Al Nuaman Cargo Operating Manual
Al Nuaman Cargo Operating Manual
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
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
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
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
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
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
Electrical Signal Angle Needle Valve Orifice Valve Flexible Hose Joint
Instrumentation
Three-Way Needle Valve Simplex Strainer Flow Meter
LNG Condensate
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.
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
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
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
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
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
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
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
Up
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
Lobby
D Deck
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 Lobby
Dn
Up Dn
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 Officers’
Lobby
Ordinary Change Cable
Cable Room
Seaman (A) Electric Trunk
Trunk
Assistant Officer
Steward (B) 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
Up Dn
Up Dn
Lobby
Up
Rescue Boat (6P)
A Deck
Up
Dn
Accommodation Upper Deck
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
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
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
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.
Between the two transverse bulkheads, each tank is composed of a prism Secondary........... Type S
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.
Plywood
Box Cover
Insulating
Material
Insulating
Insulating Material
Material
Plywood Bridge
Insulating Material
Perlite Wedge
Insulation
Packing Washers
Secondary Box
Secondary Invar
Epoxy Rope
Bearing Product
Transverse Bulkhead B or D
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
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.
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.
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
Glued Fibreglass
Thermal Protection
Main Pump
Stripping Pump
Primary Insulation
Secondary Barrier
Secondary Insulation
Profile
Trunk Space
Cargo Tank
Midship Section
Upper Deck
Dn
Up
Up
Up
Key
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.
Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2
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
Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3
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.
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)
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
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
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
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
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.
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
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)
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.
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
5 6 21 22 23 28 29 36 37 47 48
FIRE
GENERAL
ALARM
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)
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.
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
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 _
]
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
Previous Page
Most Recent Alarm
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.
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.
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.
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)
SVC OS 41 SVC OS 42
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
2nd
Off Personnel
CALL ECR
DUTY WATCH
ENGINE
Cargo
Eng.
LAMP SOUND
UNIT
TEST OFF FAIL
MACH
2ND
ENG. NON
CRITIC
3RD CARGO
ENG. SCREEN MENU CRITIC
CHIEF Fire
CCR TAG
Off.. CALL
DETAILS
2nd Personnel
Off Alarm
ECR
CALL
Cargo
Eng.
LAMP SOUND
UNIT
TEST OFF FAIL
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
Yes
Activate Dead
Man Alarm
Activate Extension
Alarm System,
Dead Man Alarm
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.
23” Display
96% CARGO TANK NO. 2 99 % CARGO TANK NO. 2
ALARM ACCEPTED
99 % 99 % 99 % 99 % 99 %
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
Safe Area
Hazardous Area
Cargo Tank No.5 Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1
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.
Average Level
(Based Upon the
Last Five Readings) Average Average Vapour Average Liquid
Level Level Trim List Temperature Temperature
Volume
Temperature Sensor
at -160°C
Corrected Average Level
Average Vapour Temperature
Temperature Sensor
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
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
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)
BUYER(S) BUYER(S)
SELLER(S) SELLER(S)
SURVEYOR SURVEYOR
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
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
BUYER(S)
SELLER(S)
SURVEYOR
1084 Receiver
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.
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.
Support
Handle in Stowed Position
FLIV Gearwheel
Body Bonnet
Tape Clamp
Multi-Strand Flexible Stainless
Steel Wire
Plunger
Tank Top
Perforated Plate
Tank Bottom
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
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
Sensor Switch
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
The alarm LED will continue to flash in slow motion until the loop failure has
been repaired.
Sensor (Inclinometer)
Installed in No.4 Cofferdam (Gravity Centre)
Signal Distribution Box
Installed EER
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Engine
Room
24V DC
Power Supply
Barrier
Power 24V DC
CTS 1
For List
Electrical Signal
CTS 2
For List
For Trim
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
LCD Screen
• 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
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
• 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.
