LNGC Golar Frost - IMO 9253284 - Cargo Operating Manual
LNGC Golar Frost - IMO 9253284 - Cargo Operating Manual
LTD
This manual is provided with a system of issue and update control. WORLDWIDE MARINE TECHNOLOGY LTD.
Controlling documents ensures that: For any new issue or update contact:
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left hand corner
of each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of
the original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance of
certificated officers who by virtue of such certification are deemed competent
to operate the vessel to which such information and guidance refers. Any
conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to Golar Technical Operations Office.
List of Contents November 2004 3.2.6 Radio Paging System November 2004 4.12.1 Ballast Piping System November 2004
Issue and Update Control November 2004 Illustrations 4.12.2 Ballast Control and Draught Gauge System November 2004
Cargo Symbols and Colour Scheme November 2004 3.1a Central Cargo Control Room Console November 2004 Illustrations
Electrical and Instrumentation Symbols November 2004 3.2.1a Distributed Control System Overview November 2004 4.1.1a Liquid Leakage Pipe November 2004
Distributed Control System Operation Guide November 2004 3.2.1b DCS Uninterruptible Power Supply Distribution November 2004 4.1.1b Bimetal Rupture Disc November 2004
Introduction November 2004 3.2.2a DCS Human Interface Station Keyboard November 2004 4.2a Cargo Piping System November 2004
1.1 Principal Particulars November 2004 3.2.2b Human Interface Command Station Keyboard Keys November 2004 4.2b Manifold Arrangement November 2004
1.1.1 Ship Principal Particulars November 2004 3.2.2c Human Interface Command Station Keyboard Keys November 2004 4.2c Inert Gas System Deck November 2004
1.1.2 Principal Particulars of Cargo Machinery November 2004 3.2.3a Screen Display November 2004 4.3.1a Main Cargo Pumps November 2004
1.1.3 General Arrangement November 2004 3.2.3b Cargo Screen Display Hierarchy November 2004 4.3.2a Stripping/Spray Pump and Performance Curve November 2004
1.1.4 Tank Location Plan and Capacity Tables November 2004 3.2.4a DCS Faceplate Window: Motor and Valve Control November 2004 4.4.1a High Duty Compressor Performance Graphs November 2004
1.2 Rules and Regulations November 2004 3.2.4b Pressure and Temperature Monitoring November 2004 4.4.1b Fuel Gas Flow Rate Versus Fuel Gas Pressure November 2004
1.3 Cargo System Technology November 2004 3.2.4c Trending Diagram November 2004 4.4.2a Low Duty Compressor Performance Graphs November 2004
1.3.1 Cargo Containment System Principle November 2004 3.2.4d Controller November 2004 4.5a Cargo Heater November 2004
1.3.2 Cargo Containment November 2004 3.2.5a Cargo and Ballast Operations November 2004 4.6a LNG Vaporiser November 2004
1.3.3 Failure of Containment November 2004 3.2.6a Radio Paging System November 2004 4.6b Forcing Vaporiser November 2004
1.3.4 Hold Spaces November 2004 Text 4.7.1a Inert Gas Generator System November 2004
1.4 Hazardous Areas and Gas Dangerous Zones November 2004 4.1 Cargo Containment and Monitoring Systems November 2004 4.7.1b Inert Gas Cooling System November 2004
Illustrations 4.1.1 Liquid Leakage Detection November 2004 4.7.2a Nitrogen Generation System November 2004
1.1.3a General Arrangement November 2004 4.2 Cargo Piping System November 2004 4.7.2b Nitrogen Distribution System on Deck November 2004
1.1.3b Cargo Machinery Room Layout November 2004 4.2.1 Liquid Line November 2004 4.8.1a Saab Tank Radar November 2004
1.1.4a Tank Location Plan November 2004 4.2.2 Vapour Line November 2004 4.8.1b Saab Tank Level Monitor Display November 2004
Construction of Containment System - Equatorial Ring and 4.2.3 Spray Line November 2004 4.8.1c Example of Certificate of Loading November 2004
1.3.2a November 2004
Wedge Space
4.2.4 Fuel Gas Line November 2004 4.8.1d Example of Custody Transfer Data November 2004
1.3.2b Construction of Containment System - Rupture Disc November 2004
4.2.5 Vent Masts November 2004 4.8.2a High Level and Overfill Alarm System November 2004
Construction of Containment System - Dome and Tank
1.3.2c November 2004 4.2.6 Inerting/Aeration Lines November 2004 4.8.3a Whessoe Float Level Gauge November 2004
Access
1.3.2d Construction of Containment System - Insulation November 2004 4.3 Cargo Pumps November 2004 4.8.4a Trim and List Indicator November 2004
1.3.2e Construction of Containment System - Piping Insulation November 2004 4.3.1 Main Cargo Pumps November 2004 4.9a Fixed Gas Detection System November 2004
1.3.4a Hold Space and Ventilation November 2004 4.3.2 Stripping/Spray Pumps November 2004 4.10.1a Cargo Valves Remote Control System November 2004
1.3.4b Corrosion and Relative Humidity November 2004 4.4 Cargo Compressors November 2004 4.10.1b Ballast Valves Remote Control System November 2004
1.4a Hazardous Areas and Gas Dangerous Zones November 2004 4.4.1 High Duty Compressors November 2004 4.10.2a Emergency Shutdown and Ship - Shore Link Systems November 2004
Text 4.4.2 Low Duty Compressors November 2004 4.12.1a Ballast Piping System November 2004
2.1 Properties of LNG November 2004 4.4.3 Routine Changeover of Low Duty Compressors November 2004 4.12 2a Ballast Tank and Draught Level Indication System November 2004
2.1.1 Physical Properties and Composition of LNG November 2004 4.5 Cargo Heaters November 2004 Text
2.2 Characteristics of LNG November 2004 4.6 LNG Vaporisers November 2004 5.1 Temperature and Pressure Monitoring System November 2004
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures November 2004 4.7 Cargo Auxiliary Systems November 2004 5.2 Cargo Compressor Room Systems November 2004
2.2.2 Supplementary Characteristics November 2004 4.7.1 Inert Gas Generator November 2004 5.2.1 Fresh Water Cooling System November 2004
2.3 Health Hazards November 2004 4.7.2 Nitrogen Generator November 2004 5.2.2 Steam and Exhaust Systems November 2004
Illustrations 4.8 Custody Transfer System (CTS) November 2004 5.3 Deck Machinery November 2004
2.1a Physical Properties of LNG November 2004 4.8.1 Radar Gauges and CTS November 2004 5.3.1 Deck Machinery System November 2004
2.1b Composition of LNG from Major Export Terminals (Mo1%) November 2004 4.8.2 High Level and Overfill Alarm System November 2004 5.3.2 Hose Handling Cranes November 2004
2.1c Vapour Pressure Diagram of Liquid Cargoes November 2004 4.8.3 Whessoe Float Level Gauges November 2004 5.3.3 Provision Cranes November 2004
2.1d Relative Density of Methane and Air November 2004 4.8.4 Trim and List Indicator November 2004 5.3.4 Bow Thruster November 2004
2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures November 2004 4.9 Fixed Gas Detection System November 2004 Illustrations
2.2.2a Structural Steel: Ductile to Brittle Transition November 2004 4.10 Valve Remote Control and Emergency Shutdown Systems November 2004 5.1a Temperature Monitoring November 2004
Text 4.10.1 Cargo and Ballast Valves Remote Control System November 2004 5.1b Pressure and Temperature Monitoring November 2004
3.1 Central Control Room November 2004 4.10.2 Emergency Shutdown System (ESD) November 2004 5.2.1a Cargo Machinery Fresh Water Cooling System November 2004
3.2 Distributed Control System (DCS) November 2004 4.10.3 Ship Shore Telephone Links November 2004 5.2.2a Steam and Exhaust Systems November 2004
3.2.1 Distributed Control System Overview November 2004 4.11 Relief Systems November 2004 5.3.1a Deck Machinery Hydraulic System November 2004
3.2.2 Operator Stations November 2004 4.11.1 Cargo Tank Relief Valves November 2004 5.3.1b Hydraulic Oil Pump Discharge Valve Block November 2004
3.2.3 Screen Displays, Alarms and Monitoring November 2004 4.11.2 Cargo Hold Relief Valves November 2004 5.3.2a Hose Handling Crane November 2004
3.2.4 Control and Operation of Equipment November 2004 4.11.3 Pipeline Relief Valves November 2004 5.3.3a Provision Crane November 2004
3.2.5 Cargo and Ballast Operations November 2004 4.12 Ballast System November 2004 5.3.4a Bow Thruster Control System November 2004
Text 6.5.5a Discharging Cargo Without Shore Vapour Return November 2004 8.1b Engine Room Fire Main System November 2004
6.1 Operating Procedures Overview November 2004 6.5.6a Ballasting November 2004 8.2a CO2 Flooding System November 2004
