hoisting speed, no load: 20m/min located below the operations platform.
• Ammeter
Hoisting speed at SWL: 10m/min
• Space heater switch and light e) Press the green START pushbutton.
Slewing sector: 360 degrees
Slewing speed: 0.7 rev/min • Running hours meter f) Lower the hook and unlash the securing strop. Luff the jib out
Luffing: 120 seconds of its support cradle.
List/trim: 5/2 degrees Safety Features
g) Operate the crane using the control levers as required.
Weight of crane: 28.0 tonnes (approximately)
The crane is provided with the following safety features:
Steel wire rope: 18mm diameter x 182 metres The unit is designed to operate in an ambient air temperature of between -10°C
Electric motor: 3 ~ 60Hz ~ 440V 1. Load Limiting System and +45°C.
Model: 289-24250-801 The main hydraulic circuit is protected from over-pressure by
Rated power: 37.5kW (continuous) a relief valve, in addition, each hydraulic circuit is equipped Crane Operation Control
with a relief valve set to activate corresponding to the crane
RPM: 1768
capacity. 1. Control Lever Hoisting
Start current: 410A
2. Hook Stop Moving this control lever forwards or backwards will operate
The hook movement will be automatically stopped in top and the hoisting movements.
Description of the Hose Handling Crane bottom positions by limit switches. 2. Control Lever Luffing
Each hose handling crane consists of a base column, slewing ring, column 3. Fail-Safe Brakes Moving this control lever forwards or backwards will operate
and gear, jib and hoisting gear facilitating 360° movement and a 25.6m reach. Both winch motor and slewing motors are provided with the luffing movements.
Each crane is provided with an open control platform on the side of the crane oversized fail-safe brakes, the brakes are spring operated and 3. Control Lever Slewing
house. All electrical, hydraulic and mechanical units required for the operation pressure released. The brakes will engage automatically if the
of the crane are housed inside the crane pedestal. Attached to the block hook is control lever is in the neutral position and the brakes are spring Moving this control lever forwards or backwards will operate
a detachable chain pennant with a lifting hook, the pennant being attached to activated so that they can close automatically upon failure of the the slewing movements.
the crane hook by a shackle. The length of the chain pennant is 3.0m (including hydraulic system. 4. Emergency Stop Control Lever
hook and shackle).
4. Luffing Stop Moving this control lever will operate the emergency stop
The luffing cylinder is designed for safe buffering in the extreme device.
Driving Units
positions.
The crane is electro-hydraulically operated with the hoisting, slewing and jib Procedure to Shut Down
5. Load Holding Valves
movement being powered by the self-contained hydraulics. A single hydraulic
pump supplies the hydraulic motors for these operations. Winch motor, hydraulic cylinders and slewing motors are
a) Slew the crane to the normal secured position.
all provided with load holding valves which will freeze the

Issue: 1 - May 2010 IMO No: 9431135 Section 5.8 - Page 2 of 5


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Illustration 5.8b Provisions Crane

18.695m

DANGER
KEEP OUT OF
WORKING AREA!
SWL 8.5T 3.8 - 19 m
MacGREGOR

Operating Controls
Electrical Starter Panel in Dry Provisions Store

2.443m MacGREGOR
Key
A
S1 - Stop (Red Pushbutton)
S2 - Start (Green Pushbutton)
0
1 H1 - Crane Running (Green Light)
S1 S2 H1 H2 H3
H2 - Main Supply (White Light)
H3 - Heater (Blue Light)
Power Supply
START

STOP

3.50m Min Outreach 3.80m


Max Outreach 19.00m

Port Side Crane 79.7° Starboard Side Crane 79.7°

Remote Start/Stop 75° 75°

R7.50m R7.50m
18.3° 18.3°
R17.5
START 0m 0m
R17.5

STOP R11.05m
R11.05m 48.6°
61°

18.8°
Max Outreach R19.00m Max Outreach R19.00m
20.5° 14.1° 15.5°
15.5°

Issue: 1 - May 2010 IMO No: 9431135 Section 5.8 - Page 3 of 5


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
b) Lower the jib into its support cradle. released. The remote start/stop pushbutton is housed inside a protection box Operation of the Provisions Handling Crane
and is located on the crane pedestal on the opposite side to the control stand.
c) Lower the hook block and re-attach the securing strop. a) Verify that the ship is within the heel/trim limits.
The starter cabinets, situated in the provisions store handling area, has the
d) Carefully hoist the hoist to put the strop under a slight tension. following features: b) Visually check that the wires run correctly in the sheaves.
e) When the crane is secure, press the red STOP pushbutton to stop • Main on/off isolating switch
c) The main and control panel isolation switches, situated in the
the motor. • Start button dry provisions room, should be left in the ON position in order
f) Leave the main and control panel isolation switches in the ON • Stop button to ensure the space heater remains in operation when the crane
position to ensure the space heater remains in operation. is not in use.
• Source light
• Ammeter d) Check the system oil level and temperature via the sight glass
Provisions Cranes located below the operations platform.
• Space heater switch and light
Manufacturer: MacGregor • Running hours meter e) Press the green START pushbutton.
Type: GP 250-08,519
No. of sets: 2 f) Lower the hook and unlash the securing strop. Luff the jib out
Safety Features of its support cradle.
SWL: 8.5 tons
Radius maximum: 19.0m The crane is provided with the following safety features: g) Operate the crane using the control levers as required.
Radius minimum: 3.8m
1. Load Limiting System
Hook travel: 60m The unit is designed to operate in an ambient air temperature of -10°C to
The main hydraulic circuit is protected from over-pressure by a +45°C.
Hoisting speed average: 10m/min
relief valve, in addition, each hydraulic circuit is equipped with a
Slewing sector: 360 degrees relief valve, set to activate corresponding to the crane capacity.
Slewing speed: 0.5 rev/min Procedure to Shut Down
2. Hook Stop
Luffing: 60 seconds (approximately)
The hook movement will be automatically stopped in top and a) Slew the crane to the normal secured position.
Weight of crane: 15.2 tonnes (approximately)
bottom positions by limit switches.
Steel wire rope: 18mm diameter b) Lower the jib into its support cradle.
3. Fail-Safe Brakes
Both winch motor and slewing motors are provided with c) Lower the hook block and re-attach the securing strop.
Description of the Provisions Handling Crane oversized fail-safe brakes, the brakes are spring operated and
pressure released. The brakes will engage automatically if the d) Carefully hoist the hoist to put the strop under a slight tension.
Each provision handling crane consists of a base column, slewing ring, column control lever is in the neutral position, and the brakes are spring
and gear, jib and hoisting gear facilitating limited sector movement and a activated so that they can close automatically upon failure of the
19.0m reach. Each crane is provided with an open control platform on the side e) When the crane is secure, press the red STOP pushbutton to stop
hydraulic system. the motor.
of the crane house. All electrical, hydraulic and mechanical units required for
the operation of the crane are housed inside the crane pedestal. 4. Luffing Stop
f) Leave the main and control panel isolation switches in the ON
The luffing cylinder is designed for safe buffering in the extreme position to ensure the space heater remains in operation.
Driving Units positions.
The crane is electro-hydraulically operated with hoisting, slewing and jib 5. Load Holding Valves Possible Hazards
movement driven by hydraulic operation. A single hydraulic pump supplies the Winch motor, hydraulic cylinders and slewing motors are
hydraulic motors for the hoisting, slewing and luffing operations. During the operation of the crane, the levers must be operated slowly and
all provided with load holding valves which will freeze the smoothly in order not to induce a swinging motion in the hanging load.
movement in case of hose rupture or other failure causing Extreme care must also be taken when operating the crane in the winch-up
Crane Controls pressure drop. or jib-up motion, where the jib angle is nearing its maximum value and the
The hoisting, luffing and slewing movements of the crane are steplessly 6. Slewing Stop hook is close to the hook stop, as the load may hit the underside of the jib. The
controlled by hydraulic control levers and carried out from the control stand operator must always be able to see the landing area for the load, or be in direct
Each crane is provided with limit switches for limiting the
position. The control levers are designed to return to the neutral position when contact with somebody who can see the landing area.
slewing sector.

Issue: 1 - May 2010 IMO No: 9431135 Section 5.8 - Page 4 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Cranes should only be operated by personnel who have received formal on Small Equipment Davit on Trunk Deck Spool Piece Davit
board training, have achieved the necessary level of competency and have been
Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd. Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd.
issued with the appropriate certificate for the equipment they are required to
operate. Type: Portable tripod leg type (winch driven by fixed Type: Fixed davit with portable manual chain block
pneumatic motor) No. of sets: 4
No. of sets: 1 SWL: 0.5 tonnes
Additional Cranes and Davits SWL: 2.0 tonnes Manual working radius: 0.6m
Hoisting speed: 10m/min Hoisting height: 10m
Cargo Machinery Room Crane
Hoisting height: 2.5m Hoisting method: Manual chain block
Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd. Lifting height: 5m Slewing method: Manual guy ropes
Type: Fixed boom type (winch driven by fixed pneumatic Winch type: YN-AW-1020
motor)
Hoisting air motor: SAM-7VP-55 (7.3HP x 550 rpm)
No. of sets: 1
Working air pressure: 600kPa (max. 900kPa required regulator)
SWL: 5.0 tonnes
Steel wire rope: 10mm diameter x 16m (18x7, FC, GSWR)
Hoisting speed: 4~5m/min
Radius maximum: 7.75m
Davit for Injured Person
Hook travel: 50m
Slewing sector: 360 degrees Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd.
Winch type: YN-AW-2510 Type: Portable type (winch driven by fixed pneumatic
motor)
Hoisting air motor: SAM-7VP-66 (7.3HP x 660 rpm)
No. of sets: 1
Slewing air motor: SAM-2.5VP-30 (2.5HP x 290 rpm)
SWL: 2.0 tonnes
Working air pressure: 600kPa (max 900kPa required regulator)
Hoisting speed: 10m/min
Steel wire rope: 14mm diameter x 115m (18x7, FC, GSWR)
Working radius: 0.6m
Hoisting height: 40m
Steering Gear Room Crane Winch type: YN-AW-0310
Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd. Hoisting air motor: SAM-16VP-85 (1.6HP x 850 rpm)
Type: Fixed boom type (winch driven by fixed pneumatic Working air pressure: 600kPa (max. 900kPa required regulator)
motor) Steel wire rope: 6.3mm diameter x 44m (7 x 19, 1 WRC, GALV)
No. of sets: 1
SWL: 2.0 tonnes
Bosun’s Store Davit
Hoisting speed: 10m/min
Manufacturer: Youngnam Marine Machinery Ind. Co. Ltd.
Radius maximum: 1.7m
Type: Portable type (tripod type with carrying wheels)
Hoisting height: 2.5m
No. of sets: 1
Lifting height: 20m
SWL: 0.9 tonnes
Winch type: YN-AW-1020 -W220
Davit height: 3.0m
Hoisting air motor: SAM-7VP-55 (7.3HP x 550 rpm)
Radius maximum: 1.7m
Slewing: 360 degrees manual
Hook travel: 15m
Working air pressure: 600kPa (max. 900kPa required regulator)
Hoisting method: Manual chain block
Steel wire rope: 10mm diameter x 45m (18x7, FC, GSWR)

Issue: 1 - May 2010 IMO No: 9431135 Section 5.8 - Page 5 of 5


Produced by: WMT Limited, UK
Email: [email protected]
Section 6: Cargo Operations 6.5 Discharging and Ballasting
6.5.1 Preparation for Discharging
6.1 Insulation Space Pressurising
6.5.2 Liquid Line Cooldown Before Discharging
6.1.1 Insulation Space Inerting
6.5.3 Arm Cooldown Before Discharging
6.1.2 In-Service Test
6.5.4 Discharging With Vapour Return From Shore

6.2 Post Dry Dock and Pre-loading Operations 6.5.5 Discharging Without Vapour Return From Shore
6.2.1 Drying Cargo Tanks 6.5.6 Ballasting
6.2.2 Inerting Cargo Tanks

6.2.3 Gassing-Up Cargo Tanks 6.6 Ballast Passage


6.6.1 Ballast Voyage with Reliquefaction
6.2.4 Cooling Down Cargo Tanks
6.6.2 Cooling Down Cargo Tanks Prior to Arrival

6.3 Loading and Deballasting 6.6.3 Sloshing Inside the Cargo Tanks
6.3.1 Preparations for Loading

6.3.2 Cargo Line Cooldown 6.7 Pre Dry Dock Operations


6.7.1 Stripping and Line Draining
6.3.3 Loading Cargo with Vapour Return to Shore via the High Duty Compressor
6.7.2 Tank Warm-Up
6.3.4 Operating Procedure for Draining and Purging Discharging/Loading Arms
6.7.3 Gas Freeing
6.3.5 Deballasting
6.7.4 Aerating

6.4 Loaded Voyage with Boil-off Gas Reliquefaction


6.4.1 Loaded Voyage with BOG Reliquefaction 6.8 One Tank Operations

6.8.1 Warm-Up

6.8.2 Gas Freeing

6.8.3 Aerating

6.8.4 One Tank Drying

6.8.5 Inerting at Sea

6.8.6 One Tank Gassing-Up at Sea

6.8.7 One Tank Cooldown at Sea


Al Nuaman Cargo Operating Manual

Illustration 6.1.1a Insulation Space Evacuation Tank No.5 Tank No.4


Flow Meter

CN587 CN586 1kPa 1kPa


CN CF CF
From Nitrogen 971 572 472
Generator
Nitrogen Purge Main Line
System F
CN
976 CP574 CP474

CN Secondary Barrier Pressurisation


972

CP575 Primary Barrier Pressurisation


Nitrogen CN 1kPa 1kPa
CN 1kPa CN CN
Buffer Tank CN CP 584 CP585 CP479 CP485
975 475 375
(59m3, 1.25MPa) CN From Gas 574 579 CF CP CF CF
CN 584 1kPa CP 1kPa
978 Combustion 574 474 374
973 Vapour CN Vapour 484
Unit CN CN
Liquid CP586 CP587 CF573 572 Liquid CP483 CP486 CP487 CF473
591 Dome CN Dome 472 CN
CN Dome CP Dome
F
583 From 474 374
To No.5 Vent Mast 977 CN CP
Stripping 589 CN471
CN CP571 491 CP471
100 Line
To 974 CN588 CN571 CP415 CN486 CN487
CN688 CP
Compander CP582 CP515 CP482
RN RN RN 25
CP CN585 CP 391 CP
592 CP514 CN CP414 392
863 851 850 To Gas 492
514 Scavenging
Combustion Line
Cooling 100
Unit CP CP CP CP CP CP CP CP CP CP CP
RN RN RN Primary Insulation CP 575 576 494 493 Primary Insulation 472
Water 594 593 475 476 394 393
50 50 874 864 873 Space Gas Detection 572 Space Gas Detection
Near Motor Secondary Insulation Secondary Insulation
Preheater CN 15 Room Space Gas Detection Space Gas Detection
200
686 N2 Inventory
CP To Separator
No.2 CP573 CF CP473 CF
Vacuum Nitrogen Reservoir
676 571 471
Pump
Blank CN
25 Tank 1kPa 1kPa
200
20 864
CN Cargo Compressor Room
687
100 250 250 Primary Barrier Pressurisation
200
No.1 CP CP Secondary Barrier Pressurisation
Vacuum 675
Pump
674 Nitrogen Purge Main Line
20
200
CP872 CP871
CN CN 200
1kPa 1kPa
685 682 CF Regulating Valves for CF
To BOG 1st 372 Barriers Exhaust 272
LNG Vaporiser