4.3.3 Emergency Cargo Pump 4.13.2 Remote Level and Draught Indicating System
Key
LNG Liquid*
Gas Line*
Spray Line
3,500mm
Heavy Fuel Oil
Diesel Oil
25mm
125mm
Diesel Oil Heavy Fuel Oil LNG Vapour Spray Line LNG Heavy Fuel Oil Diesel Oil
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.
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
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
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
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
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
CS414 CS416
H
CS404 CF407
CS H H
CL400
H
CL402
H H
403
CS407 CG401
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
Fibreglass Reinforced
Plastic Protective Layer
Type 2
PUF
Outer layer for all size pipes 2mm Fibreglass Reinforced Plastic (FRP)
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)
200
Stator Coil
160
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
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 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
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
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.
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
Yes Yes
Close Cargo
HOLD/CHIME Tk. Discharge
Stop
Operator Input to END Stop Sequence Valve = 5% END
Sequence
CONTINUE CLn02
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
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)
190
Stator Coil
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
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.
Force Current
Controllers
Controllers in Auto
Force Controllers
Close Discharge
Valve = 0%
CSn01
Error
Pump Running Start Strip Pump
Release Load
Controller
Yes
Yes
Release Pressure
Controller
End
Stop Sequence
End
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
NPSHR Hs (m)
Pump Down Hd (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)
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.
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
f) Close the condensate inlet and outlet valves SC316 and SC311
to the steam trap and open the bypass valve SC314.
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
RN833
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
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
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
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
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
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
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
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
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
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
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.
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
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
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
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
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
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.
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
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
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 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
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
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
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
FW347
FW220 FW248 FW241
No.1
FW203 FW204
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).
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
Illustration 4.7o Reliquefaction BOG Compressor Gas Management System IAS Screen Shot
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
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
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
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.
Note: Ensure that the anti-surge valve, inlet guide vanes, electric motor-
driven and auxiliary LO pumps are all set to the AUTO mode.
Illustration 4.7u No.1 Reliquefaction Compander Start and Stop Sequence IAS Screen Shot
To Atmosphere
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
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
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
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
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
Alarm Buzzer
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
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
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
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
Illustration 4.9.1c Inert Gas Generator Manual and Touch Screen Control Panels
Inert Gas Generator Main Control Panel
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
EMERG’Y
STOP
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
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
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.
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
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
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.
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
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
8 System Loop
7 8 9 FAULT
4 5 6
9 IAS Cabinet
0
2
7 8 9
4 5 6
1 2 3
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
Main 220V AC
Input
Emergency
220V AC Input
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
Repeater Panel
MN400
GAS ALARM REPEATER UNIT
List
List
On
Alarms
Local mute
Faults
Lamp test
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:
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
(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.
Filter
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
IG
1 2 3 4 5 6 7 8 9
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
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
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.
The instruction for use and the number of strokes required for each type of tube
are displayed on the side of the packet
Electric Equipment Room Cargo Control Room Ship Side On Deck (Port)
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
Fibre-Optic System
SHIP TO SHORE ESD TRIP
Configuration
ATU TEST
SHIP TO SHORE SHORE TO SHIP
Module
CHAN 4 CARRIER HEALTHY HEALTHY
MAIN SCREEN
TELEPHONE FO RX SIG LEVEL -15.7 dBm
Electric System
SYSTEM STATUS
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
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
IS Circuit
No.1 HD Compressor
No.2 HD Compressor
EP Reg. Valve Power
Device
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
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.
ESD System
A B
Start
YES
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
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.
NORMAL
TEST BLOCK
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.
ESDS
Miyaki
• Manual RESET pushbutton and indicator lamp
ESD TEL2
TEL1
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
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To Answer Call: Lift handset and speak Lift handset and speak
To End Call: Replace handset Replace handset
ANALOGUE FIBRE OPTIC SYSTEM STATUS ESD AND TELECOM CONTROL UNIT
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FIBRE OPTIC/ELECTRIC
SYSTEM SELECTOR MODULE
POWER
SSL POWER
OFF PRIMARY SECONDARY +24V
IP POWER IP POWER OUTPUT
ON
Terminal Box
for Air
Control Board
Pressure
Switch To Shore
In Out
Control Air In Out
Supply
In Out
Exhaust
Solenoid Valve Box
(Flame-proof Type)
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
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
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
ESD Main
Trunk
Platform Platform
Shore
Connection CA205 Shore
CA203 Connection
Upper Deck
Key
Compressed Air
Closed
Dome
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.)