6.2 Post Dry Dock Operation November 2004 6.6.2a Cooling Down Tanks Prior to Arrival November 2004 8.3a Quick Closing Valves and Fire Dampers System November 2004
6.2.1 N2 Supply Control for Annular Spaces November 2004 6.7.1a Stripping and Line Draining November 2004 8.4a Fire Detection Panel November 2004
6.2.2 Drying Holds November 2004 6.7.1b Line Draining of Shore Connections November 2004 8.4b Fire Detectors and Alarms - A and B Accommodation Decks November 2004
6.2.3 Inerting Cargo Tanks November 2004 6.7.2a Tank Warm-Up November 2004 8.4c Fire Detectors and Alarms - C and D Accommodation Decks November 2004
6.2.4 Gassing Up Cargo Tanks November 2004 6.7.3a Inerting Cargo Tanks November 2004 8.4d Fire Detectors and Alarms - E and F Accommodation Decks November 2004
6.2.5 Initial Cooling Down of Cargo Tanks November 2004 6.7.3b Inerting Cargo Pipelines November 2004 Fire Detectors and Alarms - G Accommodation and Navigation
8.4e November 2004
Bridge Decks
6.3 Cargo Loading November 2004 6.7.4a Aerating Cargo Tanks November 2004
Fire Detectors and Alarms - Bow Thruster Room and Bosun’s
6.3.1 Preparations for Loading November 2004 6.7.4b Aerating Cargo Pipelines November 2004 8.4f November 2004
Store
6.3.2 Cargo Lines Cooldown November 2004 Text 8.4g Fire Detectors and Alarms - Engine Room Floor and 4th Deck November 2004
Loading Cargo with Vapour Return to Shore via the High Duty 7.1 LNG Liquid Leakage to Drip Pan November 2004 Fire Detectors and Alarms - Engine Room 3rd Deck and
6.3.3 November 2004 8.4h November 2004
Compressor Steering Gear Room
7.1.1 Inerting Hold in Case of Cargo Leak Condition November 2004
6.3.4 Deballasting November 2004 8.4i Fire Detectors and Alarms - Engine Room 2nd Deck November 2004
7.2 Water Leakage to Cargo Hold Spaces November 2004
6.4 Loaded Voyage with Boil Off Gas Burning November 2004 8.4j Fire Detectors and Alarms - Upper Deck November 2004
7.2.1 Use of Eductors for Water Removal November 2004
6.4.1 Loaded Voyage with Normal Boil Off Gas Burning November 2004 8.4k Fire Detectors and Alarms - Cargo Machinery Room November 2004
7.3 Failure of Cargo Pumps - Emergency Discharge November 2004
6.4.2 Use of Forcing Vaporiser for Additional Fuel Gas November 2004 8.5a Fire Fighting Equipment - A and B Accommodation Decks November 2004
7.3.1 Emergency Discharge of Cargo November 2004
6.5 Unloading November 2004 8.5b Fire Fighting Equipment - C and D Accommodation Decks November 2004
7.4 Fire and Emergency Breakaway November 2004
6.5.1 Preparations For Discharging November 2004 8.5c Fire Fighting Equipment - E and F Accommodation Decks November 2004
7.5 One Tank Operation November 2004
6.5.2 Liquid Line Cooldown Before Discharge November 2004 Fire Fighting Equipment - G Accommodation, Navigation
7.5.1 One Tank Warm-Up November 2004 8.5d November 2004
Bridge and Compass Decks
6.5.3 Arm Cooldown Before Unloading November 2004
7.5.2 One Tank Gas Freeing November 2004
Fire Fighting Equipment - Bow Thruster Room and Bosun’s
6.5.4 Discharging Cargo with Gas Return From Shore November 2004 8.5e November 2004
7.5.3 One Tank Aeration November 2004 Store
6.5.5 Discharging Cargo without Shore Vapour Return November 2004
7.6 Ship to Ship Transfer November 2004 8.5f Fire Fighting Equipment - Engine Room Floor and 4th Deck November 2004
6.5.6 Ballasting November 2004
7.6.1 General Safety November 2004 Fire Fighting Equipment - Engine Room 3rd Deck and Steering
8.5g November 2004
6.6 Ballast Passage November 2004 Gear Room
7.6.2 Pre-Mooring Preparations November 2004
6.6.1 Equatorial Ring Temperature Control November 2004 8.5h Fire Fighting Equipment - Engine Room 2nd Deck November 2004
7.6.3 Mooring November 2004
6.6.2 Cooling Down Cargo Tanks Prior to Arrival November 2004 8.5i Fire Fighting Equipment - Main Deck November 2004
7.6.4 Transfer Operations November 2004
6.7 Pre Dry Dock Operations November 2004 8.5j Fire Fighting Equipment - Upper Deck November 2004
7.6.5 Unmooring November 2004
6.7.1 Stripping and Line Draining November 2004 8.6a Lifesaving Equipment - Main Deck November 2004
7.7 LNG Jettison November 2004
6.7.2 Tank Warm-Up November 2004 8.6b Lifesaving Equipment - Upper Deck November 2004
Illustrations
6.7.3 Inerting Cargo Tanks and Pipelines November 2004 8.6c Lifesaving Equipment - A and B Accommodation Decks November 2004
7.1.1a Inerting Hold in Case of Cargo Leak Condition November 2004
6.7.4 Aerating Cargo Tanks and Pipelines November 2004 8.6d Lifesaving Equipment - C and D Accommodation Decks November 2004
7.2.1a Use of Eductors for Water Removal November 2004
Illustrations 8.6e Lifesaving Equipment - E and F Accommodation Decks November 2004
7.3.1a Emergency Discharge of Cargo November 2004
6.1a Operating Procedures Schedule November 2004 Lifesaving Equipment - G Accommodation Deck and
7.5.1a One Tank Warm-Up November 2004 8.6f November 2004
Navigation Bridge Decks
6.2.1a Nitrogen Supply Control for Annular Spaces November 2004
7.5.2a One Tank Gas Freeing November 2004 8.6g Lifesaving Equipment - Engine Room 2nd Deck November 2004
6.2.1b Nitrogen Control for Annular Space November 2004
7.5.3a One Tank Aeration November 2004 Lifesaving Equipment - Engine Room 3rd Deck and Steering
6.2.2a Drying Holds November 2004 8.6h November 2004
Gear Room
Text
6.2.3a Drying Cargo Tanks November 2004 8.6i Lifesaving Equipment - Engine Room Floor and 4th Deck November 2004
8.1 Fire and Deck Wash System November 2004
6.2.3b Inerting Cargo Tanks November 2004 8.7a Emergency Escape from Engine Room November 2004
8.2 CO2 Flooding System November 2004
6.2.4a Gassing Up Cargo Tanks with Vapour to Shore November 2004 8.9a High Expansion Foam Fire Extinguishing System November 2004
8.3 Quick-Closing Valves and Fire Dampers System November 2004
6.2.5a Cargo Tanks Cooldown Rates November 2004 8.11a Water Spray System November 2004
8.4 Fire Detection System November 2004
6.2.5b Initial Cooling Down Cargo Tanks November 2004 8.12a Dry Powder Fire Extinguishing System on Deck November 2004
8.5 Fire Fighting Equipment November 2004
6.3.1a Preparations for Loading November 2004 8.12b Dry Powder Release Cabinet November 2004
8.6 Lifesaving Equipment November 2004
6.3.2a Cargo Lines Cooldown November 2004 8.13a Fixed Gas Detection System November 2004
8.7 Emergency Escape from Engine Room November 2004
Loading Cargo with Vapour Return to Shore via the High Duty 8.13b Portable Gas Detectors November 2004
6.3.3a November 2004 8.8 Personnel Protection Equipment November 2004
Compressor
8.14a Fire Control Station November 2004
6.3.3b Completing Loading November 2004 8.9 High Expansion Foam Fire Extinguishing System November 2004
6.3.4a Deballasting November 2004 8.10 First Aid Fresh Water System November 2004
6.4.1a Loaded Voyage with Normal Boil-Off Gas Burning November 2004 8.11 Water Spray System November 2004
6.5.1a Preparations for Discharging November 2004 8.12 Dry Powder Fire Extinguishing System November 2004
6.5.2a Liquid Line Cooldown November 2004 8.13 Gas Detection System November 2004
6.5.3a Arm Cooldown Before Unloading November 2004 8.14 Fire Control Station November 2004
6.5.4b Discharging Procedure November 2004 8.1a Fire and Deck Wash System November 2004
Spray Line
Cylinder Operated With
Butterfly Valve Positioner Control Y-Type Strainer FB Foam Box
Superheated Steam
Screw Down Non-Return W Wax Expansion Type Steam Trap With Strainer
Control Valve Accumulator
Valve and Drain Cock Desuperheated Steam
Lift Check Non-Return M Electric Motor Driven Sounding Head With Not Connected Exhaust Steam
Valve Filling Cap Crossing Pipe
Air
Needle Valve / 'V' Port Valve Weight Observation Glass Orifice
Heavy Fuel Oil
Emergency Shut-off Valve Centrifugal Pump Deck Stand (Hydraulic) Overboard Discharge Lubricating Oil
MODE VOLUME
OFF
ON
ENG
TRACK BALL
/ MODULE
SHIP FEED MAIN FO & GAS WATER FO, DO & COMPRESSORS NITROGEN
STEAM BOILERS LO SYSTEMS CARGO BALLAST SAFETIES MISCELL
OVERVIEW SYSTEMS ENGINE SYSTEMS SYSTEMS & HEATERS & INERT GAS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
WHEELHOUSE
ELECTRICAL ALTERNATORS MISCELL SAFETY
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
_
+ ~
ESC 1 2 3 4 5 6 7 8 9 0 - = ' \` BS
{ }
TAB Q W E R T Y U I O P [ ] DEL
CTRL ALT
SHIFT SPACE ALT CTRL EXT CL
YOKOGAWA
The keyboard keys and their full functions are shown in section 3, illustrations
3.2.2b and 3.2.2c.