Compressor For 2nd


CP
Suction Floor CP
673 400
CN285 CN CN278 1kPa
2nd
CF374 CP274 CF
672 281
For 1st A CN284 A CN277 172
No.2 BOG Floor CN
CP 15 CG
A
280
Compressor 3rd CN283 CN276
671 646
25 CP174
CP CP CN282 CN279
1st
692 688 250

CN172
P
2nd CN CP385 1kPa CN CP285 1kPa CN
275 175 H CP178 CP177 1kPa
CN CN CN 683 CP379 CP279 CP284 CP179 CF
CP384 CF274 CF174
No.1 BOG 675 676 677 CN 1kPa 1kPa CP186 173
674 CN CP187
Compressor 3rd P
CN CN CP171
100 CP383 CP386 CP283 CP286 Vapour
25 100 681 Liquid CP387 CF373 372 CN Liquid CP287 CF273 272 CN Liquid Dome CN171
CN CN CN CP
CP 671 672 Dome Vapour 274 Dome Vapour 174 Dome 183
To Seal 673 Dome Dome CP
Gas 691 P
CN371 CN271
CP371 CP271 CN187 CN186 172
Venting CN386 CN387 CN286 CN287
CN CN CN CP115
678 679 680 CP382 CP CP282 CP CP182 CP114
CP314 291 CP215 CP214 191
CP315 Primary Insulation Primary Insulation Secondary Insulation CP CP
No.2 H/D 15 Key CP CP CP CP CP173
Space Gas Detection Space Gas Detection Space Gas Detection CF 176 175
Compressor
CP Secondary Insulation
372 CP CP CP CP 292 Secondary Insulation
272 CP CP CP CP 192
Nitrogen 171
690 Space Gas Detection 375 376 294 293 Space Gas Detection 275 276 194 193 Primary Insulation 1kPa
Atmospheric Air (Vacuum) Space Gas Detection
CF CF
CP373 CP273
371 271
Atmospheric Air (Exhaust)
1kPa 1kPa
15
No.1 H/D Fresh Water CP772 CP771
Compressor
CP
689 Tank No.3 Tank No.2 Tank No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.1 - Page 1 of 7


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.1 Insulation Space Pressurising CAUTION c) Confirm the cooling water is on for the vacuum pumps.
Changes in temperature or barometric pressure can produce differentials
6.1.1 Insulation Space Inerting d) Ensure all sample and purge valves not in use on each tank are
far in excess of 3kPa in insulation spaces which are shut in. With the
closed.
cargo system out of service and during inerting, always maintain the
Vacuum Pumps secondary insulation space pressure at or below the primary insulation
space pressure. Severe damage to the membranes will result if the e) Ensure that the inlet to the primary and secondary gas detection
Manufacturer: MPR Ind. differentials exceed 3kPa. units are closed.
Type: Rotary vacuum
Capacity: 1,700m3/h f) In the cargo compressor room, at the insulation spaces
Where the nitrogen is supplied from ashore, it is usually supplied from road distribution panel and on deck, set the valves in accordance
Limit vacuum: 4kPa absolute tankers as a liquid to the ship’s spray manifold and distributed via the spray with the following table:
Normal operation range: 100 ~ 20kPa absolute line to the LNG vaporiser, thence as a vapour to the primary and secondary
Gas handled: Air or nitrogen pressurisation headers in the cargo auxiliaries room and then to each group of
insulation spaces. All valves prefixed CN
Pump speed: 1,170 rpm
Electric motor: 65kW at 1,170 rpm, 60Hz Position Description Valve
This operation is not carried out until the cargo tanks have been pressurised.
Delivery temperature: 170°C (approximately) Close Isolating valves for main pressurisation 971, 972, 975
header regulating valve
Cooling water: 2,200l/h at 36°C Operating Procedure for Vacuum Process Close Deck control valve to main pressurisation 976
Vol insulation spaces: 12,823m³ (total)
(See illustration 6.1.1a.) header
Pressure at cycle start-up: 101.3kPa absolute
Residual pressure: 20kPa absolute The vessel carries two vacuum pumps located in the cargo compressor room g) Set the nitrogen supply valves to the primary and secondary
for the evacuation of humid air in the insulation spaces. insulation spaces as follows:
Pumping time: 8 hours (1 cycle)
To avoid possible damage to the secondary membrane, the secondary insulation All valves prefixed CN
Introduction space can be evacuated before the primary insulation space if required,
however, both spaces can also be evacuated simultaneously with care. In this Position Description Valve
case example, the insulation spaces are being evacuated simultaneously. Closed Primary space supply control valve 676
On completion of a dry dock period the primary and secondary insulation
spaces require inerting, and this is normally carried out using nitrogen supplied Closed Primary space supply isolating valves 675, 677
The vacuum pumps are used to evacuate the primary and secondary insulation
from ashore as the on board generators may have insufficient capacity for this Closed Secondary space supply control valve 679
spaces until the pressure is less than 20kPa absolute.
task. Closed Secondary space supply isolating valves 678, 680
a) Isolate the vessel’s normal insulation space gauges in the boxes Closed Spare supply control valve 672
At this time, all of the insulation spaces are under a vacuum created for global
on deck and install ten vacuum gauges/manometers in total to Closed Spare supply isolating valves 671, 674, 614
testing of the barriers. Where the spaces are not under a vacuum they must first
the exhaust outlets, one for each primary and secondary space.
be cleansed to remove the atmospheric air and then refilled with nitrogen. This
usually requires three cycles of cleansing with filling taking approximately 8 h) At the nitrogen exhaust distribution valve grouping by No.2
b) Prepare both vacuum pumps to draw on both the primary and cargo tank, manually set the following valves:
hours for a cleansing cycle and 4 hours for a filling cycle.
secondary insulation pressurisation headers and discharge to
No.4 vent mast.
CAUTION All valves prefixed CN
To avoid major damage to the secondary barrier, never evacuate Position Description Valve
a primary insulation space while leaving the associated secondary All valves prefixed CP
insulation space under pressure, and never fill a secondary space while Closed Primary exhaust control valve 277
Position Description Valve
the associated primary space is under a vacuum. Closed Primary exhaust control isolating valves 276, 278
Open Supply manifold crossover to common 681
Closed Secondary exhaust control valve 284
primary and secondary headers
Prior to any inerting of these spaces, either with the nitrogen being supplied Closed Secondary exhaust control isolating valves 283, 285
Open Vacuum pump crossover valve to the primary 682
from ashore or on board, great care has to be taken to ensure that all sampling, Closed Spare exhaust control valve 280
and secondary pressurisation header
control and pressure relief systems are fully operational and that personnel are
Open No.1 vacuum pump inlet valve 685 Closed Spare exhaust control isolating valves 279, 282
fully conversant in the operation.
Open No.2 vacuum pump inlet valve 687

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.1 - Page 2 of 7


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.1.1b Barrier Pressurising System Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.1 - Page 3 of 7


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Position Description Valve Operating Procedure for Inerting with Nitrogen from Shore g) At the IAS, set the LNG vaporiser pressure control from LNG
to nitrogen, the second position, to enable readings to be taken
Closed Primary space relief valve bypass valves on 571, 471, 371 Initial Inerting of the Insulation Spaces
from the primary pressurisation header.
each tank 271, 171
Prior to inerting/pressurising the insulation spaces, the cargo tank pressure
Closed Vapour dome purge valves on each tank 588, 486, 386 must be increased to maintain a minimum differential pressure of 2kPag h) Set the outlet temperature for the LNG vaporiser to +20°C.
286, 186 between the cargo tanks and the insulation spaces, based on the pressure in the
insulation spaces after inerting. At no time is the cargo tank pressure to be less i) At the exhaust distribution area at No.2 cargo tank, open the
i) From the IAS, start both vacuum pumps and open the feeding than 2kPag higher than the actual insulation space pressure. exhaust isolating valves for the primary header, valves CN276
valves at each tank’s secondary insulation space. and 278, then open the crossover valves to the secondary header
a) Install the removable bend at the cargo compressor room CN279 and 282.
All valves prefixed CN between the vaporiser outlet line and the primary nitrogen
pressurisation header. j) At the IAS, open the primary header exhaust regulating valve
Position Description Valve CN277 to enable venting to No.2 nitrogen vent mast and request
Open SIS feeding valves at each tank 575, 572, 475 b) Isolate the vessel’s normal insulation space gauges in the boxes the terminal to commence supply of the liquid nitrogen. When
472, 375, 372 on deck and install ten vacuum gauges in total to the exhaust liquid has reached the vaporiser and conditions have stabilised,
275, 272, 175 outlets, one for each primary and secondary space. (These place the vaporiser in automatic. Nitrogen vapour is now leaving
172 gauges will probably already be in position.) the vaporiser, flowing along the primary pressurisation header
Open Isolating valves for secondary pressurisation 574, 474, 374 and venting out of No.2 vent mast.
header to each secondary insulation space 274, 174 c) Ensure that the pressure transmitter take-off cocks in the cargo
compressor room are open on the inlet and exhaust side of both k) Record the pressure reading for each insulation space (in this
j) Verify that a vacuum is being drawn on the secondary insulation the primary and secondary pressurisation headers. example it is assumed to be 20kPa absolute), then crack open
spaces, then open one feeding valve to each tank’s primary the valves to the primary insulation spaces, valves CN575,
insulation space. d) At the cargo compressor room, check that the pressure transmitter 475, 375, 275 and 175. This will start the filling of the primary
take-off cock for the main vaporiser trip is open (set at 5kPa). insulation spaces, the valves should be adjusted to give a
suitable flow.
All valves prefixed CN
e) Swing the elbow to connect the vaporiser outlet to the nitrogen
Position Description Valve pressurisation header at valve CN683. l) Allow the pressure in the primary insulation spaces to increase
Open PIS feeding valves at each tank 574, 474, 374 to 30kPa absolute, giving a differential pressure of 10kPa
274, 174 f) Prepare the main vaporiser for use and set the liquid nitrogen between the primary and secondary insulation spaces, adjusting
inlet lines valves. Refer to illustration 4.2.1a, Cargo Piping the position of the primary supply valves as necessary.
k) Open the crossover between the primary and secondary headers System, for the valve configuration.
to common-up the system. m) In the cargo compressor room, open valve CN581, then crack
CAUTION open the inlet valve to each secondary space, valves CN574,
The vaporiser should be thoroughly preheated by steam before the 474, 374, 274 and 174. Nitrogen is now being supplied to all
CAUTION
admission of any nitrogen. This will prevent the formation of ice. insulation spaces.
When the depression in the primary insulation spaces relative to the
secondary insulation spaces, reaches 3kPag, the two insulation spaces n) Adjust the position of the supply valves for the secondary
must be immediately interconnected, otherwise serious damage will Position Description Valve
insulation spaces to obtain the desired flow. As necessary, close
occur to the membranes. Open No.1 manifold spray valves CS703, CS702 in on the valve used for the common exhaust to No.2 vent mast.
Open Spray main crossover valve CS003 It is not anticipated that it would be necessary to close the
All valves prefixed CN Open Spray header to vaporiser inlet line CS601 exhaust to No.2 vent mast due to the high capacity output from
Open LNG vaporiser inlet valve CS641 the vaporiser.
Position Description Valve
Open LNG vaporiser outlet valve CG646
Open Primary and secondary header crossover 681 o) Monitor the rise in pressures and when the pressure reaches
valve Open Vaporiser outlet line to nitrogen CN683
95kPa absolute, stop the supply of liquid nitrogen to the
pressurisation header valve
vaporiser and close valves CS703, CN683 and CN277. Take
l) When the insulation spaces reaches a 20kPa absolute vacuum, Set LNG vaporiser pressure control valve CS642 oxygen readings from the insulation space sample points, and if
stop the vacuum pump and fill the insulation spaces with Set LNG vaporiser temperature control valve CS643 greater than 2%, return to the procedure for drawing a vacuum
nitrogen to a pressure of 95kPa absolute as per the following and complete a further cycle.
section.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.1 - Page 4 of 7


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.1.1c Insulation Space Filling from Shore Tank No.5 Tank No.4
Flow Meter

CN587 CN586 1kPa 1kPa


CN CF CF
From Nitrogen 971 572 472
Generator
Nitrogen Purge Main Line
System F
CN
976 CP574 CP474

CN Secondary Barrier Pressurisation


972

CP575 Primary Barrier Pressurisation


Nitrogen CN 1kPa 1kPa
CN 1kPa CN CN
Buffer Tank CN CP 584 CP585 CP479 CP485
975 475 375
(59m3, 1.25MPa) CN From Gas 574 579 CF CP CF CF
CN 584 1kPa CP 1kPa
978 Combustion 574 474 374
973 Vapour CN Vapour 484
Unit CN CN
Liquid CP586 CP587 CF573 572 Liquid CP483 CP486 CP487 CF473
591 Dome CN Dome 472 CN
CN Dome CP Dome
F
583 474 374
To No.5 Vent Mast 977 Liquid Nitrogen CN CP
From Shore 589 CP571 491 CN471 CP471
100 CN
To 974 CN588 CN571 CP415 CN486 CN487
CN688 CP
Compander CP582 CP515 CP482
RN RN RN 25
CP CN585 CP 391 CP
592 CP514 CN CP414 392
863 851 850 To Gas Scavenging 492
514
Combustion Line
Cooling 100
Unit CP CP CP CP CP CP CP CP CP CP CP
RN RN RN Primary Insulation CP 575 576 494 493 Primary Insulation 472
Water 594 593 475 476 394 393
50 50 874 864 873 Space Gas Detection 572 Space Gas Detection
Near Motor Secondary Insulation Secondary Insulation
Preheater CN 15 Room Space Gas Detection Space Gas Detection
200
686 N2 Inventory
CP To Separator
No.2 CP573 CF CP473 CF
Vacuum Nitrogen Reservoir
676 571 471
Pump
Blank CN
25 Tank 1kPa 1kPa
200
20 864
CN Cargo Compressor Room
687
100 250 250 Primary Barrier Pressurisation
200
No.1 CP CP Secondary Barrier Pressurisation
Vacuum 675
Pump
674 Nitrogen Purge Main Line
20
200
CP872 CP871
CN CN 200
1kPa 1kPa
685 682 CF Regulating Valves for CF
To BOG 1st 372 Barriers Exhaust 272
LNG Vaporiser