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
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
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)
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 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
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
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
Heavy Fuel Oil Settling Tank (Port) FWD Deep Water Ballast Tank (Port) No.5 Water Ballast Tank (Port)
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
RS Fwd Void
Aft Peak RS
002 Space
Tank 018
Air
RS016
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”.
Summary of Ballast Exchange Sequence (BA: Ballast & DE: Deballast Step)
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.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
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
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
2. Wait until ongoing step port and starboard are finished and the
selected pumps are in sea-to-sea mode.
Flow-Through Method
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.
AIM-OS -ONAIZA - OS031 - Operator Ballast Pump Sea to Sea Sequence 20 September 2009 19:39:41
Ballast
Sequence status NOT ACTIVE Sequence status NOT ACTIVE Sequence status NOT ACTIVE Hydraulic Pack
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
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
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
AIM-OS -ONAIZA - OS031 - Operator Ballast Pump Stop Sequence 20 September 2009 19:39:41
Ballast
Sequence status NOT ACTIVE Sequence status NOT ACTIVE Sequence status NOT ACTIVE Hydraulic Pack
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
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
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
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
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
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
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
g) Select the main heating coil system on the glycol water heating
screen button by pressing MAIN.
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
torches, which are worn attached to a safety helmet or are hand Cofferdam
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
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
Void
Void
Transverse Cofferdam
Access Trunk
Transverse Cofferdam
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
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.
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
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.
• 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.
1. 2.
a) b)
OPERATION OF DIFFERENT TYPES OF FIRE EXTINGUISHERS
FIRE !
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.
5.
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.
The emergency generator room fuel oil tank outlet valve is operated by wire
rope and handle from outside the room.
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
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.
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
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
Pipe Duct
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
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
WD098
Oil Coaming
Diesel Engine
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
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.
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.
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
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
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
Key
Deck Water
Key
Dry Powder
Dry Chemical Powder Dry Chemical Powder
Room Port 11 Nitrogen Cylinders Room Starboard 11 Nitrogen Cylinders
Nitrogen
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
Key
Dry Powder
Dry Chemical Powder Dry Chemical Powder
Room Port 11 Nitrogen Cylinders Room Starboard 11 Nitrogen Cylinders
Nitrogen
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.
e) Shut off the compressed air supply and return all valves to the
closed position.
g) If a fire hose has been used, rewind the hose and ensure that the
nozzle valve is in the CLOSED position.
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
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
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
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
Upper Deck
Swimming Pool
Tank
Lubricating Chemical
Oil Grease Store Store
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.
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:
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
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
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
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
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
EMERGENCY FIRE
EMERGENCY FIRE PUMP LAMP TEST ALARM & BUZZER TEST
PUMP RUN
START STOP
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
8 System Llop
7 8 9 FAULT
4 5 6
9 IAS Cabinet
0
4 5 6
1 2 3
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
Main 220V AC
Input
Emergency
220V AC Input
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
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
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
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
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.