Screen Mimic Title Bar GROUP 1 TREND 1 CARGO LINE SET-UP HIDE
Shortcut Soft Key Icon to
Supply System Screen Mimic
(High Duty Compressor
HD COMP.
Control) CONTROL
CL-044 CL-034 CG-072 CL-024 CL-014
In addition to containing detailed information of the cargo equipment and related 4 Never underestimate the fire hazard of petroleum products, WARNING
systems, the CARGO OPERATING MANUAL contains safety procedures and whether fuel oil or cargo vapour. Warnings are given to draw reader’s attention to operations where
procedures to be observed in emergencies and after accidents. Quick reference DANGER TO LIFE OR LIMB MAY OCCUR.
to the relevant information is assisted by division of the manual into parts In the design of equipment and machinery, devices are included to ensure that,
and sections, detailed in the general list of contents on the preceding pages. as far as possible, in the event of a fault occurring, whether on the part of the CAUTION
Reference is made in this book to appropriate plans or instruction books. equipment or the operator, the equipment concerned will cease to function Cautions are given to draw reader’s attention to operations where
without danger to personnel or damage to the machine. If these safety devices DAMAGE TO EQUIPMENT MAY OCCUR.
The Cargo Operating Manual is designed to complement MARPOL 73/78, are neglected, the operation of any machine is potentially dangerous.
ISGOTT and Company Regulations. (Note: Notes are given to draw reader’s attention to points of interest or to
supply supplementary information.)
The vessel is constructed to comply with MARPOL 73/78. These regulations Description
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995. The concept of this Cargo Operating Manual is based on the presentation of
operating procedures in the form of one general sequential chart (algorithm)
Officers should familiarise themselves with the contents of the International which gives a step-by-step procedure for performing operations.
Convention for the Prevention of Pollution from Ships
The manual consists of introductory sections which describe the systems and
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of equipment fitted and their method of operation related to a schematic diagram
Ballast Record Book. It is essential that a record of relevant ballast operations where applicable. This is then followed where required by detailed operating
are kept in the Ballast Record Book and duly signed by the officer in charge. procedures for the system or equipment involved.
In many cases the best operating practice can only be learned by experience. Each operation consists of a detailed introductory section which describes the
Where the information in this manual is found to be inadequate or incorrect, objectives and methods of performing the operation related to the appropriate
details should be sent to the Golar Management Operations Office so that flow sheet which shows pipelines in use and directions of flow within the
revisions may be made to the manuals. pipelines.
Details of valves which are OPEN during the different operations are provided
Safe Operation
in-text for reference.
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping Illustrations
and are detailed in the various manuals available onboard. However, records
show that even experienced operators sometimes neglect safety precautions All illustrations are referred to in the text and are located either in-text where
through over-familiarity and the following basic rules must be remembered sufficiently small or above the text, so that both the text and illustration are
at all times. accessible when the manual is laid face up. When text concerning an illustration
covers several pages the illustration is duplicated above each page of text.
Illustrations
Classification: Det Norske Veritas Main electrical generation: 2 x 8L32/40 6,600V, Cargo shore connections each manifold: 4 x 16'' Liquid
A1 tanker for liquified gas EO, 3,350kW, 4,187.5kVA, turbine Liquid crossover ND 400ASA 150
1CS, NAUT-OC, LCS, (DIS) generators Raised face
CLEAN-2 COAT 2, PLUS-2,
NAUTICUS (Newbuilding) 1 x HSR7 809-16E 6,600V, 1 x 16'' Vapour
ship type 2G methane in 3,350kW, 4,187.5kVA diesel ND 350ASA 150
independent spherical tanks type B, generator Raised face
maximum vapour pressure 0.25 bar
minimum temperature -163°C Emergency electrical generation: 1 x 850kW Ssangyong
KTA38DMGE diesel generator
Regulation: SOLAS 1974 and protocol 1978
and 1988. 1996 amendments to Service speed: 19.5 knots at NCR (31,950 SHP)
SOLAS 1974/protocol 1988 as new at design draught with 21% sea
ships. margin
MARPOL 1973 and protocol 1978
IMO code for new ships carrying Fuel oil consumption per day: 163 tonnes per day without boil-off
liquefied gases in bulk USCG gas burning at NCR
(foreign ship) Suez Canal
Endurance/range at 19.5 knots: 12,000 nautical miles in seas of less
Deadweight at 12.328m draught: 79,894t than force 2 without boil-off gas
Gross tonnage: 115,156t burning
Net tonnage: 34,547t
Length overall: 288.75m Manning design complement: 17 ship personnel
Length between perpendiculars: 274.0m Others: 27
Breadth moulded: 48.0m Total: 44
Depth moulded: 26.5m
Service draught: 11.15m
Summer draught: 12.328m
Spray/Stripping Pumps Low Duty Cargo Heater Safety Valve: Hold Spaces
Maker: Ebara International Corp Maker: Cryostar Maker: Fukui Seisakusho
Type: 2EC-092 Type: Shell and tube Type: Pilot operated
Capacity: Rated at 50m3/h x 135 mth Model: 21-UT-38/34-3.2 Tag Nos: CR-184/484, 185/485
No. of sets: 4 (1 per cargo tank) Capacity: 12,000kg/h Relieving capacity: 9,514Nm3/h (air)
Heating: Steam at 10 bar Set pressure: 0.05 bar
High Duty Compressor
No. of sets: 1 No. of sets: 8
Maker: Atlas Copco
Type: GT 050 T1K1 single stage motor driven Mist Separator Safety Valve: Hold Spaces
Capacity: 32,000m3/h Maker: Cryostar Maker: Fukui Seisakusho
No. of sets: 2 Type: Shell and tube Type: Pilot operated
Model: VMS-12/12-1000 Tag Nos: CR-186/486, 187/487
Low Duty Compressor
Capacity: 8,789m3/h Relieving capacity: 9,514Nm3/h (air)
Maker: Atlas Copco
No. of sets: 1 Set pressure: 0.15 bar
Type: GT 026 T1K1 single stage motor driven
-0.08 bar vacuum
Capacity: 7,500m3/h Nitrogen Generator
No. of sets: 8
No. of sets: 2 Maker: Air Products
Type: Prism nitrogen system Safety Valves: Pipeline
LNG Vaporiser
Capacity: 2 x 60m3/h at 97% N2 Maker: Fukui Seisakusho
Maker: Cryostar
Type: Spring loaded
Type: Shell and tube Inert Gas Air Dryers
Set pressure: 10 bar
Model: 65-UT-38/34-5.6 Maker: York Refrigeration
Capacity: 18,000kg/h methane Type: 1 x refrigeration/absorption