Compressor For 2nd


CP
Suction Floor CP
673 400
CN285 CN CN278 1kPa
2nd
CF374 CP274 CF
672 281
For 1st A CN284 A CN277 172
No.2 BOG Floor CN
CP 15 CG
A
280
Compressor 3rd CN283 CN276
671 646
25 CP174
CP CP CN282 CN279
1st
692 688 250

CN172
P
2nd CN CP385 1kPa CN CP285 1kPa CN
275 175 H CP178 CP177 1kPa
CN CN CN 683 CP379 CP279 CP284 CP179 CF
CP384 CF274 CF174
No.1 BOG 675 676 677 CN 1kPa 1kPa CP186 173
674 CN CP187
Compressor 3rd P
CN CN CP171
100 CP383 CP386 CP283 CP286 Vapour
25 100 681 Liquid CP387 CF373 372 CN Liquid CP287 CF273 272 CN Liquid Dome CN171
CN CN CN CP
CP 671 672 Dome Vapour 274 Dome Vapour 174 Dome 183
To Seal 673 Dome Dome CP
Gas 691 P
CN371 CN271
CP371 CP271 CN187 CN186 172
Venting CN386 CN387 CN286 CN287
CN CN CN CP115
678 679 680 CP382 CP CP282 CP CP182 CP114
CP314 291 CP215 CP214 191
CP315 Primary Insulation Primary Insulation CP CP
Secondary Insulation
No.2 H/D 15 Key CP CP CP CP CP173 176 175
Space Gas Detection Space Gas Detection Space Gas Detection CF
Compressor
CP Liquid Nitrogen Secondary Insulation
372 CP CP CP CP 292 Secondary Insulation
272 CP CP CP CP 192
171
690 Space Gas Detection 375 376 294 293 Space Gas Detection 275 276 194 193 Primary Insulation 1kPa
From Shore
Space Gas Detection
CF CF
Secondary Nitrogen CP373 CP273
371 271
1kPa 1kPa
No.1 H/D 15
Primary Nitrogen CP772 CP771
Compressor
CP
689 Tank No.3 Tank No.2 Tank No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.1 - Page 5 of 7


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
On Completion of Initial Inerting e) Open the manual isolating valves on the primary and secondary
It is expected that this operation will take three cycles to complete or until the pressurisation headers to each insulation space to allow the
oxygen readings from all of the sampling points is less that 2%. supply of nitrogen to the headers from the nitrogen buffer tank
in the engine room via the required regulating valves.
p) Shut down the vaporiser and associated valves as required and
remove the removable bend specified in (a) on completion of the All valves prefixed CN
operation.
Position Description Valve
q) Vaporisation of liquid nitrogen for the insulation spaces is now Open Isolating valves for primary pressurisation 575, 572, 475
complete, filling can be continued using the ship’s nitrogen header to each primary insulation space 472, 375, 372
system. 275, 272, 175
172
Open Isolating valves for secondary pressurisation 574, 474, 374
Operating Procedure for Normal Service header to each secondary insulation space 274, 174
To put the insulation spaces pressurisation system into normal operation the
The system will automatically adjust the pressures in the primary and secondary
following procedure is carried out. It is assumed that the nitrogen system is
insulation spaces, exhausting if the pressure exceeds the exhaust valve set point
operating and that the buffer tank pressurised to 1MPa.
and making it up if it falls below the supply valve set point.
a) In the cargo machinery room at the insulation spaces distribution
Both the make-up and exhaust set points have to be adjusted to a higher value
panel and on deck.
before cooldown of the tanks and loading operations, as the nitrogen demand
will be greater than normal. Increasing the pressure within the barriers before
All valves prefixed CN starting these operations ensures the system is able to handle the loss of
pressure as the tank spaces cool down.
Position Description Valve
Open Buffer tank outlet valve 978
CAUTION
Open Deck controller isolating valves to main 971, 972
The insulation spaces must be protected at all times against over-
pressurisation header
pressure, which might otherwise result in membrane failure.
Open PIS regulating valve isolating valves 575, 677
Open SIS regulating valve isolating valves 678, 680 The insulation spaces are now at their normal service pressures with the
primary spaces being maintained at 0.4kPa and the secondary spaces at 0.2kPa.
b) At the nitrogen exhaust distribution valve grouping by No.2 The vessel’s normal local pressure gauges can safely be put back into service.
cargo tank, manually open the following valves:
Note: Ensure that the manual isolating valves situated each side of the
All valves prefixed CN regulating control valves, both supply and exhaust on each pressurisation
header are open, eg, CN675 and CN677 for the PIS supply.
Position Description Valve
Open Isolating valves for PIS exhaust regulating 276, 278
CAUTION
valve
The insulation spaces must be protected at all times against high
Open Isolating valves for SIS exhaust regulating 283, 285
pressure, which might otherwise result in membrane failure. Ensure
valve
that pressure relief valves CF171, 172, 173, 174, 271, 272, 273, 274, 371,
372, 373, 374, 471, 472, 473, 474, 571, 572, 573, and 574 are correctly
c) Using the IAS screen, adjust the set point of the nitrogen exhaust
fitted. Verify that these valves are all certified as having a set opening
regulating valve CN277 (PIS) to +0.6kPa and CN284 (SIS) to
pressure of 1kPa.
+0.4kPa.

d) Using the IAS, adjust the set point of the nitrogen supply
regulating valve CN576 (PIS) to +0.4kPa and CN579 (SIS) to
+0.2kPa.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.1 - Page 6 of 7


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Al Nuaman Cargo Operating Manual

Illustration 6.1.1d Insulation Space Pressurisation Tank No.5 Tank No.4


Flow Meter

CN587 CN586 1kPa 1kPa


CN CF CF
From Nitrogen 971 572 472
Generator
Nitrogen Purge Main Line
System F
CN
976 CP574 CP474

CN Secondary Barrier Pressurisation


972

CP575 Primary Barrier Pressurisation


Nitrogen CN 1kPa 1kPa
CN 1kPa CN CN
Buffer Tank CN CP 584 CP585 CP479 CP485
975 475 375
(59m3, 1.25MPa) CN From Gas 574 579 CF CP CF CF
CN 584 1kPa CP 1kPa
978 Combustion 574 474 374
973 Vapour CN Vapour 484
Unit CN CN
Liquid CP586 CP587 CF573 572 Liquid CP483 CP486 CP487 CF473
591 Dome CN Dome 472 CN
CN Dome CP Dome
F
583 From 474 374
To No.5 Vent Mast 977 CN CP
Stripping 589 CN471
CN CP571 491 CP471
100 Line
To 974 CN588 CN571 CP415 CN486 CN487
CN688 CP
Compander CP582 CP515 CP482
RN RN RN 25
CP CN585 CP 391 CP
592 CP514 CN CP414 392
863 851 850 To Gas 492
514 Scavenging
Combustion Line
Cooling 100
Unit CP CP CP CP CP CP CP CP CP CP CP
RN RN RN Primary Insulation CP 575 576 494 493 Primary Insulation 472
Water 594 593 475 476 394 393
50 50 874 864 873 Space Gas Detection 572 Space Gas Detection
Near Motor Secondary Insulation Secondary Insulation
Preheater CN 15 Room Space Gas Detection Space Gas Detection
200
686 N2 Inventory
CP To Separator
No.2 CP573 CF CP473 CF
Vacuum Nitrogen Reservoir
676 571 471
Pump
Blank CN
25 Tank 1kPa 1kPa
200
20 864
CN Cargo Compressor Room
687
100 250 250 Primary Barrier Pressurisation
200
No.1 CP CP Secondary Barrier Pressurisation
Vacuum 675
Pump
674 Nitrogen Purge Main Line
20
200
CP872 CP871
CN CN 200
1kPa 1kPa
685 682 CF Regulating Valves for CF
To BOG 1st 372 Barriers Exhaust 272
LNG Vaporiser

Compressor For 2nd


CP
Suction Floor CP
673 400
CN285 CN CN278 1kPa
2nd
CF374 CP274 CF
672 281
For 1st A CN284 A CN277 172
No.2 BOG Floor CN
CP 15 CG
A
280
Compressor 3rd CN283 CN276
671 646
25 CP174
CP CP CN282 CN279
1st
692 688 250

CN172
P
2nd CN CP385 1kPa CN CP285 1kPa CN
275 175 H CP178 CP177 1kPa
CN CN CN 683 CP379 CP279 CP284 CP179 CF
CP384 CF274 CF174
No.1 BOG 675 676 677 CN 1kPa 1kPa CP186 173
674 CN CP187
Compressor 3rd P
CN CN CP171
100 CP383 CP386 CP283 CP286 Vapour
25 100 681 Liquid CP387 CF373 372 CN Liquid CP287 CF273 272 CN Liquid Dome CN171
CN CN CN CP
CP 671 672 Dome Vapour 274 Dome Vapour 174 Dome 183
To Seal 673 Dome Dome CP
Gas 691 P
CN371 CN271
CP371 CP271 CN187 CN186 172
Venting CN386 CN387 CN286 CN287
CN CN CN CP115
678 679 680 CP382 CP CP282 CP CP182 CP114
CP314 291 CP215 CP214 191
CP315 Primary Insulation Primary Insulation CP CP
Secondary Insulation
No.2 H/D 15 Key CP CP CP CP CP173 176 175
Space Gas Detection Space Gas Detection Space Gas Detection CF
Compressor
CP Secondary Insulation
372 CP CP CP CP 292 Secondary Insulation
272 CP CP CP CP 192
171
690 Nitrogen/ Space Gas Detection 375 376 294 293 Space Gas Detection 275 276 194 193 Primary Insulation 1kPa
Secondary Nitrogen Space Gas Detection
CF CF
CP373 CP273
Primary Nitrogen 371 271
1kPa 1kPa
No.1 H/D 15 Compressed Air
CP772 CP771
Compressor Instrumentation
CP
689 Tank No.3 Tank No.2 Tank No.1

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.1 - Page 7 of 7


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.1.2 In-Service Test

Introduction

Classification society regulations require that the barriers of a membrane


tank should be capable of being checked periodically for their effectiveness.
The following description covers the practice, recommendations and the
precautions which should be taken during the in-service periodical examination
of the interbarrier and insulation membranes.

Method for Checking the Effectiveness of the Barriers


Primary Insulation Space (PIS) Membrane
Each PIS is provided with a permanently installed gas detection system capable
of measuring gas concentration at intervals not exceeding thirty minutes. The
results of this monitoring gives a continuous indication of the membrane
tightness and integrity. Any gas concentration detected in excess of the steady
rates would be an indication of membrane damage in that area.

Depending on the degree of leakage from the tank, the gas concentration can
be controlled by purging the space with nitrogen, or alternatively it may be
necessary to take the vessel out of service to effect repairs.

Secondary Insulation Space (SIS) Membrane


The SIS is monitored in the same manner and the same procedures for purging
are used as for the PIS with the exception that the secondary insulation spaces
vent to the open deck.

It is most probable that a gas content increase in the SIS will be preceded by a
gas concentration increase in the PIS.

WARNING
It is more difficult and dangerous to control the gas concentration in the
SIS by purging, as the outlet will be at the open deck level (the PIS outlet
is led to the vent mast).

(Refer to Section 4.10, Fixed Gas Sampling and Gas Detection Systems, for
alarm levels and operation of the gas detection system.)

Issue: 1 - May 2010 IMO No: 9431135 Section 6.1.2 - Page 1 of 1


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 6.2.1a Cargo Overview Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.1 - Page 1 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.1b Inert Gas Generator Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.1 - Page 2 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.1c Drying Cargo Tanks (Summer) Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd Key
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Dry-Air
3rd RL821 RL830 RL813 To Ballast
Atmospheric
Line Air
RG802 RG804 From Inert
Nitrogen
Gas System
Inert Gas