Key
GAS
Gas Detection Control Panel
REP
Repeat Panel for Fire Detection System
GAS
Gas Detection Repeat Panel
REP
International
Shore Connection
Up
Up
Key
Up
Up
Up
Up Up Dn
Key
Up Up Dn
Up
Up
Dn
Dn
Key
Dn
Up
Dn
Up
Key
Up
Space Monitored by Smoke/Heat Detectors
Up
REP
Repeat Panel for Fire Detection System
Dn
Illustration 5.4.7j Fire Detection Equipment - Engine Room Casing and Accommodation Upper Deck
Dn Up
Key
Incinerator Room
Fire
Locker
Dn Up
Illustration 5.4.7k Fire Detection Equipment - Engine Room Casing and Accommodation A Deck
Up
Rescue Boat (6P)
Up
Dn
Up
Key
Up
Up
Up Dn
Dn
Illustration 5.4.7l Fire Detection Equipment - Engine Room Casing and Accommodation B Deck
Up Dn
Dn
Up
Key
Up
Space Monitored by Smoke/Heat Detectors
Up Dn
Up
Up
Up Dn
Dn
Illustration 5.4.7m Fire Detection Equipment - Engine Room Casing and Accommodation C Deck
(2)
Up
Key
REP
Manually Operated Call Point
GAS
GAS
Gas Detection Repeat Panel
REP
REP
Repeat Panel for Fire Detection System
Up
GAS
Gas Detection Control Panel
International
Shore Connection
Illustration 5.4.7n Fire Detection Equipment - Engine Room Casing and Accommodation D Deck
Dn
Key
Dn
Manually Operated Call Point
Dn
Dn Up
Dn
Key
Wheelhouse
Manually Operated Call Point
GAS
(x2) Space Monitored by Heat Detectors
REP
GAS
Gas Detection Repeat Panel
REP
Dn
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
Illustration 5.4.7q Fire Detection Equipment - Upper Deck and Trunk Decking (ii)
Key
Key
Illustration 5.4.7s Fire Detection Equipment - Fore Side Elevation and Midship Section
Key
Key
W
W
Up
P
6kg
P
12kg
Key
P
12kg Up
P Portable Dry Powder Fire
P P 12kg Extinguisher (12kg)
12kg 12kg
W Fire Hydrant
W with Hose Coupling
W
W
W
P
12kg
P Up
12kg
P
Up Key
12kg
F WL
F WL P Portable Dry Powder Fire
12kg Extinguisher (12kg)
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
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
F
W
F W
P
12kg
F
F P
12kg
P
12kg Dn
P
12kg
Key
W
W
Dn
P P
12kg 12kg
P
12kg
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
IG
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
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
F H W W Fire Hydrant
W
with Hose Coupling
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
M
No.6 Key
Up
W
H W
CO2 Portable CO2 Fire
H
5kg Extinguisher (5kg)
M (2)
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
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
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
Illustration 5.4.8j Fire Fighting Equipment - Engine Room Casing and Accommodation D Deck
P
W 12kg
Dn
Key
F Dn
'A' Class Hinged Fire Door
W
W
Self-Closing 'B' Class Hinged Fire Door
P
12kg
F Space Protected by
High Expansion Foam Fire
Extinguishing System
Dn
+ - Emergency Source of
P
Electrical Power (Battery)
A
A 12kg
A No.1 W Fire Hydrant
(Top) with Hose Coupling
No.2 Wheelhouse
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
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
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
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
C
Fan List for Cargo Area
No. Description
Key
W Fire Hydrant
P with Hose Coupling
12kg
Emergency Fire Pump
No.1
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
W Fire Hydrant
with Hose Coupling
(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
Key
25P
Liferaft (25 Persons) Satellite EPIRB
6P
Liferaft (6 Persons) Rocket Parachute Flares (Red)
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
Illustration 5.4.9b Lifesaving Equipment and Escape Routes - Engine Room Floor
Up
Up
Key
Emergency Telephone
Up
Illustration 5.4.9c Lifesaving Equipment and Escape Routes - Engine Room 3rd Deck
Up
Up
Up Up Dn
Key
Emergency Telephone
Up Up Dn
Up
Up
Dn
Illustration 5.4.9d Lifesaving Equipment and Escape Routes - Engine Room 2nd Deck
Dn
Key
Up
Dn
Illustration 5.4.9e Lifesaving Equipment and Escape Routes - Engine Room 1st Deck
Key
Up
Dn
Secondary Escape Route
Up J
Life Jacket with a Light/Whistle for Adult
Up (5) (3)
(2)
Immersion Suit
Muster List
Dn
Emergency Telephone
Illustration 5.4.9f Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation Upper Deck
Dn Up
(4) (4)
Key
Immersion Suit
J
J The Method of Donning a Life Jacket
Muster List
(2)
Dn Up
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)
Up
J The Method of Donning a Life Jacket
Muster List
Up Dn
J
Lifeboat (50 Persons)
Dn
Muster Station
Up
Hoisting Stretcher
FIRST
Medical First-Aid Equipment
AID
Medical Locker
Emergency Telephone
Up
Up Dn
Dn
Illustration 5.4.9h Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation B Deck
Up Dn
Dn
Up
Key
Up
Life Jacket with a Light/Whistle for Adult
Up Dn
J Immersion Suit
Dn
Muster List
Up
Up
Up Dn
Dn
Illustration 5.4.9i Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation C Deck
J
FIRST
AID
(2)
Up
Key
Immersion Suit
J
Emergency Telephone
Muster List
Up
FIRST
Medical First-Aid Equipment
AID
Up
Illustration 5.4.9j Lifesaving Equipment and Escape Routes - Engine Room Casing and Accommodation D Deck
Dn
Key
Up
Immersion Suit
Emergency Telephone
J
J The Method of Donning a Life Jacket
Muster List
Dn
Dn Up
Illustration 5.4.9k Lifesaving Equipment and Escape Routes - Navigation Bridge Arrangement
Immersion Suit
Radar Transponder
Satellite EPIRB
Muster List
FIRST
Medical First-Aid Equipment
AID
Dn
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
25P
Liferaft (25 Persons)
Emergency Escape Breathing Device
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
6P
Liferaft (6 Persons)