20,000kg/h nitrogen Inert Gas Generator
Heating: Steam at 10 bar
Maker: Hamworthy KSE - Moss
No. of sets: 1
Capacity: Diesel oil burner: 13,500m3/h
Forcing Vaporiser No. of sets: 1
Maker: Cryostar Ballast Pumps
Type: Shell and tube
Maker: Teikoku Machinery Works Ltd
Model: 34-UT-25/21-3.6
Type: 550VCD-Am-NV-S with vacuum pump
Capacity: 6,000kg/h
Capacity: 2,800m3/h
Heating: Steam at 10 bar
No. of sets: 1
No. of sets: 1
Type: 550VCD-Am
Capacity: 2,800m3/h
No. of sets: 2
2nd Deck Plan Double Bottom Plan Top of Side Tank (22.85m Above Base Line)
Bilge
Well
Low Sea
Chest
Bilge
Well Echo
Steering Void Bow
Gear Room Sounder No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Thruster
and
Emergency
Low Sea Fire Pump
Rope Chest Room
Space Principal Dimensions
Fresh Water
Cooling Pumps
Mist Separator
Fresh Water
No.2 Low Duty Expansion Tank
Compressor Motor
Deaeration
Tank
2
Removal 1 Removal
Space No.2 High Duty Space
Compressor Motor
Gas Vent Drain Tank Forcing Vaporiser Fresh Water Coolers High Duty Heater LNG Vaporiser
Generator Engine
Gas Oil Service Tank
Distilled Water
Tank (P & S) Cargo Tank
2nd Deck
FO No.2 Side Forward FO
Gen. Engine Main LO Bunker Tanks
LO Storage Settling Bunker WBT (P & S)
Aft Peak 3rd Deck Tank Tank Tanks (P & S)
WB Tank (P & S) No.8 Side No.6 Side No.4 Side Fore
WBT (P & S) WBT (P & S) WBT (P & S) Peak DLWL
4th Deck Tank
No.1
WBT (C) Side Cross WB Tank Side
Tank Top WB WB
Tank Tank
Main LO
Sump Tank HFO HFO No.3 Cross No.7 Side No.2 Cross No.5 Side No.1 Cross No.3 Side
Stern Tube Bilge Holding Oily Bilge Overflow Tank Settling Tank WBT WBT (P & S) WBT WBT (P & S) WBT WBT (P & S)
Cooling Water Tank Tank (Port) (P & S) Midship Section
Tank Stern Tube LO Gas Oil Storage Low Sulphur
Sump Tank Tanks (P & S) Tank (P & S)
(Starboard)
2nd Deck Plan Double Bottom Plan Top of Side Tank (22.85m above Base Line)
Domestic Fresh Water
Distilled Water Tank (Port)
Tank (Port)
No.1 Cargo Tank 34,671.9 34,628.6 34,290.765 33776.404 37.349 81.200 22.885 Domestic FW Tank (Starboard) 17 - 25 289.2 289.2 -122.216 20.362
No.2 Cargo Tank 34,671.9 34,628.6 34,299.926 33785.427 37.346 36.200 22.885 Domestic FW Tank (Port) 17 - 25 289.2 289.2 -122.216 20.362
No.3 Cargo Tank 34,671.9 34,628.6 34,307.559 33792.946 37.367 -8.800 22.885 Distilled Water Tank (Starboard) 9 - 17 231.5 231.5 -127.772 20.399
No.4 Cargo Tank 34,671.9 34,628.6 34,281.634 33767.409 37.355 -53.800 22.885 Distilled Water Tank (Port) 9 - 17 231.5 231.5 -127.772 20.399
FUEL OIL TANKS (Specific Gravity = 0.990) OTHER TANKS (Specific Gravity = 1.000)
Aft Fuel Oil Tank (Starboard) 77 - 82 1253.3 1190.6 1178.7 -70.282 16.108 Heavy Fuel Oil Overflow Tank (Port) 69 - 77 122.7 122.7 -81.035 12.242
Aft Fuel Oil Tank (Port) 77 - 82 1253.3 1190.6 1178.7 -70.282 16.108 Bilge Holding Tank (Centre) 25 - 36 150.3 150.3 -114.119 1.871
Forward Fuel Oil Tank (Starboard) 115 - 131 974.1 925.4 916.2 109.310 18.999 Oily Bilge Tank (Centre) 36 - 39 53.6 53.6 -109.476 2.846
Forward Fuel Oil Tank (Port) 115 - 131 968.4 920.0 910.8 109.341 19.000 Stern Tube Cooling Tank (Centre) 10 - 25 220.5 220.5 -122.632 4.862
Heavy Fuel Oil Settling Tank (Starboard) 77 - 80 479.1 455.1 450.6 -74.943 16.108 Total 547.1 547.1
Heavy Fuel Oil Settling Tank (Port) 77 - 80 479.1 455.1 450.6 -74.943 16.108
WATER BALLAST TANKS (Specific Gravity = 1.025) GAS OIL TANKS (Specific Gravity = 0.850)
Fore Peak Tank (Centre) 139 - F.E. 1978.6 2028.1 130.157 12.184 Gas Oil Storage Tank (Starboard) 69 - 73 91.9 87.3 74.2 -82.700 18.807
No.1 Side Tank (Centre) 115 - 131 2879.9 2951.9 109.495 8.342 Gas Oil Storage Tank (Port) 69 - 73 91.9 87.3 74.2 -82.700 18.807
Generator Engines
No.2 Side Tank (Starboard) 108 - 115 2343.9 2402.5 86.265 10.860 73 - 77 49.1 46.6 39.7 -79.500 24.714
Gas Oil Storage Tank (Starboard)
Inert Gas Generator
No.2 Side Tank (Port) 108 - 115 2343.9 2402.5 86.265 10.860 Gas Oil Storage Tank (Port) 73 - 77 99.2 93.3 79.3 -81.009 24.714
No.3 Side Tank (Starboard) 104 - 108 4234.5 4340.4 58.513 13.751 Total 331.1 314.5 267.4
No.3 Side Tank (Port) 104 - 108 4234.5 4340.4 58.513 13.751
The applicability of the code is as follows : Most of the provisions in the IMO code are covered by the Classification Air (at 5 knots): -18°C (0°F)
Society’s rules and regulations, however, attention must be drawn to the fact Still sea water: 0°C (32°F)
Gas carriers built after June 1986 (the IGC code). that it contains requirements that are not within the scope of classification
as defined in the society’s rules, for example, chapter II Ship Survival
The code which applies to new gas carriers (built after June 1986) is the Capability, chapter XIV Personnel Protection and chapter XVII Operating Alaskan Waters
'International Code for the Construction and Equipment of Ships carrying Requirements.
Liquefied Gases in Bulk' known as the IGC code. Air (at 5 knots): -29°C (–20°F)
However, where the societies are authorised to issue the International Still sea water: - 2°C (28°F)
At a meeting of the MSC in 1983 approving the second set of amendments Certificate of fitness, these requirements, together with any amendments or
to SOLAS, the requirements of the IGC Code become mandatory with almost interpretations adopted by the appropriate national authority, will be applied
immediate effect. where applicable.
1. Transfer requirements for vinyl chloride. g) International Telecommunication Union (ITU) Radio Regulation w) International Electro-technical Commission (IEC).
A343 with annex and revisions (1983 and 1987).
2. Loading requirements for methyl acetylene propadiene mixture. x) IMO Publication No.978 Performance Standards for
h) IMO Resolution A468(IX) Recommendation on method of Navigational Equipment (1988 edition).
3. Additional operating requirements. measuring noise levels at listening posts.
y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids.
4. Requirements for inspection or re-inspection of US flag vessels at intervals i) IMO Resolution A468(XII) Code on Noise Levels Onboard Measurement of liquid levels in tanks containing liquefied
that are the same as for vessels inspected under Sub-chapter D. Inspection Ships. gases electric capacitance gauges.
for certification would be required every 2 years and re-inspection would be
required between the 10th and 14th month following the issue of a Certificate j) USGG for foreign flag vessels operating in the navigable waters z) IMO Resolution A601(15) Provision and display of manoeuvring
of Inspection. of the United States except Alaskan waters (CFR Title 33- information on board ships.