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.1 - Page 3 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.2 Post Dry Dock and Pre-Loading Operating Procedure for Drying Tanks (Summer) gas discharge line. This valve should be opened first, as the IG
Operations funnel bypass and IG to deck changeover is automatic. Start the
(See illustration 6.2.1c above.) inert gas generator to produce dry-air, discharging to atmosphere
through valve IG040 until the correct oxygen level and dew
6.2.1 Drying Cargo Tanks
Dry-air with a dew point of -45°C is produced by the dry-air/inert gas plant at point is obtained. When the oxygen content is 20% and the dew
a flow rate of 21,000Nm³/h. point is -45°C has been obtained, valve IG047, discharge to
Introduction deck will open automatically and IG040 will close.
a) Prepare the dry-air/inert gas plant for use in the dry-air mode.
During a dry docking or tank inspection, the cargo tanks which have been Note: It is necessary to lower the tank’s dew point by the use of dry-air to at
opened up and contain wet-air must be dried out before cargo can be carried b) Open the valve CG656 to connect the vaporiser/heater vapour least -20°C, before feeding the tanks with inert gas to avoid the formation of
again. The drying process is necessary to avoid the formation of ice when the line to the inert gas/dry-air supply from the engine room. corrosive agents.
tanks are cooled down, and to prevent the formation of corrosive agents if the
humidity combines with excess sulphur and nitrogen oxides present in the inert c) Insert the elbow piece connecting the vaporiser/heater vapour i) Monitor the dew point of each tank by taking a reading with a
gas. line to the liquid line adjacent to the cargo compressor room. portable meter at the vapour dome sample valves. These valves
are listed as CP519/544, CP419/440, CP319/340, CP219/230
Before gassing-up, the tanks are filled with inert gas to prevent the possibility d) Open valve CL602 to supply dry-air to the liquid header. and CP119/144, and are fitted on tanks Nos.5, 4, 3, 2 and 1
of any flammable air/LNG mixtures forming. Normal humid air is initially respectively. When the dew point has reached -20°C or less,
displaced by dry-air and then the dry-air is displaced by inert gas produced e) Using the IAS, open the individual tank isolating and loading close the filling and the vapour valves of the tank.
from the dry-air/inert gas plant. (Refer to Section 4.9, Inert Gas Generator.) valves in accordance with the following table:
Note: No.1 tank should be the final tank processed to ensure the system is
Note: The inert gas is primarily nitrogen and carbon dioxide containing less Position Description Valve always full of dry-air.
than 1% oxygen and with a dew point of -45°C or below. Open No.1 tank loading valves CL100, CL110
Open No.2 tank loading valves CL200, CL210 j) Wet-air which may be contained in the discharge lines from the
In the summer the dry-air is heavier than the ambient air, therefore the dry-air cargo pumps, float level piping and any associated pipework in
from the dry-air/inert gas plant is introduced to the bottom of the cargo tanks Open No.3 tank loading valves CL300, CL310
the cargo compressor room must be purged with dry-air. This is
through the filling pipes. The ambient air is displaced from the top of each tank Open No.4 tank loading valves CL400, CL410
normally carried out in conjunction with the drying of the cargo
through the vapour header, and is discharged from the vent mast at No.1 tank. Open No.5 tank loading valves CL500, CL510 tanks. (See Section 6.7.4, Aerating, for a detailed procedure.)
This is followed by introducing inert gas using the same piping route and the
displacement method. The nitrogen system should be ready to be brought into f) Confirm the spectacle flanges are in the open position and open k) When all of the tanks have been dried, stop the inert gas plant.
use. the manual header valves to the vapour domes in accordance Close the supply valve CL602 to the liquid header and close
with the following table: valve CG106 to the venting system at No.1 mast riser. Valve
In winter the dry-air can be lighter than the ambient air and in this case the CG107 is to be left open at all times, except for isolation or
dry-air is introduced into the top of the tank through the gas dome and vapour Position Description Valve maintenance.
header. The ambient air is displaced up the filling line into the liquid header
Open No.1 tank vapour valves CG101, CG102
and then vented to atmosphere through the forward vent mast at No.1 tank.
Open No.2 tank vapour valves CG201, CG202 Parameters for operation are as follows:
The dry-air operation can be carried out in port or at sea, taking approximately Open No.3 tank vapour valves CG301, CG302
20 hours to reduce the dew point to < -20°C, at which time the plant operation Open No.4 tank vapour valves CG401, CG402 Tank Parameter
is changed over to produce inert gas. Open No.5 tank vapour valves CG501, CG502 No.1 cargo tank 100% 28,063.4m³
Open Vapour header valve to No.1 vent mast riser CG107 No.2 cargo tank 100% 45,519.0m³
Automatic No.1 vent mast pressure regulating valve CG106 No.3 cargo tank 100% 45,518.6m³
No.4 cargo tank 100% 45,523.1m³
g) Raise the set point of pressure regulating valve CG106 to No.5 cargo tank 100% 45,526.0m³
10kPa and maintain the cargo tank pressure at least 2kPa higher Total volume 100% 210,150.1m³
than the insulation spaces. Vent through the No.1 vent mast as Volume of dry-air produced per hour 21,000m³/h
necessary.
Time taken for drying operation 20 hours
h) Open the valve to the deck IG012, which is downstream of the
l) Set up the system to supply inert gas to the tanks.
two non-return valves, IG048 and IG049, on the dry-air/inert

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.1 - Page 4 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.1d Drying Cargo Tanks (Winter) Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd Key
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Dry-Air
3rd RL821 RL830 RL813 To Ballast
Atmospheric
Line Air
RG802 RG804 From Inert
Nitrogen
Gas System
Inert Gas

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.1 - Page 5 of 6


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual
Operating Procedure for Drying Tanks (Winter) i) Open the valve to the deck IG012, which is downstream of the
two non-return valves, IG048 and IG049, on the dry-air/inert
(See illustration 6.2.1d above.)
gas discharge line. This valve should be opened first, as the IG
funnel bypass and IG to deck changeover is automatic. Start the
All of the valves are assumed closed prior to operations.
inert gas generator to produce dry-air, discharging to atmosphere
Dry-air with a dew point of -45°C is produced by the dry-air/inert gas plant at through valve IG040 until the correct oxygen level and dew
a flow rate of 21,000Nm³/h. point is obtained. When the oxygen content is 20% and the dew
point is -45°C has been obtained, valve IG047, discharge to
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. deck will open automatically and IG040 will close.

b) Open the valve CG656 to connect the vaporiser/heater vapour j) Monitor the dew point of each tank by taking a reading with a
line to the inert gas/dry-air supply from the engine room. portable meter at the loading valve sample valves. These valves
are listed as CP503/553, CP403/453, CP303/353, CP203/253
c) Insert the elbow piece connecting the liquid header No.1 vent and CP103/153, and are fitted on tanks Nos.5, 4, 3, 2 and 1
mast riser. respectively. When the dew point has reached -20°C or less,
close the filling and the vapour valves of the tank.
d) Open valve CG601 to supply dry-air to the vapour header.
Note: No.1 tank should be the final tank processed to ensure the system is
e) Using the IAS, open the individual tank isolating and loading always full of dry-air.
valves in accordance with the following table:
k) Wet-air which may be contained in the discharge lines from the
Position Description Valve cargo pumps, float level piping and any associated pipework in
the cargo compressor room must be purged with dry-air. This is
Open No.1 tank loading valves CL100, CL110
normally carried out in conjunction with the drying of the cargo
Open No.2 tank loading valves CL200, CL210 tanks. (See Section 6.7.4, Aerating, for a detailed procedure.)
Open No.3 tank loading valves CL300, CL310
Open No.4 tank loading valves CL400, CL410 l) When all of the tanks have been dried, stop the inert gas plant.
Open No.5 tank loading valves CL500, CL510 Close the supply valve CG601 to the vapour header and close
valve CL107 to the venting system at No.1 mast riser.
f) Confirm the spectacle flanges are in the open position and open
the manual header valves to the vapour domes in accordance Note: It is necessary to lower the tank’s dew point by the use of dry-air to at
with the following table: least -20°C, before feeding the tanks with inert gas to avoid the formation of
corrosive agents.
Position Description Valve
Parameters for operation are as follows:
Open No.1 tank vapour valves CG101, CG102
Open No.2 tank vapour valves CG201, CG202
Tank Parameter
Open No.3 tank vapour valves CG301, CG302
No.1 cargo tank 100% 28,063.4m³
Open No.4 tank vapour valves CG401, CG402
No.2 cargo tank 100% 45,519.0m³
Open No.5 tank vapour valves CG501, CG502
No.3 cargo tank 100% 45,518.6m³
g) Open the manual liquid header valve CL107 to No.1 vent mast No.4 cargo tank 100% 45,523.1m³
riser. No.5 cargo tank 100% 45,526.0m³
Total volume 100% 210,150.1m³
h) Raise the set point of regulating valve CG106 to 10kPa and Volume of dry-air produced per hour 21,000m³/h
maintain the cargo tank pressure at least 2kPa higher than
Time taken for drying operation 20 hours
the insulation spaces. Vent through the No.1 vent mast as
necessary.
m) Set up the system to supply inert gas to the tanks.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.1 - Page 6 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.2a Inerting Cargo Tanks Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd Key
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Dry-Air
3rd RL821 RL830 RL813 To Ballast
Nitrogen
Line
From Inert Inert Gas
RG802 RG804
Gas System

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.2 - Page 1 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.2.2 Inerting Cargo Tanks Position Description Valve j) During tank inerting, purge the air contained in the lines and
equipment for approximately 5 minutes by using the sample
Open No.1 tank loading valves CL100, CL110
point valves. (See Section 6.7.3, Gas Freeing, for a detailed
Introduction Open No.2 tank loading valves CL200, CL210 procedure.)
Open No.3 tank loading valves CL300, CL310
Inert gas, with an oxygen content of less than 1% and a dew point of -45°C, is k) When all of the tanks have been inerted, stop the inert gas plant.
Open No.4 tank loading valves CL400, CL410
produced by the dry-air/inert gas plant with a flow rate of 21,000Nm³/h. For Close the supply valve CL602 to the liquid header and close
a more detailed description on the operation of the inert gas generating plant, Open No.5 tank loading valves CL500, CL510
valve CG106 to the venting system at No.1 mast riser. Valve
refer to Section 4.9 of this manual. CG107 is to be left open at all times, except for isolation or
f) Confirm the spectacle flanges are in the open position and open maintenance.
Emergency pump wells have to be inerted with nitrogen before inerting the the manual header valves to the vapour domes in accordance
cargo tanks. with the following table:
Note: Until the ship is ready to load LNG, the tanks can be maintained
under inert gas pressure for as long as necessary. While the cargo tanks are at
WARNING Position Description Valve atmospheric pressure the insulation spaces must remain under a vacuum. The
Inert gas from this generator and pure nitrogen will not sustain life. Open No.1 tank vapour valves CG101, CG102 cargo tank pressure must be maintained at least 2kPa above the insulation
Great care must be exercised to ensure the safety of all personnel Open No.2 tank vapour valves CG201, CG202 spaces pressure, and to reduce leakage once the tanks are pressurised, isolate
involved with any operation using inert gas of any description to avoid Open No.3 tank vapour valves CG301, CG302 all of the valves at the forward venting system.
asphyxiation due to oxygen depletion.
Open No.4 tank vapour valves CG401, CG402
The time taken to reduce the oxygen content to less than 2% by volume and Open No.5 tank vapour valves CG501, CG502
the final dew point to -40°C is a further 20 hours. Inert gas can be introduced Open Vapour header valve to No.1 vent mast riser CG107
without first using dry-air where the tanks have been maintained during refit Automatic No.1 vent mast pressure regulating valve CG106
with a flow of dry-air. This reduces the combined operation time by 20 hours.
g) Raise the set point of pressure regulating valve CG106 to
During the time that the inert gas plant is in operation for drying and inerting 10kPa and maintain the cargo tank pressure at least 2kPa higher
the tanks, the inert gas is also used to dry and to inert all of the other LNG and than the insulation spaces. Vent through the No.1 vent mast as
vapour pipework. Before introduction of LNG liquid or vapour, the pipework necessary.
not purged with inert gas must be purged with nitrogen.
h) Open the valve to the deck IG012, which is downstream of the
Procedure for Inerting the Cargo Tanks two non-return valves, IG048 and IG049, on the dry-air/inert
gas discharge line. This valve should be opened first, as the IG
(See illustration 6.2.2a.) funnel bypass and IG to deck changeover is automatic. Start
the inert gas generator to produce dry-air, discharging to the
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. funnel through valve IG040 until the correct dew point has been
obtained. When the dew point is -45°C or below, valve IG047
b) Open the valve CG656 to connect the vaporiser/heater vapour will open automatically and IG040 will close.
line to the inert gas/dry-air supply from the engine room.
i) By sampling at the vapour dome, check the atmosphere of
c) Insert the elbow piece connecting the vaporiser/heater vapour each tank by means of the portable oxygen analyser and dew
line to the liquid line adjacent to the cargo compressor room. point meter. These valves are listed as CP113/142, CP213/226,
CP313/335, CP413/335 and CP513/537, and fitted on tanks
d) Open valve CL602 to supply dry-air to the liquid header. Nos.1, 2, 3, 4 and 5 respectively. Oxygen (O2) content is to
be less than 2% and the dew point less than -40°C. Progress
e) Using the IAS, open the individual tank isolating and loading of the inerting can also be monitored using the liquid dome
valves in accordance with the following table: sampling points which will give access to bottom and middle
tank readings.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.2 - Page 2 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.2b Drying and Inerting Cargo Tanks with Nitrogen Port Manifold Starboard
To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd Key
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012 Atmospheric Air
3rd RL821 RL830 RL813 To Ballast
Nitrogen Gas
Line
From Inert Nitrogen Liquid
RG802 RG804
Gas System

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.2 - Page 3 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Drying and Inerting the Cargo Tanks Using Liquid Nitrogen Position Description Valve k) The tank pressure is controlled via the regulating valve CG106
set in the automatic mode, raise the set point to 10kPa and
Open Vaporiser inlet valve CS641
There are occasions where it is not possible to use the on board inert gas plant maintain the cargo tank pressure at least 2kPa higher than the
to dry and inert the tanks, and the alternative method is to use liquid nitrogen Open Vaporiser manual discharge valves CG646, CG647 insulation space pressure.
from ashore. Open Vaporiser outlet valve to vapour header CG601
l) Monitor the dew point and oxygen content of each tank by
Liquid nitrogen is loaded from ashore and sent to the vaporiser via the spray f) Using the IAS, open the individual tank isolating and loading taking a reading with the portable dew point and oxygen meters
header. The liquid nitrogen is vaporised and the gaseous nitrogen is distributed valves in accordance with the following table: at the sample points. When the dew point is -40°C or less and
to the vapour header and then to each of the tanks through the vapour valves. the O2 content less than 2%, close in the filling and vapour
Position Description Valve valves of the tank.
The warm gaseous nitrogen vapour displaces the atmospheric air through the
liquid main and to atmosphere at No.1 mast riser. Open No.1 tank loading valves CL100, CL110
Note: No.1 tank should be the final tank to be inerted to ensure the system
Open No.2 tank loading valves CL200, CL210
is always full of nitrogen.
The cargo tanks, associated pipework and machinery are considered to be dried Open No.3 tank loading valves CL300, CL310
and inerted when the readings from the portable oxygen and dew point meters Open No.4 tank loading valves CL400, CL410 m) When all the tanks have been dried, stop the supply of liquid
give the tank contents as being less than 2% O2 and a dew point of -40°C or Open No.5 tank loading valves CL500, CL510 nitrogen and close the manifold supply valve to the spray header
less. This will normally take approximately 126 hours (2 volume changes). and reset the regulating valve at the No.1 vent mast riser. Raise
g) Confirm the spectacle flanges are in the open position and open the set point of CG106 to 19kPa.
Procedure for Drying and Inerting the Cargo Tanks Using the manual header valves to the vapour domes in accordance
Liquid Nitrogen with the following table: Position Description Valve
Close Nitrogen supply valve CS706
(See illustration 6.2.2b.)
Position Description Valve Reset Vent mast regulating valve CG106
a) Warm-through the main vaporiser as described in Section 4.6. Open No.1 tank vapour valves CG101, CG102
Open No.2 tank vapour valves CG201, CG202 n) Allow the vaporiser and cargo lines to warm-up to ambient
b) Install the elbow at valve CL107 to connect the liquid header Open No.3 tank vapour valves CG301, CG302 temperature before shutting off the steam supply to the vaporiser
with No.1 vent mast riser. Open No.4 tank vapour valves CG401, CG402 and closing the system down. This is to avoid over-pressurisation
within the pipelines due to the cold nitrogen vapour expanding
Open No.5 tank vapour valves CG501, CG502
c) Open the spray header to the main vaporiser. as it warms-up. Monitor the pressure in the vaporiser and if
necessary, vent to one of the cargo tanks.
h) Open the manual liquid header valve CL107 to No.1 vent mast
Position Description Valve riser. o) Atmospheric air which may be contained in the discharge lines
Open No.2 starboard manifold cooldown crossover CS705 from the cargo pumps, float level piping and any associated
valve to spray main i) Check that the water curtain is in operation, then open the pipework in the cargo compressor room, must be purged with
Open Spray header block valve CS003, CS005 nitrogen supply valve to the spray header. nitrogen. This is normally carried out in conjunction with the
Open Spray header to vaporiser inlet valve CS601 drying of the cargo tanks by venting through the respective
Position Description Valve sample points, located on the pipework, until an acceptable
d) Set the main vaporiser control valves. Open Nitrogen supply valve starboard side CS706 reading is obtained on the portable dew point and oxygen
alongside meters.
Position Description Valve
Set Vaporiser automatic inlet control valve CS642 j) Request the shore to supply the liquid nitrogen at slow speed The procedure for drying and inerting the associated pipework and machinery
to cool down the spray header, vaporiser and liquid line. As space with nitrogen is identical to that used during the drying and inerting of
Set Vaporiser automatic temperature control CS643 the system cools down the automatic inlet and temperature the tanks, using the on board inert gas/dry-air plant, see Section 6.7 of this
valves
valves will control the amount of flow and temperature in the manual.
vaporiser. The outlet temperature is +20°C, supply inlet pressure
e) Open the valves to supply nitrogen gas to the vapour header.
is 200kPa, inlet flow 6m³/h and outlet flow 3,384m³/h.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.2 - Page 4 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.3a Gassing-Up Cargo Tanks (Step One - Venting) Port Manifold Starboard
To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe Key
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012
LNG Liquid
3rd RL821 RL830 RL813 To Ballast
Line LNG Vapour