Embarkation Ladder
Emergency Telephone
Key
(6)
Immersion Suit
(6)
Illustration 5.4.9o Lifesaving Equipment and Escape Routes - Fore Side Elevation and Midship Section
(Passageway) (Passageway)
Key
Illustration 5.4.9p Lifesaving Equipment and Escape Routes - Aft Side Elevation
Key
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
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
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
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
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
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
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
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
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.
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.
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
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
FW347
FW220 FW248 FW241
No.1
FW203 FW204
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
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
FW347
FW220 FW248 FW241
No.1
FW203 FW204
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.
Bilge
Trunk Deck
Hydraulic Oil
Forward Transfer
WD349 WD331 WD325 Pump Cooling Fire Main
Water Discharge
Side Passage
Upper Deck
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
Trunk Deck
Up
Dn Up
Dn
Up
Up
Dn
Dn Up
Up
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
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.
CY
DECK MACHINERY
E
One chamber of the motor is used giving higher lowering speed.
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.
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
3 1 1 1
1 3 3 3
2 2 4 2 4 2 4
4
3 1 1 1
Direction
Lever
Portable
Air Motor
Locking Nuts
Air Supply In
Air Motor Exhaust
Deck Level
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.
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
Securing Shackle
Turnbuckle
b) With the duty fire pump running, open the hawse pipe washing
valve.
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.
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.
i) Shut off the hawse pipe wash water, then refit the hawse pipe
and bellmouth covers and the anchor securing wire.
Bulwark
Panama Chock
Towing Rope
Deck Level
Chafing Chain
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.
Manhole
Mooring Deck
Self-Igniting Light
Weak
Link
Assembly
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
R22.00m R22.00m
START STOP
25° 25°
R10.00m R10.00m
50° 50°
Max Outreach R25.60m Max Outreach R25.60m
35° 35°
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
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°
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
6.3 Loading and Deballasting 6.6.3 Sloshing Inside the Cargo Tanks
6.3.1 Preparations for Loading
6.8.1 Warm-Up
6.8.3 Aerating
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
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.
Illustration 6.1.1c Insulation Space Filling from Shore Tank No.5 Tank No.4
Flow Meter
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
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.
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
Introduction
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.
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.)
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
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
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
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
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.
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
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
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
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
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
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
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
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
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
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
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
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
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
(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.
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.
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
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
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
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
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
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
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.
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
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
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
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
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
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:
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
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
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.
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.
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
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