Navigation and Navigable Waters, Part 155, 156, 159 and 164
5. Requirements for the initial and periodic inspections and tests of the and CFR Title 46-Shipping, Part 154) and Public Law 95-474,
cargo containment system, cargo and process piping, and hull heating and 1978 ‘Port and Tanker Safety Act 1979’.
cold spots.
k) ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation
The proposed Coast Guard regulations and the Classification Society’s rules of Vibration in Merchant Ships, 1984’.
have cross references showing the corresponding IMO code numbers to allow
identification of the required paragraph. l) ILO convention concerning crew accommodation on board
ships, No.92 and 133.
The latest version of the following regulations and recommendations
incorporating all subsequent additions and amendments currently in force, or m) ILO Guide to Safety and Health in Dock Work, 1977 and
agreed between the owner and the builder, but awaiting ratification, enactment 1979.
or implementation at the time of signing of the contract shall be applied.
Illustrations
Tank Dome
Rubber Seal
Dome Shell
Hold Upper Hemisphere
Space
Equatorial
Forged Ring
Weld
Wedge
Space
Skirt Wedge Space
Dome Shell
Skirt
Lower Hemisphere
Insulation
Pipe Passage
NG703
Rupture Disc Cross Section
NG409 NG408
NG411 Insulation
NG402
LNG Liquid Upper
NG403
Lower
NG401
NG412 NG410
Nitrogen
I Return Line to
P Hold Space
NG407 NG406
NG704
NG705
From Nitrogen
Generator in
Skirt
Engine Room
A vertical, submerged, electric motor driven spray pump is fitted in each 2. The venting of excessive vapour through the remotely operated Pipework expansion bellows and welded joints should be inspected regularly
tank, discharging to a spray header. Branches are led from the header to vent valve at vent mast of No.1. where possible and manifold flange joints are to be checked under nitrogen
spray nozzles inside each tank. Liquid is sprayed into the tanks on the ballast pressure with a soap solution prior to loading or unloading. Special care must
voyage, to maintain them at a temperature low enough to prevent excessive be taken to avoid LNG leaks, as the temperature of the liquid can cause steel
Unloading decks to fracture.
stress on each tank structure, especially the equatorial ring, during loading.
Normally, as the cargo pumps in each tank pump out the cargo, cargo vapour The presence of water or other contaminants in the cargo system can be
An Inert Gas (IG) plant is provided for inerting cargo tanks before and after is returned from the shore and the pressure is monitored to ensure that the
aeration and entry, and for inerting/drying the hold spaces if required. Dry air is eliminated by taking great care during refit and maintenance operations.
pressure in the cargo tanks remains within the acceptable range. In the event Inerting and purging procedures are to be strictly followed. Cargo manifold
also supplied from the plant for drying cargo tanks and hold spaces following of the shore terminal being unable to return vapour, make-up vapour must be
any inspections and maintenance. strainers are fitted at the unloading port to prevent the possibility of shore
generated by feeding LNG to the ship’s vaporiser. contamination. At the loading port, the ship is protected against contamination
Two nitrogen generators are located in the engine room on the port side of the by a strainer fitted in the shore liquid line in addition to the ship supply
A small amount of cargo is left in all the tanks (called the heel), with an manifold strainers fitted at each loading.
2nd deck, to provide nitrogen for the following purposes: extra reserve being left in tanks 3 and 4 for cooling the cargo tanks and for
• Cargo compressor gland sealing fuel during the ballast voyage. During the ballast voyage, the cargo tanks
are spray-cooled utilising the spray pumps and the extra cargo left on board
• Cargo tank wedge and insulation space inerting/purging
for this purpose.
• Cargo line purging
• Boiler gas line purging Operating Precautions
A Custody Transfer System (CTS) is provided to enable accurate cargo The LNG transfer system valves and pumps are normally operated from the
quantity measurement. The system includes the equipment to measure liquid CCR. The local valve controls are only used if the normal controls fail or
level, liquid and vapour temperatures and also the vapour pressure within each emergency conditions arise.
cargo tank. This data, together with the tank calibration data tables, is used
to perform cargo quantity calculations. A secondary float actuated mechanical All the cargo pumps will be started in sequence and operated simultaneously
system (the Whessoe system) is also provided. The calibration of all the CTS under bulk discharge conditions.
and tank equipment, is carried out by an independent firm of sworn measurers
who act jointly for buyers, sellers and customs. (Note: The ship must never start cargo pumps until asked to do so by the
shore terminal control room.)
There is an Emergency Shutdown System (ESDS) which is provided to protect
the cargo systems on the ship and on the shore during loading and unloading
operations. The system incorporates ship/shore links so that a shutdown may
be initiated either manually or automatically from the ship or from the shore.
Elevation
Key
3 17
12
2 18
20
19
9
10
22
5
8
6 7 7
Plan
Stainless Steel
Support Straps
Aluminium Foil
(Spray Shield)
Tank Wall
(Primary)
Incremental
Contraction Slot
Cold Side
Reinforcement
Spinning Weld
Crack
Barrier
10 2 2 10
3
3
4
3
9
9
9
8 8
Key
6
9
7
9
7
9
9
8 8
In the case of a crack in the tank shell, the cargo is able to flow between the
tank and the insulation. From the top of the tank upper hemisphere, a pressure
equalising pipe leads to the insulated space between the tank and the skirt (the
wedge space). Gas leakage due to a crack in the lower hemisphere is led to
the wedge space. There is a suction point for the gas detection system located
in this wedge space. There are also suction points in one of the drain pipes
from the upper insulation space, the top of the hold space and the bilge well
(sometimes called the drip pan or catch basin).
Any liquid flow from the upper hemisphere will be collected in the drain
channel formed by the upper ring stiffener of the skirt. There are four drain
pipes, port, starboard, forward and aft of the tanks, which lead any cargo
leakage to the catch basin. Any liquid flow in the lower hemisphere will be
led to the catch basin by a drain pipe at the south pole.
Any liquid collecting in the catch basin will raise a liquid alarm via the DCS
system. Whether the liquid is LNG cargo due to a tank leakage, or water due
to leakage from the water ballast tanks, can be determined by observing the
gas detector and the temperature indicators. A low temperature (-163ºC for
LNG) indicates cargo leakage, while temperatures above 0ºC indicate water
leakage.
Tank Dome
Rubber Seal
IG401
Fresh Air
IG402
CARGO TANK 4
Skirt
Hold Space
Key
Air
Pipe Passage
The areas between the water ballast tanks, the double bottom tanks, underneath
the cargo tank weather covers and the cargo tank are called hold spaces. This
space around the tank and inside the tank skirt area is kept as dry as possible.
The atmosphere in this space is controlled and monitored. It is especially
important that the hold spaces are monitored during cargo operations.
The pressure in the hold spaces over that of the cargo tanks should not rise over 120
0.05 bar. This value has been determined by the builders to avoid any possible
chance of the tank buckling when empty. There are two hold space relief valves
for each hold space which will open to atmosphere if this value is exceeded.
Before LNG is loaded into the tanks, the hold spaces should be thoroughly dry
to avoid any moisture penetration into the tank insulation.
100
The hold spaces must also be free of carbon dioxide as CO2 gas will solidify
at a temperature of -78.5ºC.
The operation to dry or inert the hold spaces is dealt with in section 6.2.2. There
is a hold space heating and drying system to dry out these spaces, thereby
removing moisture and preventing any dew forming. This also has the added 80
benefit of preventing corrosion. It can be seen from the graph in illustration
1.3.4b that if the relative humidity is kept below 50/60%, the corrosion rate is
RATE OF
kept extremely low.
CORROSION
The hold spaces are fitted with gas detection and leakage detection. These
systems indicate/alarm in the cargo control room, via the DCS system.
60
The hold spaces may be inerted, if required, using the inert gas connection (see
section 6.2.2).
40
20
0
0 20 40 60 80 100%
RELATIVE HUMIDITY
Illustrations
Pipe Passage
Midship Section
Steering
Gear Room No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Bow
Engine Room Accommodation Thruster
Casing &
Emerg.
Pump
Rope Room
Space
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 metres of
any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and
entrances and ventilation openings to the cargo machinery room. 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 tank weather covers.
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.