RG802 RG804 From Inert Nitrogen


Gas System
Inert Gas

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.3 - Page 1 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.2.3 Gassing-Up Cargo Tanks The first stage of the operation while venting to atmosphere will take g) Set the main vaporiser control valves.
approximately 10 hours, the second stage with the vapour returned to shore
for 10 hours. Position Description Valve
Introduction
Set Vaporiser automatic inlet control valve CS642
Note: The gas combustion unit could be used for the second stage, but due to Set Vaporiser automatic temperature control CS643
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen.
its small capacity the time taken would not be practicable. valve
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
On completion of warm LNG vapour purging, the cargo tanks will normally h) Open the valves to supply LNG vapour to the vapour header.
loading terminal. This is because, unlike nitrogen, inert gas contains 15%
be cooled down.
carbon dioxide (CO2) which will freeze at around -60°C and produces a white
powder or foam which can block valves, filters and nozzles. To avoid any Position Description Valve
problems with blocked filters, etc, the manifolds, spray header and vaporisers Procedure for Gassing-up the Cargo Tanks - Venting Open Vaporiser inlet valve CS641
are purged with nitrogen prior to the gassing-up of the cargo tanks with LNG
Stage One Open Vaporiser manual discharge valves CG646, CG647
vapour.
(See Illustration 6.2.3a.) Open Vaporiser outlet valve to vapour header CG601
The inert gas in the cargo tanks is then replaced with warm LNG vapour to
remove any freezable gases such as CO2 and to complete the drying of the It has been assumed, though unlikely, that all of the valves are closed prior to i) Using the IAS, open the individual tank isolating and loading
tanks. use. valves in accordance with the following table:

a) Install the following removable bends/spool pieces: Position Description Valve


Operation
• Liquid header to No.1 mast riser Open No.1 tank loading valves CL100, CL110
LNG is supplied from the terminal to the liquid manifold where it passes to the Open No.2 tank loading valves CL200, CL210
• Liquid header to HD compressor supply
stripping/spray header via the appropriate ESDS liquid valve. Open No.3 tank loading valves CL300, CL310
b) Prepare the LNG vaporiser for use. Open No.4 tank loading valves CL400, CL410
It is then fed to the vaporiser and the LNG vapour produced is passed at +20°C Open No.5 tank loading valves CL500, CL510
to the vapour header and then into each tank via the vapour domes. c) Adjust the set point of the temperature control valve to +20°C
for the vaporiser. j) Confirm the spectacle flanges are in the open position and open
The LNG vapour is lighter than the inert gas, which allows the inert gases in the manual header valves to the vapour domes in accordance
the cargo tanks to be exhausted up the tank loading column to the liquid header. with the following table:
d) Using the IAS, adjust the set point of the flow control valve for
The inert gas then free-flows to shore through the HD compressors and vapour
the vaporiser to provide a flow of 32m3/h which will give an
manifold.
inlet pressure of 400kPa and an outlet flow of 17.830m3/h. Position Description Valve
Note: It may be possible at some terminals to discharge the inert gas to Open No.1 tank vapour valves CG101, CG102
e) Adjust the set point of the regulating valve at the No.1 mast riser
atmosphere until the 5% hydrocarbon (% figure will be specified by the Open No.2 tank vapour valves CG201, CG202
so that at all times the cargo tank pressure is at least 2kPa higher
particular port authority) is detected at No.1 mast riser. The exhaust gas is than the insulation spaces. Open No.3 tank vapour valves CG301, CG302
then directed ashore via the HD compressors or to the GCU. Open No.4 tank vapour valves CG401, CG402
Position Description Valve Open No.5 tank vapour valves CG501, CG502
The operation is considered complete when the hydrocarbon content (HC),
as measured at the top of the cargo filling pipe exceeds 95% by volume, Set No.1 mast riser control valve CG106
k) Check that the water curtain is in operation, then open the LNG
99% at the tank bottom, and the cargo tank CO2 content of less than 1% by Open Liquid header to No.1 vent mast crossover CL107
supply valve to the spray header.
volume. This normally entails approximately 2 changes of the volume of the valve
atmosphere in the cargo tank.
f) Open the spray header to the main vaporiser. Position Description Valve
On completion of the warm LNG vapour purging, the cargo tanks will normally Open No.2 port manifold ESD valve CL702
be cooled down. Position Description Valve
l) Request the terminal to commence the supply of LNG liquid
Open No.2 starboard manifold cooldown crossover CS705
It may be necessary to undertake the purging of one or more tanks at sea using to the ship at a slow rate. Slowly increase the rate of delivery
valve to spray main
LNG liquid already on board. In this case the liquid will be supplied to the until the required rate to the vaporiser is attained. Whether rate
Open Spray header block valve CS003, CS005 or pressure is used will depend on the terminal, either start at
vaporiser via the stripping/spray header using the stripping/spray pump of a
cargo tank containing LNG liquid. Open Spray header to vaporiser inlet valve CS601

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.3 - Page 2 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.3b Gassing-Up Cargo Tanks (Step Two - To Shore) Port Manifold Starboard
To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe Key
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012
LNG Liquid
3rd RL821 RL830 RL813 To Ballast
Line LNG Vapour

RG802 RG804 From Inert Nitrogen


Gas System
IG/LNG Mix

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.3 - Page 3 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
100kPa and slowly build up to 400kPa or start at 2m3/h and d) Continue with gassing-up of the cargo tanks while carrying out g) As the tank pressure increases, use the IAS system to start one
build up to 32m³/h. the above. or both of the compressors as necessary, returning vapour to
shore.
m) Adjust the No.1 mast riser pressure with CG106 to 20kPa, as a
minimum the cargo tank pressure must be at least 2kPa higher Procedure to Purge the Cargo Tanks - Vapour to Shore h) Using the IAS, monitor the pressure inside the tanks.
than the insulation spaces. Stage Two
If the cargo tank pressure increases, request the terminal to reduce the supply
(See illustration 6.2.3b.)
n) Monitor the inert gas exhausting at each liquid dome using the of LNG.
mid cargo tank sample cock initially, followed by the sample The second stage of the procedure is to bring the hydrocarbon content inside
cocks at the filling valve. Also monitor the inert gas exhausted 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 and the tank CO2
at No.1 mast riser, using the sample cock. as necessary, or request the terminal to increase the LNG liquid supply to the
content less than 1% by volume, utilising the HD compressors, returning
vaporiser.
vapour to shore.
o) When 5% hydrocarbon (or the quantity the port authority will
allow) is detected at the No.1 mast riser and each liquid dome, When the cargo tank hydrocarbon content reaches 99% by volume at the tank
a) Prepare both HD compressors for use.
request permission from the terminal personnel to direct exhaust bottom, throttle-in the individual tank loading valve until it is only just cracked
gas to the terminal facilities. open.
b) Install the elbow/spool piece connecting the liquid line to the
suction for the HD compressors if not already installed.
i) Request the terminal to stop the supply of LNG liquid.
Procedure to Purge the Lines and Equipment with LNG
c) Adjust the set point of both HD compressors’ pressure control
Vapour j) Stop both HD compressors.
valve to 8kPa(g), or the required value.
Where it has not been possible to purge the spray header and cargo machinery k) Close valve CS601, spray header to vaporiser inlet valve.
space equipment with nitrogen prior to the gassing-up of the tanks, then these d) On the HD compressors, open the following valves:
areas will have to be purged with LNG to ensure all traces of the inert gas are l) Do not shut down the vaporiser until it has been warmed-
removed. This would normally be carried out during the gassing-up of the Position Description Valve through to the ambient temperature.
cargo tanks. Open Liquid header to HD compressor supply CL602
Open No.1 HD compressor inlet valve CG611 m) Remove and blank the removable bends after purging them with
During the change of atmosphere, purge the following sections for about five Auto No.1 HD compressor surge valve CG612 nitrogen and testing the gas content.
minutes each:
Open No.1 HD compressor outlet valve CG614
n) Prepare the cargo system for cooldown.
a) All sections of the stripping/spray header and tank connections, Open No.2 HD compressor inlet valve CG621
via the valves at each liquid dome. Auto No.2 HD compressor surge valve CG622
• No.1 tank CS104, CS105, CS106, CS107, CS118 Open No.2 HD compressor outlet valve CG624
Open HD compressor discharge line to vapour CG002
• No.2 tank CS204, CS205, CS206, CS207, CS218
return to shore line valve
• No.3 tank CS304, CS305, CS306, CS307, CS318 Open Starboard vapour manifold ESD valve CG071
• No.4 tank CS404, CS405, CS406, CS407, CS418
• No.5 tank CS504, CS505, CS506, CS507, CS518 Note: Ensure that valve CG001 vapour main to vapour manifold is closed,
otherwise the vapour will recirculate around the system.
b) At the manifolds, purge the manual, ESD and manifold
bypass valves which are not in use, using the sample and drain e) Open the vapour manifold valve CG071 (starboard side). This
connections. will enable a free-flow of gas to the terminal and is a check that
the pipeline layout on board has been lined-up correctly.
c) Purge the following lines and equipment for five minutes each:
f) Using the IAS, adjust the set point of the No.1 mast riser control
• Both heaters, BOG compressors and emergency vent line
valve CG106 to the required value, for example 20kPa(g), so
• Extremities of vapour header via sample points that this valve will remain closed during normal running of the
compressors, but would act in a safety capacity if necessary.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.3 - Page 4 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.3c Gassing-Up Cargo Tanks (Step Two - To GCU) Port Manifold Starboard
To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe Key
RL824 RL823 RL822 RL810 RL804
RG843 Duct
CG656 IG012
LNG Liquid
3rd RL821 RL830 RL813 To Ballast
Line LNG Vapour

RG802 RG804 From Inert Nitrogen


Gas System
I G/ LNG Mix

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.3 - Page 5 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Procedure to Purge the Cargo Tanks - Vapour to GCU g) As the tank pressure increases, use the IAS system to start one
or both of the compressors as necessary, returning vapour to the
Note: Due to its small capacity, maximum 7,838m3/h 100% LNG vapour, GCU.
the time taken using the GCU would not be practicable, but the procedure is
included as an example. h) Using the IAS, monitor the pressure inside the tanks.

(See illustration 6.2.3c). If the cargo tank pressure increases, request the terminal to reduce the supply
of LNG.
The second stage of the procedure is to bring the hydrocarbon content inside
the cargo tanks up to 99% by volume at the tank bottom and the tank CO2 If the cargo tank pressure decreases, either shut down one of the compressors
content less than 1% by volume, utilising the HD compressors and high duty as necessary, or request the terminal to increase the LNG liquid supply to the
heater, returning the vapour to the GCU. vaporiser.

a) Prepare both HD compressors for use. When the cargo tank hydrocarbon content reaches 99% by volume at the tank
bottom, throttle-in the individual tank loading valve until it is only just cracked
b) Install the elbow/spool piece connecting the liquid line to the open.
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
valve to 8kPa(g), or the required value. j) Stop both HD compressors.

d) On the HD compressors, open the following valves: k) Close valve CS601, spray header to vaporiser inlet valve.

l) Do not shut down the vaporiser until it has been warmed-


Position Description Valve
through to the ambient temperature.
Open Liquid header to HD compressor supply CL602
Open No.1 HD compressor inlet valve CG611 m) Shut down the high duty heater.
Open No.2 HD compressor inlet valve CG621
Auto No.1 HD compressor surge valve CG612 n) Remove and blank the removable bends after purging them with
nitrogen and testing the gas content.
Auto No.2 compressor surge valve CG622
Open No.1 compressor outlet valve CG914 o) Prepare the cargo system for cooldown.
Open No.2 compressor outlet valve CG924
Open HD compressor discharge line to HD heater CG631

e) Set up the high duty heater to supply to the GCU at 25°C.

Position Description Valve


Auto High duty heater inlet valve CG632
Auto High duty heater temperature control valve CG633
Open High duty heater outlet valve CG635
Open Supply to GCU CG636

f) Using the IAS, adjust the set point of No.1 mast riser control
valve CG106 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.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.3 - Page 6 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.4a Initial Cooldown - Return To Shore Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct Key
CG656 IG012
3rd RL821 RL830 RL813 To Ballast LNG Liquid
Line
LNG Vapour
RG802 RG804 From Inert
Gas System Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.4 - Page 1 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.2.4 Cooling Down Cargo Tanks system to maintain the interbarrier and insulation space at a minimum pressure Initial Average Tank Time to Cool to Average Quantity
of at least 3mbar above atmospheric pressure. Temperature Temperature -130°C
Introduction °C Hours m³
LNG Quantity Used for Cooldown in 10 Hours -126 1 124
Arriving at the terminal to load the first cargo after refit or repairs where the -130 0 0
vessel was required to be gas free, the cargo tanks will be inert and at ambient If all five cargo tanks are cooled simultaneously through the spray nozzles in
temperature. After the cargo system has been purge-dried and gassed-up, the one cooldown header for 10 hours continuously at an average spray header LNG is supplied from the terminal to the cooldown manifold and from there
headers and tanks must be cooled down before loading can commence. The pressure of 200kPa, then the LNG quantity used for cooldown will be about directly to the spray header which is open to the cargo tanks. Once the cargo
cooldown operation follows immediately after the completion of gassing-up, 1,240m³ and the average temperature in each tank will be -130°C or colder. tank cooldown is nearing completion, the liquid manifold crossovers, liquid
using LNG supplied from the terminal. header and loading lines are cooled down.
The following table from Gaz Transport & Technigaz is based on the average
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are cooldown data from other membrane-type vessels, with 200kPa pressure to the Cooldown of the cargo tanks is considered complete when the temperature
not a significant limitation on the rate of cooldown. The rate of cooldown is spray rail. This is only a guide and individual vessels may differ. sensors in each tank indicate an average temperature of -130°C or lower over
limited for the following reasons: the whole tank. This applies only for the first cooldown after the tank has
• To avoid excessive pump tower stress. Cooling Down Time Primary Barrier been warmed-up, subsequent cooldowns only require the bottom temperature
Mean Temperature sensors to be -130°C or lower. When this temperature has been reached, and
• Vapour generation must remain within the capabilities of the the custody transfer system (CTS) registers the presence of liquid, bulk loading
0 hour 40°C
HD compressors to maintain the cargo tanks at a pressure of can begin.
between 6.0 and 8.0kPa(g). 1 hour 0°C
2 hours -36°C
• To remain within the capacity of the nitrogen system to maintain Vapour generated during the cooldown of the tanks is returned to the terminal
the insulation spaces at the required pressures. 3 hours -62°C via the HD compressors and the vapour manifold as in the normal manner for
4 hours -78°C loading.
If the terminal can handle the vapours, all five cargo tanks can be simultaneously 5 hours -92°C
cooled down to an average temperature in each of -130°C in 10 hours and use 6 hours -102°C During cooldown, nitrogen flow to the insulation spaces will significantly
about 1,240m3 of LNG. That quantity is sufficient to cool the tanks to the increase. It is essential that the rate of cooldown is controlled, so that it remains
7 hours -112°C
desired average temperature of -130°C to permit the tanks to be loaded within within the limits of the nitrogen system to maintain the primary barrier space
15 hours. 8 hours -120°C pressure at 0.4~0.6kPa gauge and the secondary space pressure between
9 hours -126°C 0.2~0.4kPa gauge.
LNG is supplied from the terminal to one of the five liquid manifolds and 10 hours -130°C
from there directly to the spray header which is open to one of the two spray Once the cooldown is complete and the build-up to bulk loading has commenced,
headers in each tank, the other header is a 100% back-up. Once the cargo tank The following table can be used as a guide to calculate the quantity of LNG the tank membrane will be at or near to the liquid cargo temperature, but it will
cooldown is nearing completion, the liquid manifold crossovers, liquid header and the time required to complete cooldown of all five tanks that are not fully take some hours to establish fully cooled down temperature gradients through
and loading lines are cooled down. cooled down to -130°C before loading can be started. the insulation. Consequently, boil-off from the cargo will be higher than
normal during the first 3-4 days after loading to fully cool all of the cargo tank
Cooldown of the cargo tanks is considered complete when the temperature Initial Average Tank Time to Cool to Average Quantity insulation to the loaded voyage operating temperature.
sensors in each tank indicate an average temperature over the whole tank of Temperature Temperature -130°C
-130°C or colder at most terminals. Arzew requires a bottom temperature of
°C Hours m³
-145°C before start of loading. When these temperatures have been reached, and
the custody transfer system (CTS) registers the presence of liquid, bulk loading 40 10 1,240
can begin. 0 9 1,116
-36 8 992
Vapour generated during the cooldown of the tanks is returned to the terminal
-62 7 868
via either the terminal’s vapour return compressors (Arzew) or one of the
ship’s HD compressors and the vapour manifold as in the normal manner for -67 6 744
loading. -78 5 620
-92 4 496
During cooldown, nitrogen flow to the insulation spaces will significantly -102 3 372
increase as those spaces cool down. It is essential that the rate of cooldown in
-120 2 248
the cargo tanks is controlled, so that it remains within the limits of the nitrogen

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.4 - Page 2 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.2.4a Initial Cooldown - Return To Shore Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct Key
CG656 IG012
3rd RL821 RL830 RL813 To Ballast LNG Liquid
Line
LNG Vapour
RG802 RG804 From Inert
Gas System Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.4 - Page 3 of 6


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
Procedure to Prepare for Tank Cooldown b) Confirm the vapour valves on each tank, as all the tanks are kept i) Using the IAS, adjust the set point of the No.1 mast riser control
connected to the vapour header. valve CG106 to the required value, for example 20kPa(g), so
Place in service the heating system for the cofferdams. that this valve will remain closed during normal running of the
Position Description Valve compressors, but would act in a safety capacity if necessary.
a) Prepare the records for the tank, secondary barrier and hull
Open No.1 tank vapour valves CG101, CG102
temperatures. j) Request the terminal to supply LNG liquid for the cooling down
Open No.2 tank vapour valves CG201, CG202
operation at minimum flow.
b) Check that the nitrogen pressurisation system for the insulation Open No.3 tank vapour valves CG301, CG302
spaces is in automatic operation and lined-up to supply the Open No.4 tank vapour valves CG401, CG402 k) When the vapour pressure inside the tanks rises to approximately
additional nitrogen necessary to compensate for the contraction Open No.5 tank vapour valves CG501, CG502 8.0kPa, start one or both of the compressors as necessary using
from cooling of the tanks. Prior to the cooling down, the the IAS. Increase the spray nozzle pressure.
Open Vapour header valve to No.1 vent mast riser CG107
nitrogen pressure inside the primary insulation space will be
raised to 0.6kPa(g) and the secondary insulation space will
c) Prepare both HD compressors for use. Note: Ensure that valve CG001, vapour main to vapour manifold is closed,
be maintained at 0.4kPa(g). Pressurise the buffer tank to the
otherwise the vapour will recirculate around the system.
maximum pressure.
d) Adjust the set point of both HD compressors’ pressure control
c) Check that the gas detection system is in normal operation. valve to 8.0kPa, or the required value. l) Using the IAS, monitor the pressure inside the tanks and
temperature cooldown rate. Adjust the in-use spray rail inlet
d) Prepare the nitrogen generators for use. e) On the HD compressors, open the valves in accordance with the valves CS106, CS206, CS306 CS406 and CS506 to obtain an
following: average temperature fall of 20/25°C per hour during the first 5
e) Prepare both HD compressors for use. hours, thereafter 10/12°C per hour.
Position Description Valve
If the tank pressure continues to increase, request the terminal to reduce the
Procedure for Cooldown with Gas Return Through the Vapour Open Vapour header valve to compressor supply CG603 supply of LNG.
Header line
Open No.1 HD compressor inlet valve CG611 If the tank pressure decreases, either shut down one of the compressors or
(See illustration 6.2.4a.)
Open No.2 HD compressor inlet valve CG621 request the terminal to increase supply of LNG.
Assuming the ship is ready to prepare for cooldown after the completion of Automatic No.1 HD compressor surge valve CG612
gassing-up. Automatic No.2 HD compressor surge valve CG622 This procedure will normally take approximately 10 hours.
Open No.1 HD compressor outlet valve CG614
Note: When cooling down, one spray rail may be sufficient for this operation, Open No.2 HD compressor outlet valve CG624
experience will dictate whether the second rail needs to be used.
Open Compressor discharge valve to vapour return CG002
to shore line
a) Open the spray header valves to each tank and the spray rails.
f) Check that the water curtain is in operation, then open the LNG
Position Description Valve
supply valve to the spray header.
Open Spray crossover valve to spray main CS003
Open Spray line block valves CS001, CS005 g) Open the vapour manifold ESD valve CG071 (starboard side).
Open No.1 tank spray master valve CS105 This will enable a free-flow of gas to the terminal and is a check
Open No.1 tank spray rail inlet valve CS106 that the pipeline layout on board has been lined-up correctly.
Open No.2 tank spray master valve CS205
h) Confirm the No.2 manifold cooldown spray valves are open,
Open No.2 tank spray rail inlet valve CS206 starboard side.
Open No.3 tank spray master valve CS305
Open No.3 tank spray rail inlet valve CS306 Position Description Valve
Open No.4 tank spray master valve CS405 Open No.2 starboard manifold ESD valve CL702
Open No.4 tank spray rail inlet valve CS406 Open No.2 starboard manifold cooldown valve CS705
Open No.5 tank spray master valve CS505
Open No.5 tank spray rail inlet valve CS506

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.4 - Page 4 of 6


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 6.2.4b Initial Cooldown - Return To GCU Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct Key
CG656 IG012
3rd RL821 RL830 RL813 To Ballast LNG Liquid
Line
LNG Vapour
RG802 RG804 From Inert
Gas System Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.4 - Page 5 of 6


Produced by: WMT Limited, UK
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Procedure for Cooldown with GCU and Using the Ship’s c) Set up to supply excess vapour to the GCU via the high duty
Stripping Pump heater and one HD compressor.

In this example it has been assumed that the gassing-up has been completed Position Description Valve
alongside, as well as the cooling down of No.5 cargo tank and loading of Open Vapour header valve to compressor supply CG603
LNG to that tank with at least sufficient LNG to cool down the remaining four line
tanks. Open No.1 HD compressor inlet valve CG611
Automatic No.1 HD compressor surge valve CG612
Note: It is assumed that due to the large quantity of vapour that will be
Open No.1 HD compressor outlet valve CG614
produced, the high duty compressor and heater would be required to control
the pressure within the tanks. Open HD compressor discharge to HD heater CG631
Automatic HD heater temperature control valve CG633
a) Open the spray header valves to each tank and the spray rails. Automatic HD heater flow control valve CG642
Start No.5 cargo tank stripping pump and open the pump Open HD heater outlet valve CG635
discharge valve CS501. Set in automatic mode valve CS504 Open Supply to GCU unit master valve CG636
stripping pump return line to tank.
d) Using the IAS, monitor the pressure inside the tanks and
Position Description Valve temperature cooldown rate. Adjust the in-use spray rail inlet
Open Spray crossover valve to spray main CS003 valves CS106, CS206, CS306 CS406 and CS506 to obtain an
Open Spray line block valves CS001, CS005 average temperature fall of 20/25°C per hour during the first 5
Open No.1 tank spray master valve CS105 hours, thereafter 10/12°C per hour.
Open No.1 tank spray rail inlet valve CS106
Note: The rate of cooldown will be controlled by the ability of the GCU
Open No.2 tank spray master valve CS205
to control the vapour generated, therefore it will be necessary to increase
Open No.2 tank spray rail inlet valve CS206 or reduce the pressure generated by the spray pump to maintain the tank
Open No.3 tank spray master valve CS305 pressures within reasonable limits.
Open No.3 tank spray rail inlet valve CS306
Open No.4 tank spray master valve CS405 e) Cooldown of the cargo tanks is considered complete when
Open No.4 tank spray rail inlet valve CS406 the top (99%) and bottom (end) temperature sensors in each
tank indicate temperatures of -130°C or lower. When these
Open No.5 tank spray master valve CS505
temperatures have been reached, and the custody transfer
Open No.5 tank spray rail inlet valve CS506 system (CTS) registers the presence of liquid, bulk loading can
begin.
Note: When cooling down, one spray rail should be sufficient for this
operation, experience will dictate whether the second rail needs to be used.

b) Confirm the vapour valves on each tank, as all the tanks are kept
connected to the vapour header.

Position Description Valve


Open No.1 tank vapour valves CG101, CG102
Open No.2 tank vapour valves CG201, CG202
Open No.3 tank vapour valves CG301, CG302
Open No.4 tank vapour valves CG401, CG402
Open No.5 tank vapour valves CG501, CG502
Open Vapour header valve to No.1 vent mast riser CG107

Issue: 1 - May 2010 IMO No: 9431135 Section 6.2.4 - Page 6 of 6


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 6.3.1a Preparations for Loading


Terminal Ship
Prior To Terminal Ship
Arrival Terminal advises ship of arm Ship advises terminal of tank Test ESD
Witness and log ESD1 operation Test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
Warm before opening ship's manifold
1: LNG loading terminal control room
Inerted valves
Lines are 2: LNG loading
etc
Numbered from Vapour return
Forward 3:LNG loading Ship confirms ETA Boil-Off
4:LNG loading When ship's vapour return manifold Fully open ship's vapour return
Ship advises systems operational To Shore
is open, open loading arm vapour valve
Ship advises changes (if any) return valve
Cofferdam heating on Ship's cargo tanks will balance with
If ship Inerted, vapour return to shore tank at approximately 4kPa.
Reliqefaction plant cooled down
line-up with shore flare
Arrival Secure ship at jetty
Cool Down
Cool down loading arms and ship's Ship advises terminal of readiness
Pilot/loading master advises
Ship checks communications liquid lines to start cooldown of loading arms
terminal on completion
and ship's liquid lines.
Ship continuously monitors Terminal advises ship when ready
CCR requests start
berth communication frequency
Main propulsion on agreed notice Cool arms simultaneously
Fire fighting equipment ready until frosted over entire length
Secure gangway OR
Fire main pressurised Operation controlled by loading
Pilot/loading master advises master (approximately 60/90 minutes)
terminal staff
OR
If ship is in inerted condition, advise If ship is in inerted condition,
Check gangway ship when ready to start cooldown CCR advises terminal when ready
Hand over crew list of first loading arm and spray line. to start cooldown of first loading
Pre-loading
Meeting Pilot/loading master Display appropriate signage arm and spray header
Relevant terminal personnel Ship's CCR specifies flow rate
Review loading schedule (approximately 20m3/h)