Illustrations
Table 2.1a Physical Properties of LNG Das Is 84.83 13.39 1.34 0.28 0.17 0 465
Methane CH4 Ethane C2H4 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2
Badak 91.09 5.51 2.48 0.88 0.03 0 N/A
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016 Arun 89.33 7.14 2.22 1.17 0.08 0.01 N/A
Boiling Point at 1 bar absolute (ºC) -161.5 -88.6 -42.5 -5 36.1 -196
Kenai 99.8 0.1 0 0.1 0.1 0 421
Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 808.6
Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463
Vapour SG at 15ºC and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97
Marsa el Braga 70 15 10 3.5 0.9 0.6 531
Gas Volume/Liquid Ratio at
619 413 311 311 205 649
Boiling Point and 1 bar absolute
Point Fortin 96.2 3.26 0.42 0.07 0.008 0.01 433
Non-
Flammable Limits in AIr by Volume (%) 5.3 to 14 3 to 12.5 2.1 to 9.5 2 to 9.5 3 to 12.4
flammable
Ras Laffan 90.1 6.47 2.27 0.6 0.25 0.03 457
Auto-ignition Temperature (ºC) 595 510 510/583 510/583
Skikda 91.5 5.64 1.5 0.5 0.85 0.01 451
Gross Heating Normal: 55559 51916 50367 49530 49069
Value at 15ºC (kJ/kg) Iso: 49404 48944
Withnell 89.02 7.33 2.56 1.03 0.06 0 460
Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3
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
follow a line parallel to that shown for 100% methane.
-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
+20
30 0
Lighter than air
20
- 20
P - 40
Methane Vapour
Temperature
Propane
2mol % Ethane
10
- 60
9
°C
8
7
- 80
Methane Ethylene Ethane Propylene Propane bar
6
5
-100
Butadrene N. Butane
1.3
4
-120
ata
3 Heavier than air
-140
2
-160
1
0.9
0.8 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
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 Density of Methane Vapour
TEMPERATURE (OC)
Ratio =
Density of Air
Illustrations
For example, at point D: content is reduced to 2% during inerting because, in practice, complete mixing %
11
Nitrogen: 81.8% (remainder) aeration, a similar procedure is followed. Assume that nitrogen is added to the g 7
e
tank containing methane at point C until the methane content is reduced to n 6
The diagram consists of three major sectors: about 14% at point H. As air is added, the mixture composition will change 5
along line HDB, which, as before, is tangential at D to the flammable zone, 4 Area HDFC
1. The Flammable Zone Area EDF. Any mixture whose composition but does not pass through it. For the same reasons as when inerting from a 3
Capable of forming flammable
mixtures with air, but containing
is represented by a point which lies within this area is tank containing air, when inerting a tank full of methane it is necessary to go 2 too much methane to explode
flammable. well below the theoretical figure to a methane content of 5% because complete 1
mixing of methane and nitrogen may not occur in practice. Z C
A0 10 H 20 30 40 50 60 70 80 90 100
2. Area HDFC. Any mixture whose composition is represented
by a point which lies within this area is capable of forming a The procedures for avoiding flammable mixtures in cargo tanks and piping are Methane %
flammable mixture when mixed with air, but contains too much summarised as follows: Area ABEDH
Not capable of forming
methane to ignite. flammable mixture with air
1. Tanks and piping containing air are to be inerted with nitrogen
3. Area ABEDH. Any mixture whose composition is represented by before admitting methane until all sampling points indicate 5%
a point which lies within this area is not capable of forming a or less oxygen content.
flammable mixture when mixed with air. 2. Tanks and piping containing methane are to be inerted with
nitrogen before admitting air until all sampling points indicate
5% methane.
1. If there is no immediate ignition of an LNG spill, a vapour cloud Contact with LNG or with materials chilled to its temperature of about -160°C The properties of the LNG, i.e. the boiling point, density and heating value,
may form. The vapour cloud is long, thin, cigar shaped and, under will damage living tissue. have a tendency to increase during the voyage.
certain meteorological conditions, may travel a considerable
distance before its concentration falls below the lower flammable Most metals lose their ductility at these temperatures; LNG may cause the
limit. This concentration is important, for the cloud could ignite brittle fracture of many materials. In case of LNG spillage on the ship’s
and burn, with the flame travelling back towards the originating deck, the high thermal stresses generated from the restricted possibilities of
pool. The cold vapour has a higher density than air and thus, contraction of the plating will result in the fracture of the steel.
at least initially, hugs the surface. Weather conditions largely
determine the cloud dilution rate, with a thermal inversion greatly
lengthening the distance travelled before the cloud becomes
non-flammable.
For this reason, materials which do not show such sharp transition from
ductile to brittle fracture as the temperature is lowered, have found obvious
application for use in cryogenic situations in general and particularly in
liquid methane carriers, for example, invar (36% nickel-iron alloy), austenitic Brittle Fracture transition Ductile
fracture range (mixed fracture fracture
stainless steel, 9% nickel steel and some aluminium alloys such as 5083
appearance)
alloy. All of these materials behave in a ductile manner at -162°C, so that
the chance of an unstable brittle fracture propagating, even if the materials
were overloaded, is negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure Notched For a typical mild steel:
bar test T1 might be -30;
that LNG and liquid nitrogen do not come into contact with the steel structure
energy T2 might be +15.
of the vessel. In addition, various equipment is provided to deal with any absorbed Although this depends
leakages which may occur. on composition, heat
treatment etc. the curve
The manifold areas are equipped with a stainless steel drip tray, which collects can shift to left or right.
any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain from the deck driving water main which is
supplied from the bilge ejector pump. The deck fire main must always be
available and the manifold water curtain in operation when undertaking any
cargo operation. Additionally, fire hoses must be laid out to each liquid dome
to deal with any small leakages which may develop at valves and flanges.
Permanent drip trays are fitted underneath the items most likely to cause T1 T2
problems and portable drip trays are available for any other requirements.
During any type of cargo transfer, and particularly whilst loading and
discharging, constant patrolling must be conducted on deck to ensure that no
leakages have developed.
LIQUID DO NOT DELAY. Flood eye gently with clean fresh/sea water. Force eye open if necessary.
IN EYE Continue washing for 15 minutes. Obtain medical advice/assistance.
CONDITIONS OF CARRIAGE
LIQUID DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area
ON SKIN in warm water until thawed (see Chapter 9). Obtain medical advice/assistance. NORMAL
CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
CONDITIONS
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose SHIP TYPE 2G. VAPOUR
Flammable.
DETECTION
INHALED resuscitation.
SPILLAGE Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
prevent brittle fracture. Inform Port Authorities of any major spill.
MATERIALS OF CONSTRUCTION
UNSUITABLE SUITABLE
PHYSICAL DATA Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.
HEALTH DATE
TVL 1000 ppm ODOUR THRESHOLD Odourless
EFFECT
OF Frostbite to skin or eyes. Not absorbed through skin.
LIQUID
EFFECT
Asphyxiation - headache, dizziness, drowsiness. Possible low temperature damage to lungs, skin. No
OF chronic effect known.
VAPOUR
FIRE Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them. AIR No reaction.
LIQUID DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary.
WATER
IN EYE Continue washing for 15 minutes. Seek medical advice/assistance. No reaction. Insoluble.
(Fresh/Salt)
LIQUID DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area OTHER
ON SKIN in warm water until thawed (see Chapter 9). Obtain medical advice/assistance. LIQUIDS/ No reactions.
GASES
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose
INHALED resuscitation.
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE
prevent brittle fracture. Inform Port Authorities of any major spillage.
CONDITIONS OF CARRIAGE
NORMAL
GAUGING
PHYSICAL DATA CARRIAGE
CONDITIONS
Fully refrigerated. Closed, indirect.
EFFECT
OF Frostbite to skin or eyes.
LIQUID
EFFECT
OF Asphyxiation. Cold vapour could cause damage.