Relevant ship's personnel


ESD Test
Review loading schedule Initiate ESD1 signal from shore Witness and log ESD1 operation
Connecting of all ESD 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
Start side water curtain at manifold Gas-Up
(If Inerted) Terminal confirms readiness to Ship's CCR confirms readiness to
Check gas-up ship's lines and tanks gas-up lines and tanks
System Terminal control room checks
system line-up Total Gas-Up
Line-Up Vapour return lined-up to shore Ship's CCR specifies liquid flow rate
Time
If ship inerted, vapour return to Monitor from CCR flare until CO2 content below 10% Ship's CCR requests start Approximately
line-up with shore flare When below 10% line-up for 20 Hours
normal vapour return recovery When CO2 content below 10%
inform terminal
Safety Continue gassing-up until CH4 is
Carry out safety inspection Carry out safety inspection
Inspection 99% and CO2 <1% by volume
Complete and sign safety checklist Complete and sign safety checklist

Cool Down
Terminal confirms readiness to Ship's CCR confirms readiness to Total Gas-Up
Tanks
cool down ship's lines and tanks cool down tanks And
CTS Carry out initial CTS gauging Carry Out
out initial
Carry Initial CTS gauging
Gauging Ship's CCR specifies liquid flow rate Cooldown
before opening ship's manifold Initial cooldown flow rates approx:
Time
valves 100m3/h for 4 hours Ship's CCR requests start Approximately
150m3/h for 6 hours
Ship's CCR informs terminal when 30 Hours
cooldown complete

Ready For Loading

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.1 - Page 1 of 2


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Al Nuaman Cargo Operating Manual
6.3 Loading And Deballasting The flow of nitrogen to the primary and secondary insulation spaces is 6.3.1 Preparations for Loading
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 primary spaces from +0.4 to +0.6kPag and the secondary spaces from +0.2 • The chief officer is to prepare a detailed loading and deballasting
After cooldown has been completed, the vessel is ready to load LNG. The five to +0.4kPag prior to cooldown. plan which includes the trim and stability conditions during
cargo tanks are loaded simultaneously and deballasting is carried out at the loading.
same time. On completion of loading, the liquid header and other liquid lines are drained • The pre-arrival checklists are to be completed.
to the final cargo tank. The liquid remaining in the inclined part of the liquid
Depending on the individual terminal requirements, the vessel should arrive • EHL and HHL independent floats to be tested at each tank
manifolds is pushed inboard using nitrogen pressure from shore and the loading
with an average tank temperature below -130°C, based on the four lower liquid dome and the action verified in the CCR.
arms are then purged and disconnected.
temperature sensors along the pump tower, which allows loading without • All connections (ESD, bonding wire, telephones, loading and
further cooling down. Where this is not the case, additional cooldown may be The reliquefaction plant is then used to control the tank pressures or the GCU bunker arms) at the manifold are to be carried out according to
required to ensure the required temperatures have been reached, and the custody can burn any excess boil-off gas. the terminal’s cargo handling manual.
transfer system (CTS) registers the presence of liquid before bulk loading can
• Line-up the fire system, start the emergency fire pump, the main
begin.
fire pump is to be lined-up as standby.
The five cargo tanks can be loaded in approximately 15 hours based on a bulk • Connect and extend deck fire hoses so they are ready for
loading rate of 14,000m³/h. immediate use. Do not pressurise hoses unless cooling water is
needed.
Loading is complete when all of the tanks are 98% full by volume.
• Open the water curtain valves below the cargo manifold to be
used.
During loading the boil-off and displaced gas is returned to the shore facilities.
It will normally be necessary to use at least one HD compressor whilst loading • A pre-loading meeting is to be held together with the terminal
to reduce and maintain the cargo tank pressure to the required pressure of representatives. The ship/shore safety list is to be filled in.
between 5.0kPa and 10.0kPa gauge. Both compressors can be used in parallel • The initial custody transfer measurement (CTM) is to be carried
if required. out together with the terminal representatives, surveyors and
authorities.
Operation • The loading arms and ship’s manifolds, crossovers etc, shall be
cooled by LNG normally supplied by the terminal.
LNG is loaded via the loading manifolds to the liquid header and then to each
• The HD compressors are to be made ready for use for sending
tank filling valve.
vapour to the shore. Normally only one is used, but both should
be made ready.
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 • The chief officer is to supervise all loading operations on
crossover manifold. As the tank pressure rises, one HD compressor is brought board.
into operation to increase the gas flow to shore and limit the vapour main and
• The sounding, temperature and pressure on all cargo tanks is
hence cargo tank pressure.
to be checked and noted according to the schedule during the
loading. The Cargo Monitoring Record is to be filled in.
Once full bulk loading rate is achieved, the reliquefaction plant is brought on
line to reduce the flow to shore, this is to ensure the plant is stable prior to cargo • The pressure at the manifold is to be checked and noted
completion and enable a smooth transition from sending the BOG to shore and according to the schedule and recorded on IAS trends.
maintaining control on board.

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 normally takes about 12 hours and so will be completed shortly


before the end of loading.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.1 - Page 2 of 2


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

6.3.2a Cooling Down and Loading Flow Chart (Individual vessels may vary)
SPRAY MASTER VALVE SETTINGS AFTER COMPLETION OF COOLDOWN TANK NO.1
ALL VALVES CLOSED DURING COOLDOWN PROCESS (example position only) AND BEFORE LOADING 97.5% STOP PUMP No.2
HOURS VALVE % CS702 CS705 CS708 98.0% FINISH CARGO TANK No.1
1 50 CLOSE CLOSE CL100

2 50 OPEN CL100 CL200 CL300 CL400 CL500


3 50
LIQUID ARMS CONNECTED TANK NO.4
4 60 97.5% STOP PUMP No.3
CONNECTION PURGED
ESDS TEST / CTS UNBLOCKED 5 60 98.0% FINISH CARGO TANK No.4
ESD VALVES OPEN LIQUID/VAPOUR CLOSE CL400
6 70
DRAINS CLOSED
COMMUNICATIONS ESTABLISHED 7 70
REQUEST TERMINAL TO START LOADING
8 ~ 10 80 TANK NO.2
97.0% STOP PUMP No.4
97.5% STOP PUMP No.5
98.0% FINISH CARGO TANK No.2
LIQUID ARM No.2 STARBOARD WILL BE USED FOR MAINTAIN TANK PRESSURE DURING CLOSE CL200
TAKE TEMPERATURE READINGS EVERY 15 MINS. LOADING BELOW 10kPa
COOLDOWN - OPEN ESD VALVE CL702
ADJUST SPRAY MASTER VALVES ACCORDINGLY

TANK NO.3
97.0% STOP PUMP No.6
97.5% STOP PUMP No.7
CS001 CS003 CS005 SPRAY AFTER 8 TO 10 HOURS START HD COMPRESSORS 1 & 2 DURING FIRST 45 MINUTES 98.0% FINISH CARGO TANK No.3
OPEN 100% CS105 CS202 CS305 ISOLATING CARGO TANK AVERAGE TEMPERATURE -130ºC UNTIL TERMINAL HAS ALL LOADING PUMPS RUNNING CLOSE CL300
CS405 CS505 VALVES STOP ONE HD COMPRESSOR WHEN TANK PRESSURE
STARTS TO FALL

TANK NO.5
ONE HOUR BEFORE FINISH OF COOLDOWN 98.0%
START COOLING DOWN SHIP’S LIQUID LINE STOP PUMP No.8
CS106 CS206 CS306 LESS
PORT SPRAY DRAININGS FINISH CARGO TANK No.5
OPEN WITH ALL LOADING PUMPS RUNNING
VALVES
CS406 CS506 AND AT FULL LOADING RATE LEAVE OPEN FILLING VALVE CL500
ADJUST VALVES POSITION % (VARIABLE)
CL701 CL7025 CL703 ESD CL100 55%
OPEN CL200 90%
CS704 CS707 SPRAY C/O CL300 80%
WHEN COMMENCING COOLDOWN CL400 100% LOADING COMPLETED
OPEN CS705 60% FIRST 15 MINS. CL500 80%
OPEN CS705 100% AFTER 15 MINS.
CL110 CL210 CL310 LIQ. MASTER
OPEN
CL410 CL510 VALVES
MONITOR LOADING OPERATION CLOSE ESD VALVES
CL701 CL702 CL703
CALCULATE RATE, OBSERVE TANK PRESSURES
AGREE WITH TERMINAL TO MAINTAIN ADJUST HD COMPRESSOR
300kPa PRESSURE IN SPRAY LINE CHECK INSULATION SPACE PRESSURES
00 MIN CRACK OPEN
CL100 CL200 CL300 CL400 CL500 START RELIQEFACTION PLANT WHEN BULK LOADING
5%
OPEN 15% DOUBLE SHUT VALVE CL705 CL706 CL707 STOP HD COMPRESSOR AND CHECK TANK PRESSURE
15 MIN AFTER 15 MIN. OPEN 50% CL705 CL706 CL707 INFORM ENGINE ROOM CARGO COMPLETED
WITH SHORE CORRECT SPRAY LINE DRAINING SHORE ARMS
START COOLDOWN CARGO TANKS PRESSURE TO 300kPa VOLUME ON BOARD ± 191,000m3 PURGING SHIP SIDE
ONE HOUR NOTICE TO RAMPDOWN CLOSE CG701
CTS
DISCONNECT COMMUNICATION CABLE

LINE COOLDOWN SHOULD FINISH AT THE INFORM TERMINAL TO STOP


READY TO SAIL
CHECK INSULATION SPACE PESSURES
SAME TIME AS THE CARGO TANKS 201,000m3 ( ± 96%) FIRST PUMP
CHECK NITROGEN COMPRESSORS

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.2 - Page 1 of 3


Produced by: WMT Limited, UK
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Al Nuaman Cargo Operating Manual

Illustration 6.3.2b Cargo Line Cooldown Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct Key
CG656 IG012
3rd RL821 RL830 RL813 To Ballast LNG Liquid
Line
LNG Vapour
RG802 RG804 From Inert
Gas System Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.2 - Page 2 of 3


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.3.2 Cargo Line Cooldown Position Description Valve j) As the tank pressure increases, use the IAS system to start one
or both of the compressors as necessary, returning vapour to
Open No.1 tank loading valves CL100, CL110
shore.
Pre-cooling of Liquid Pipes Before Loading Open No.2 tank loading valves CL200, CL210
Open No.3 tank loading valves CL300, CL310 k) Using the IAS, monitor the pressure inside the tanks.
The cargo tanks will normally be maintained at -130ºC or colder during a ballast
Open No.4 tank loading valves CL400, CL410
voyage by drawing off the LNG vapour and returning the cold condensate back l) Request permission from shore to open the manifold liquid and
to the cargo tanks via the spray main and spray nozzles after being liquefied Open No.5 tank loading valves CL500, CL510
vapour valves.
via the reliquefaction plant.
e) Confirm the spectacle flanges are in the open position and open
As long as the tanks are at this temperature, the cooling down of the cargo the manual header valves to the vapour domes in accordance Position Description Valve
liquid lines can begin. This operation must be started in sufficient time before with the following table: Open Starboard liquid manifold ESD valves CL701, CL702
loading commences with approximately 90 minutes being required, this will CL703
vary with terminals. Position Description Valve Open No.1 manifold double-shut bypass valve CS702
Open No.1 tank vapour valves CG101, CG102 Open No.2 manifold double-shut bypass valve CS705
LNG is introduced into the liquid crossover and liquid header at a limited flow Open No.2 tank vapour valves CG201, CG202 Open No.3 manifold double-shut bypass valve CS708
rate. The liquid flashes-off immediately due to the high temperature within
Open No.3 tank vapour valves CG301, CG302 Open Spray manifold crossover to liquid header CS704, CS707
the pipes and the vapour that is generated is introduced to all of the tanks via
the filling valves which are 10% open. The pre-cooling is then carried out as Open No.4 tank vapour valves CG401, CG402
follows: Open No.5 tank vapour valves CG501, CG502 m) Request shore to supply LNG at a slow rate through all three
loading arms.
f) Prepare both HD compressors for use. Adjust the set point of
Procedure for Cooling Liquid Lines both HD compressors’ pressure control valve to 8kPa, or the The pre-cooling must be thoroughly monitored by observation of the
required value. temperatures and pressures. Temperature monitoring at the liquid header
In this case it has been assumed that the vessel is berthed starboard side to. crossover connection and at each cargo tank is available at the IAS. As the filling
g) On the HD compressors, open the following valves: 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, tank pressures up together. As the pressure rises the HD compressor(s) should
communications with shore, ship/shore electrical and pneumatic Position Description Valve be started and controlled from the IAS.
connection and ESDS safety devices. Carry out safety tours.
Open Vapour header to HD compressor supply CL603
n) When the temperature at the liquid header for the tanks has
b) Complete the relevant ship/shore safety checklist. Open No.1 HD compressor inlet valve CG611 fallen to approximately -100°C, the liquid manifold double-shut
Auto No.1 HD compressor surge valve CG612 valves can be opened and the bypass valves closed.
When the shore terminal is ready to purge the manifold connections with Open No.1 HD compressor outlet valve CG614
nitrogen: Open No.2 HD compressor inlet valve CG621 Position Description Valve
Auto No.2 HD compressor surge valve CG622 Open No.1 starboard liquid double-shut valve CL705
c) Pressurise the loading liquid arms and manifold, with the
Open No.2 HD compressor outlet valve CG624 Open No.2 starboard liquid double-shut valve CL706
ESD valves closed, then leak test. Purge to atmosphere via
the manifold drain valves until a reading of 1% oxygen is Open HD compressor discharge line to vapour CG002 Open No.3 starboard liquid double-shut valve CL707
obtained. return to shore line valve Close No.1 manifold double-shut bypass valve CS702
Purge the vapour manifold with valve CG701 closed. Close No.2 manifold double-shut bypass valve CS705
Note: Ensure that valve CG001 vapour main to vapour manifold is closed, Close No.3 manifold double-shut bypass valve CS707
otherwise the vapour will recirculate around the system.
When it is agreed between the ship and the shore that the vessel is ready to
cool down: Once the ship and shore pipelines have cooled down (about 90 minutes, but
h) Open the vapour manifold valve CG071 (starboard side). This
will vary with terminals), open all of the tank filling valves fully and commence
will enable a free-flow of gas to the terminal and is a check that
d) Using the IAS, open the individual tank isolating valves 100% loading at the agreed rate. As the loading rate increases the HD compressors
the pipeline layout on board has been lined-up correctly.
and the loading valves 10% in accordance with the following should be able to limit the tank pressure to 7~10kPa gauge. Experience of the
table: i) Using the IAS, adjust the set point of the No.1 mast riser control equipment will determine if the operation of the compressors is carried out in
valve CG106 to the required value, for example 20kPa(g), so the automatic or manual mode, low flow rates are sometimes better controlled
that this valve will remain closed during normal running of the in manual mode. If the compressors are unable to cope with the volume of boil-
compressors, but would act in a safety capacity if necessary. off and displaced gas, it will be necessary to reduce the loading rate.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.2 - Page 3 of 3