VAPOUR
Illustrations
3.1a Central Cargo Control Room Console
3.2.1a Distributed Control System Overview
3.2.1b DCS Uninterruptible Power Supply Distribution
3.2.2a DCS Human Interface Station Keyboard
3.2.2b Human Interface Command Station Keyboard Keys
3.2.2c Human Interface Command Station Keyboard Keys
3.2.3a Screen Display
3.2.3b Cargo Screen Display Hierarchy
3.2.4a DCS Faceplate Window: Motor and Valve Control
3.2.4b Pressure and Temperature Monitoring
3.2.4c Trending Diagram
3.2.4d Controller
3.2.5a Cargo and Ballast Operations
3.2.6a Radio Paging System
HEAVY INDUSTRIES CO.LTD
37
82
21 22 17 18 13 14
78 10 1
40
2
9
10
3
4
39
9 5
8
7 6
25 36
79 73
6 8 72
52
G
UN
YO KER
TRAC
WIND
41 26 29 66
80 11 27
10 30 28
74 9 24 20 16
2 50 53 51
7 FIRE
30 56 55
23 19 15 31
77 58 54
57
32 9
10 9
10 33
5 59 61 8
1
2
75 68 60
7
6
5 4
3
1 34 35
64 62 Mor
e
Alar
On
ms
Line
4
FIR
E
42
AL
AR
38
M
70 Lam
Loca
p
List
l Mut
e
List
65
Test
63 81 71
76
44 43
3 FIR
E
46 45 47
83 69
67
84 49
48
Key
1 - CTS Monitor 16 - Trackball for HIS 31 - Telegraph Receiver 46 - Fire Alarm 61 - Main Turbine Power Reduction 76 - Engineers Alarm
2 - Loading Computer 17 - No.1 CRT for Communication HIS 32 - Manoeuvring Table 47 - General Alarm 62 - Main Turbine Auto Spin 77 - Lever Control
3 - Keyboard for CTS 18 - No.2 CRT for Communication HIS 33 - Electric Clock 48 - Alarm Flicker Stop 63 - Astern Valve 78 - No.1 Electronic Clock
4 - Keyboard for Loading Computer 19 - Keyboard for Communication HIS 34 - Seconds Adjust Switch 49 - Spare 64 - Ahead Valve 79 - Seconds Adjust Switch
5 - Pneumatic ESD 20 - Trackball for Communication HIS 35 - Rudder Angle Indicator 50 - Main Turbine Hand Stop 65 - Control Method 80 - Whessoe Panel
6 - Anemometer / Anemoscope Indicator 21 - No.1 CRT for Cargo HIS 36 - Shaft RPM Indicator 51 - Main Turbine Astern Valve Position Indicator 66 - Shaft RPM Counter 81 - Control Position
7 - ESD Emergency Trip 22 - No.2 CRT for Cargo HIS 37 - List/Trim Indication Panel 52 - Main Turbine Ahead Valve Position Indicator 67 - Buzzer Stop 82 - CCTV Monitor- Suspended
8 - No.1 UHF Repeater Station 23 - Keyboard for Cargo HIS 38 - Maximum Speed Setter 53 - Main Turbine Cause Trip Indicators 68 - Telegraph Lever Matching from Deckhead
9 - Hot Line Telephone 24 - Trackball for Cargo HIS 39 - No.2 VHF Remote Controller 54 - Main Turbine Auto Power Reduction 69 - Test 83 - No.1 Generator Turbine Stop
10 - PABX Telephone 25 - No.2 UHF Repeater Station 40 - Sonar Digital Indicator 55 - RPM Control 70 - Control Position 84 - No.2 Generator Turbine Stop
11 - Cargo Automatic Telephone 26 - Machinery Automatic Telephone 41 - Public Address Controller 56 - Time Schedule 71 - Patrol Man
27 - Sound Powered Telephone 42 - Fire Repeater Panel 57 - Spare 72 - CCTV Operating Panel
13 - No.1 CRT for Machinery HIS 28 - Common Battery Telephone 43 - Shaft Power Meter 58 - Control Mode 73 - Public Address Control Microphone
14 - No.2 CRT for Machinery HIS 29 - Phone Directory 44 - Starboard Boiler Trip 59 - Turning Gear 74 - Fire Alarm
15 - Keyboard for HIS 30 - Log Table 45 - Shaft RPM Counter 60 - Main Turbine Trip Bypass 75 - General Alarm
The Central Control Room (CCR) is situated on G deck underneath the bridge
navigation deck and has a view forward over the cargo tanks. It is used for all
cargo operations during the loading and discharging of a cargo and can also be
used for main engine control.
There are three HIS terminals which are used for the operation of cargo,
machinery and associated equipment through the DCS and they include:
• The HIS terminals, situated on the control console in the centre
section, which is used for combined machinery and cargo
operations.
• The port HIS terminal, is used for cargo operations and includes
the tank radar system monitor, keyboard and the loading
computer system and monitor.
• The starboard HIS, is used for machinery operations and
includes the main engine remote controls, alarm and trip
pushbuttons, the fire detection control panel and the engine
room talkback system.
There are also three printers connected to the system in this room, a report
printer, an alarm printer and a colour printer for screen shots as required.
The Emergency Shutdown system main unit and the tank sounding board is
situated on the port after bulkhead.
There is a fireman’s outfit locker situated in the starboard aft corner of the
room. On the starboard after bulkhead are two dry powder monitor release
cabinets, one for the starboard side, which uses No.2 dry powder tank and one
for the port side, which uses No.1 dry powder tank.
Desks, cupboard space and general notice boards are provided around the
room. The cupboards on the starboard side contain the gas test meters and
wolf torches. On the port side desk is the Kyma ship information computer
and associated printer.
RMS Modem
Laser
AAP Printer
FCS Exp. FCS
C-Radio P-CARGO Cabinet S-CARGO
01-64
UMS ACG
01 02
C-SMS
Starboard Port
FCS FCS FCS MARSH MARSH MARSH MARSH MARSH MARSH S-MACH FCS FCS FCS MARSH MARSH MARSH MARSH MARSH MARSH P-MACH
24VDC 24VDC
S-MACH S-BLR S-BMS S-MACH S-MACH S-MACH S-BLR S-BLR S-BMS P-MACH P-BLR P-BMS P-MACH P-MACH P-MACH P-BLR P-BLR P-BMS
1 2 3 1 2 1 2 3 1 2
04 07 08 03 05 06
STARBOARD LOW VOLTAGE SWITCHBOARD ROOM PORT LOW VOLTAGE SWITCHBOARD ROOM
Starboard Machinery Control HIS Alarm Port Machinery Control HIS Report
MACH-ENG EWS Printer Printer
63A CB31 CB32 CB33 CB34 CB35 CB36 CB37 CB38 CB39 CB40 CB41
Central Control Room Console 16A 16A 16A 16A 16A 16A 16A 16A 16A 16A 16A
Wheelhouse Screens
CHIEF Spare
ENGINEERS'
OFFICE
40A 40A 40A 40A 32A 40A 40A 40A 20A 40A 40A 40A 40A 32A 32A 40A 40A 40A 32A 20A 20A 20A
Radio Packaging
F32 F33 F35 F34 F42 (MIKADO)
L - DCS - UPS
Spare Spare F21 F22 F43 F23 F24 F25 Spare F26 F27 Spare F28 F44 Spare F29 F30 F31 F45 F36 F37 F38
FCS EXP
S - CARGO 230VAC
S - CARGO
C - Radio FCS FCS FCS FCS FCS FCS FCS 24VDC
01 - 43 P - CARGO 230VAC/ 230VAC S - MACH P - MACH
P - MACH P - BLR P - BMS 24VDC S - BLR S - BMS
C - SMS 24VDC 24VDC
02 01 - 44 01 03 05 06 P - MACH 04 07 08
CARGO
L L L L L L 24VDC L L
24VDC L
ENGINE
63A CB41 CB42 CONTROL
ECR Console (Starboard) 16A 16A S - MA - HIS PRT
ROOM 19" 19"
01 - 62
40A 40A 40A 32A 40A 40A 40A 20A 40A 40A 40A 40A 32A 40A 40A 40A 32A 20A 32A 20A 20A
R - DCS - UPS F32 40A F33 F35 F34 F36 F42 F37 F38
Spare Spare F21 F22 F43 F23 F24 F25 Spare F26 F27 Spare F28 F44 F29 F30 F31 F45 Spare Spare Spare Spare
230VAC 230VAC
FCS FCS FCS FCS EXP FCS FCS FCS FCS 24VDC
P - MACH P - BLR P - BMS 230VAC P - CARGO S - CARGO S - CARGO 24VDC S - MACH S - BLR S - BMS
24VDC S - MACH
03 05 06 02 P - MACH 04 07 08 24VDC
CARGO 24VDC
R R R 24VDC R 01 R R R R R R
The E-net is an information Local Area Network (LAN) fitted internally to the Inert Gas Generator (Hamworthy)
g) The SYSTEM screen has two parts, the second part is accessed
DCS which connects each HIS to the other HISs and EWSs. The E-net enables Extension Alarm System (Total Automation) via the NEXT PAGE key.
the transfer of data files between HISs, the display of data on other HISs and
Integrated Navigation System (Navintra)
printing to any system printers. The E-net is a single bus, but a loss of the E-net h) The bottom right hand blocks on this screen are for the HIS
would not affect the control functions of the DCS. Ship Performance Monitor (KYMA) units and the EWS units. The HIS/ECS graphic outlined with
Power Management System (ABB) a white box is the HIS station the operator is currently using.
The ethernet is an information sharing LAN which connects the HIS to the The operator would click on that icon for an HIS station status
external computer sub-systems such as the ship management system. It also screen.