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.3.3a Cargo Loading Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.3 - Page 1 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.3.3 Loading Cargo With Vapour Return To Shore Position Description Valve h) Request shore to supply LNG at a slow rate through all three
Via The High Duty Compressor loading arms. During the time of slow loading it is important
Open No.1 tank vapour valves CG101, CG102
to patrol the whole deck area to monitor for all potential cargo
Open No.2 tank vapour valves CG201, CG202 leaks. All leaks, even the smallest one, must be corrected
It has been assumed for clarity of the following description that all of the valves
are CLOSED prior to use and that the ship is port side alongside. Open No.3 tank vapour valves CG301, CG302 immediately, even if this requires slowing down or even
Open No.4 tank vapour valves CG401, CG402 stopping the loading.
Open No.5 tank vapour valves CG501, CG502
Preparations Before Loading a Cargo i) Increase the loading rate in stages as agreed with the terminal at
c) Prepare both HD compressors for use. Adjust the set point of the pre-loading meeting.
To prepare for cargo loading operations, proceed as follows:
both HD compressors’ pressure control valve to 8kPa, or the
• Switch on the unblocking level alarms in the custody transfer required value. j) Start the deballasting programme. Keep the draught, trim
system and run a custody transfer print-out for official tank and hull stresses within permissible limits by controlling the
gauging. d) On the HD compressors, open the following valves: deballasting.
• Confirm that the cargo system has been cooled down as detailed
k) Monitor the tank pressures in order to achieve a pressure of
in Section 6.3.2. Position Description Valve
about 7-10kPa.
Open Vapour header to HD compressor supply CL603
During loading, the reliquefaction plant will normally be operated to reduce Open No.1 HD compressor inlet valve CG611
the amount of vapour returned to shore depending on the terminal and charter’s l) Start one of the HD compressors as necessary.
Auto No.1 HD compressor surge valve CG612
requirements, and to ensure the gas management system is running and in
control at the completion of loading. Open No.1 HD compressor outlet valve CG614 m) Adjust the opening of the tank filling valves to maintain an even
Open No.2 HD compressor inlet valve CG621 distribution.
The compander should be started early enough before arriving in the loading Auto No.2 HD compressor surge valve CG622
port to allow sufficient time for the reliquefaction plant to start and be cooled Open No.2 HD compressor outlet valve CG624 Procedure for Loading Cargo with Reliquefaction and
down before the loading commences.
Open HD compressor discharge line to vapour CG002 Vapour Return
return to shore line valve
The BOG compressor should be started once the bulk loading has stabilised and
When the system has stabilised, set up as for loading with vapour return to shore
early enough to ensure the gas management system has control of the BOG, to
Note: Ensure that valve CG001 vapour main to vapour manifold is closed, using the HD compressors and the BOG compressor and the reliquefaction
ensure a smooth transition from vapour return to shore to reliquefaction when
otherwise the vapour will recirculate around the system. plant to return the condensate back to No.5 cargo tank.
the cargo is completed and the vapour line disconnected.

e) Open the vapour manifold valve CG071 (starboard side). This a) Set up to supply vapour to No.1 BOG compressor.
Procedure for Loading Cargo with Vapour Return will enable a free-flow of gas to the terminal and is a check that
(See illustration 6.3.3b.) the pipeline layout on board has been lined-up correctly. Position Description Valve
Open Supply from vapour header to preheater RG815
a) Using the IAS, open the individual tank isolating valves 100% f) Using the IAS, adjust the set point of the No.1 mast riser control inlet valve
and the loading valves 10% in accordance with the following valve CG106 to the required value, for example 20kPa(g), so Open No.1 BOG compressor inlet valve RG821
table: that this valve will remain closed during normal running of the
Automatic No.1 BOG compressor bypass control valve RG809
compressors, but would act in a safety capacity if necessary.
Open No.1 BOG compressor outlet valve RG803
Position Description Valve
g) Set up the starboard manifold, numbered from forward to aft as
Open No.1 tank loading valves CL100, CL110
follows: b) The reliquefaction plant is set up and operated as per Section
Open No.2 tank loading valves CL200, CL210 4.7 of this manual to provide the necessary coolant for the
Open No.3 tank loading valves CL300, CL310 Position Description Valve cryogenic heat exchanger.
Open No.4 tank loading valves CL400, CL410 Open Nos.1, 2 and 3 starboard liquid manifold CL705, CL706
Open No.5 tank loading valves CL500, CL510 c) Set up to supply condensate to the cargo tanks via the LNG
manual double-shut valves CL707
cryogenic heat exchanger (cold box).
Open Nos.1, 2 and 3 starboard liquid manifold CL701, CL702
b) Confirm the spectacle flanges are in the open position and open ESD valves CL703
the manual header valves to the vapour domes in accordance
with the following table:

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.3 - Page 2 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.3.3b Cargo Loading Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709

RG848 RG847 RG849


P
Preheater H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct Key
CG656 IG012
3rd RL821 RL830 RL813 To Ballast LNG Liquid
Line
LNG Vapour
RG802 RG804 From Inert
Gas System Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

CL105 CL106
H H H H H
CG501

CG401

CG301

CG201

CG101
CL 400
CS506

CS507

CS406

CS407

CS304

CS306

CS307

CS204

CS206

CS207

CS104

CS106

CS107
CL501

CL500

CL401

CL301

CL300

CL201

CL200

CL101

CL100
H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H

No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL503

CL504

CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1 No.2
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.3 - Page 3 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Position Description Valve f) Slow down and stop the HD compressors as falling tank
pressures require. When the compressors are stopped, open the
Open Cold box inlet valve RG825
vapour crossover valve CG001 to free-flow vapour to shore until
Open Cold box inlet valves RL834, RL815 loading is completed.
Open Condensate separator inlet RL835
g) Stop loading when the final tank reaches 98% capacity minus an
Open LNG transfer pump bypass valve RL813
allowance for line draining, approximately 80m3, and leave the
Open Condensate control valve isolation valves RL822, RL824 tank loading valve CL500 open. The final tank loading valve is
Automatic Condensate control valve, return to tanks RL823 put into MANUAL operation to prevent inadvertent automatic
Open Condensate return to No.4 and No.5 cargo CS414, CS416 closing at the 98.2% alarm and to allow draining of the lines.
tanks CS514, CS516
WARNING
Per the IGC Code, no cargo tank can be loaded to more than the
Note: The LNG condensate can be returned to the bottom of the No.4 and
maximum fill limit of 98.9% capacity. If a tank is accidentally loaded
No.5 cargo tanks and/or to the spray main where it can be distributed back to
to more than 98.9% capacity, then a pump in that tank shall be used to
any one of the five tanks via the spray return.
pump the excess LNG to another tank or back to the loading terminal
before the final CTS measurement is taken by the Gauging Surveyor.
d) Before topping-off the first tank, request the shore to reduce
the loading rate and continue reducing when topping-off each
h) On completion of loading the liquid manifold valves are closed
following tank. Ease in the filling valve of each tank as the tank
and the final CTS measurement taken.
approaches full capacity. Arrange to terminate the tanks at 15
minute intervals. It is convenient to finish loading in tank No.5
for ease of line draining. Note: The reliquefaction plant should now be able to maintain control of the
BOG and the tank pressure.
e) The tanks are topped-off at 98% capacity in Nos.1, 2, 3, 4 and
5 tanks. The filling valve will be manually closed from the i) The closure of the vapour manifold and the disconnection of the
IAS. No.1 tank 28,005mm, No2 tank 28,159mm, No.3 tank lines will be advised by the terminal.
28,156mm, No.4 tank 28,159mm and No.5 tank 28,155mm.

Level alarms will sound when the tanks are at the following levels:
• High level alarm sounds at 96%, No.1 tank 27,045mm, No.2
tank 27,308mm, No.3 tank 27,304mm, No.4 tank 27,308mm
and No.5 tank 27,304mm.
• High high level alarm sounds at 98.2%, system will automatically
close the filling valves. No.1 tank 28,107mm, No2 tank
28,247mm, No.3 tank 28,244mm, No.4 tank 28,248mm and
No.5 tank 28,243mm.

Note: The above levels are a GUIDE ONLY and each vessel will have to
calculate the correct values from the tank calibration tables.

Note: The independent extremely high level alarm will operate at 99%
capacity and initiate an emergency shutdown.

CAUTION
The very high level alarms and shutdowns are emergency devices only
and should on no account be used as part of the normal topping-off
operation.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.3 - Page 4 of 4


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.3.4a Cargo Manifold Screen Shot

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.4 - Page 1 of 3


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual
6.3.4 Operating Procedure For Draining And If not, the pressure can be dropped to the vessel tank. When Liquid Lock Avoidance on Completion of LNG Operation
Purging Discharging/Loading Arms the manifold pressure is minimal, carefully open the vessel
manifold drain valve and confirm there is no liquid in the line. No LNG liquid can remain enclosed in a pipe section between two valves.
Prior to commencing cargo operations, the connection and disconnection If liquid remains, repeat the procedure as above. 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 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 g) When no liquid is present, check the manifold using a tankscope
considers for any reason that it is unsafe to continue with the connection/ (or equivalent) and continue purging until the methane content In order to avoid any pressure build-up and prevent the activation of the safety
disconnection. is less than 1% by volume. valve, both the liquid and spray header valves are left open to the cargo tanks.

Note: When disconnecting the shore lines, the minimum required personnel Note: It should be remembered that there is no oxygen present, therefore Position Description Valve
shall be at the manifold and they must all be wearing the correct protective the LEL cannot be measured by a conventional catalytic meter. Instruments Open No.1 tank filling valve CL100
equipment. As far as is practicable, all personnel at the manifold must always that are based upon infrared and calibrated for methane may automatically Open No.2 tank filling valve CL200
stand in a safe location upwind of the manifold. change to the LEL scale below 5% by volume readings, in which case the
Open No.3 tank filling valve CL300
meter will read 20% LEL for 1% by volume.
Liquid lines, including the horizontal part of the manifolds will automatically Open No.4 tank filling valve CL400
drain to the final tank, normally No.5 tank. The inclined parts of the manifold The manifold drain valve should be left open to ensure no pressure builds up Open No.5 tank filling valve CL500
are purged inboard with nitrogen. and to give an indication of any valves that may be leaking liquid. Open No.5 tank branch master valve CL510
Open Stripping header block valves CS001, CS003
Note: In the loading port, ensure there remains enough space in the receiving h) Repeat procedures b) through to g) for each liquid line. CS005
tank (approximately 80m³) to take the liquid in the lines. Open No.5 tank stripping return valve CS504
When all of the manifold valves, other than the drain valves, are confirmed
closed (on board and ashore) and the manifold depressurised, advise the terminal Open Nos.1 to 5 spray rails CS106, CS206
a) On completion of draining the loading arms, close the liquid CS306, CS406
manifold ESDS valves. Manifold liquid double-shut valves that the vessel has no objection to disconnecting the discharging arms.
CS506
remain open.
Open Manifold double-shut valves (port) CL805, CL806
Vapour Arm Disconnection (Starboard Side Manifold)
CL807, CL808
Purging is carried out one line at a time. In order to simplify this procedure, we
a) Close the vapour ESD valve CG701. Open Manifold double-shut valves (starboard) CL705, CL707
will consider only one liquid manifold line (No.2 starboard manifold), but this
operation has to be repeated for each manifold liquid line. CL707, CL708
b) Open the vapour crossover valve CG702 and purge the
connection with nitrogen. Check the volume of methane gas
b) Request the shore terminal to pressurise the line to 300kPa (3
using a tankscope (or equivalent) and continue purging until
bar).
the methane content is less than 1% by volume. When all of the
valves, other than the drain valves, are confirmed as being closed
c) Open the manifold ESD bypass valve (CS706) 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.

Issue: 1 - May 2010 IMO No: 9431135 Section 6.3.4 - Page 2 of 3


Produced by: WMT Limited, UK
Email: [email protected]
Al Nuaman Cargo Operating Manual

Illustration 6.3.4b Manifold - Shore Lines Draining Port Manifold Starboard


To GCU Combustion Unit
H
P H H
CG611 Compressor Room Nitrogen
P CS643 CL801 CL805 CL705 CL701
H P LNG
CG612 Vaporiser
CS641 CS642 CG646

CG647
CS803 CS802 CS702 CS703
No.1 H/D
H H
Compressor
CG613 CG614
CL802 CL806 CL706 CL702
H
P

CG637

CS804
H CG635 CG636 CS806 CS805 CS705 CS706
CG633 CS704

P
CG621 H P
P H/D CG802 CG702
Heater P H H
CG622 CG631 CG632 CG634
No.2 H/D Nitrogen CG801 CG701
CG664

CS807
Compressor CS707
CG655
Motor Room CG623 CG624 P

RG842
H Nitrogen
No.1 BOG 1st CG651 CG652 CG653 CG654 Purge Line H H
Compressor RG821 CG666
CL803 CL807 CL707 CL703
H Cold RG827

RG851
RG809

2nd Box P P

P
P RG825 CS809 CS808 CS708 CS709
Preheater

RG848 RG847 RG849


P
H H
RG844 RG826 RG845
RL815 RL834

RL833
3rd CL804 CL808 CL708 CL704
Separator

RG850
CG633
H RG846 Waste

P
RG801 RG803 RL835 Gas CS812 CS811 CS711 CS712
H CG665 Heater
No.2 BOG 1st RL829 RL812 IG020
Compressor RG822

IG010
RG815

P
RG810

2nd
P To Pipe
RL824 RL823 RL822 RL810 RL804
RG843 Duct Key
CG656 IG012
3rd RL821 RL830 RL813 To Ballast LNG Liquid
Line
LNG Vapour
RG802 RG804 From Inert
Gas System Nitrogen

CG002
H
H

CG001 CS003
CG604

CG622
CG603

CL602

CG602

CG601

H H
CS601
CL601

CG107

CG105
CL107 H
CS005 CS001
CG106
CS515
CS004

CS312

CS002
CS516 CS514

CS416 CS414
CG502

CG402

CG302

CG202

CG102
CS505

CS405

CS305

CS205

CS105
H H H H H
CS517 CS518

CS417 CS418

CS317 CS318

CS217 CS218

CS117 CS118
CL510

CL410

CL310

CL210

CL110
H H H H H H H

CS504 CS404
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL502

CL402

CL302

CL202

CL102
CL505 CL506

CL405 CL406

CL305 CL306

CL205 CL206

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