The DCS system is also interfaced with the following sub-systems via
connects other sub-system computers via gateways (ACGs). The ethernet is not
ETHERNET interface:
duplicated and therefore no redundancy is provided in the case of a failure. i) From this HIS status screen, the V-net configuration, the two
Radio Paging System (Alphacom) mirrored hard drives, power supply unit and CPU status for that
The communication gateways are protocol converters which link two different Ship Management System (Hyundai) HIS are shown. Any printers attached are also indicated.
networks or computer systems, eg, between the V-net, E-net, ethernet and
computer sub-systems. Loading Computer (Techmarine)
j) Alarms are indicated on the left of the screen. In the top right
hand corner of the screen is an operation group box and an alarm
The UMS extension alarm system communication link with the DCS system is System Self Diagnostics summary box which indicates which alarms are monitored.
required in order to use the UMS facilities. There is a redundant modbus link
The DCS is a self-monitoring system and any faults are immediately reported
between the DCS and UMS systems to provide duplication via two gateways
to the operator via a system alarm whose sound differs from the standard alarm Saving a DCS System Back-Up File
and there is a dual profibus provided between the extension alarm panels
tone. To check the DCS system, use the following procedure:
themselves. It is good practice to regularly save a copy of the system program and settings.
A DAT tape and a streamer tape will be required, as previously explained.
a) Access the system screen on any HIS keyboard by pressing
A system back-up would be performed by the Chief Engineer who has the
the SYSTEM key, a screen is displayed consisting of boxes,
necessary procedures and tapes required.
these represent the FCUs and the labelled boxes are the ones in
use on this system. These FCUs will have the word ‘Ready’ in
green text indicating that they are operational and running on
the FCS.
MODE VOLUME
OFF
ON
ENG
TRACK BALL
/ MODULE
SHIP FEED MAIN FO & GAS WATER FO, DO & COMPRESSORS NITROGEN
STEAM BOILERS LO SYSTEMS CARGO BALLAST SAFETIES MISCELL
OVERVIEW SYSTEMS ENGINE SYSTEMS SYSTEMS & HEATERS & INERT GAS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
WHEELHOUSE
ELECTRICAL ALTERNATORS MISCELL SAFETY
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
_
+ ~
ESC 1 2 3 4 5 6 7 8 9 0 - = ' \` BS
{ }
TAB Q W E R T Y U I O P [ ] DEL
CTRL ALT
SHIFT SPACE ALT CTRL EXT CL
YOKOGAWA
COMPRESSORS NITROGEN The OVERVIEW ALARM PANEL key. This key calls up the lowest alarm page with unacknowledged alarms.
CARGO BALLAST SAFETIES
& HEATERS & INERT GAS
9 10 11 12 13
Access to Overviews
The GROUP CONTROLLER PAGE key. If the user has accessed a faceplate or controller that has other
controllers within its group, pressing this key displays the other controllers that are part of the group.
Circulate key.
The TUNING PANEL key. When the user has accessed a process controller and called up a faceplate,
this key accesses the tuning panel for that controller. The tuning panel displays the settings and parameters used.
Window Erase key.
The TREND key. This key accesses the trend feature, these are basically graphs showing a process over a time
AUX AUX key. period. These trends have been predetermined and grouped so that several associated elements are monitored
on the same trend display window.
The NO or CANCEL key. Usage example: When the user changes a parameter, the user is asked to confirm Yes/No.
To cancel this request or confirm a NO decision the user clicks on the NO icon or presses this key.
The GRAPHICS/PROCESS key. This key returns the user to the last process display screen.
The YES or ACCEPT key. Usage example: When the user changes a parameter, the user is asked to confirm Yes/No.
To accept this request or confirm a YES decision the user clicks on the YES icon or presses this key.
The PROCESS REPORT key. This can be used to produce a report from the DCS system pertaining to the current
screen display process.
The ITEM key. When the user is operating a controller on a faceplate, the ITEM (or parameter) may be changed or the
ITEM setting altered using this key.
The ALARM PAGE key. This key takes the user directly to the alarm page. The key has a red LED A green key signifies that it must be
embedded to indicate if an alarm is current. The display indicates the most current alarm at the top HELP The HELP key. pressed with another key to carry
of the page, 20 alarms to each page with a maximum of 200 alarms. out a particular function.
The TARGET key. This allows the user to change a value on a faceplate.
? The OPERATOR GUIDE MESSAGE key. This key is not used in this vessel's application.
The ACTION key. This key functions as a DO key, ie, press this key to carry out a highlighted command etc
The UP and DOWN arrow keys. These keys are used to alter a controller set point or operate a faceplate
ON/OFF switch (up or down). These keys are also used in conjunction with the green FAST UP/DOWN keys.
The BACK PAGE key. Allows the user to move backwards through the screen display pages in numerical order.
The SCROLL key. This is a 4 way cursor key which will move the cursor around the screen to the next/nearest
available switch, motor or process etc with an accessible faceplate. The faceplate is then displayed by pressing
the ACTION key directly below this cursor key on the keyboard.
The FORWARD PAGE key. Allows the user to move forwards through the screen display pages in numerical order.
SYSTEM The SYSTEM key. This key takes the user to the DCS system page, allowing a view of the status of the system.
CL The CANCEL key. Pressing this key will cancel the current operation and also delete the entry area.
COPY The COPY key. This key is used to send a copy of the left hand screen to the video printer. This key can be used from any ICS.
The CASCADE key. When this key is pressed with the AUTO key, the selected controller's operation
will change to the cascade mode.
Upper Sibling Window call key. The AUTOMATIC key. This key is pressed to change the mode of a controller or pump/motor's control mode to automatic.
This function can also be used with the cascade function.
Parent Window call key. The STOP/ACKNOWLEDGE flash key. When a process alarm occurs, a box flashes around the alarming parameter,
Pressing this key cancels the flashing. If the alarm has cleared, a green box flashes which can also be cancelled with this key.
The ALARM ACCEPT key. When an alarm is raised, the audible alarm will sound. Pressing this key will silence this alarm.
Lower Sibling Window call key.
Screen Mimic Title Bar GROUP 1 TREND 1 CARGO LINE SET-UP HIDE
Shortcut Soft Key Icon to
Supply System Screen Mimic
(High Duty Compressor
HD COMP.
Control) CONTROL
CL-044 CL-034 CG-072 CL-024 CL-014
SHIP OVERVIEW
OV0001
Cargo Cargo Line Cargo Cargo Tank Inerting Emergency Cargo System Wheelhouse
Temperatures Ballast Pumps Vaporiser Shutdown System Test Facilities
Set-up T30-433-01 & Aeration Responsibilities
T30-422-01 T30-423-01 T30-424-01 T30-422-09 T30-421-01 T30-422-03 T30-439-01
Cargo
Cargo Loading Cool Down
T30-422-04 T30-460-03
SHIP OVERVIEW
OV0001
Delays
GRAPHICS/PROCESS key. For every alarm point, the time delay before the alarm is raised can be specified.
This is used, for example, in the case of level sensors in tanks, where the ship’s
movements would otherwise cause the level alarms to be spuriously raised.
Screen Mimic Title Bar GROUP 1 TREND 1 NO.1 CARGO TANK HIDE
-153.7
-159.5
-159.5
-159.4
33758.04
0.0
Cargo Pressure Read Out 0.37
0.06 0.37
0.37
To obtain an accurate reading of any of the three values (SV, MV or PV), the
following procedure can be used:
09.23.2004 8:59 AM
TG0017.
CARGO VAPORISER 04.09.23 8.59 47/800
1 3F1C8821 PV
20000 LNG VAPORIS FLOW CONT
100%
-17 kg/h 0 - 20000
2 3T1C8821 PV
LNG VAPORIS TEMP CONT
16000 22 Deg_C -150 - 100
3 3P1C8063C PV
VAPOUR LINE HDR GAUGE
99 mbar -100 - 150
12000 4 3P18821 PV
LNG VAPORIS GAS PRESS
112 mbar 0 - 600
5
8000
4000
7
0.0 8
0%
00 14:00 15:00 16:00 17:00 18:0
10:20 10:20
FUNCTION 6M 1 PAUSE
Once the user has accessed the trend screen, a trend group can be selected by
typing in the graphic title (TG0047 for the group shown above) and pressing
the RETURN key or by pressing the PAGE key and the trend number (47)
followed by the RETURN key. The FORWARD PAGE and BACK PAGE keys
could also be used.
RETURN
The user can return to the process screen at any time by pressing the
GRAPHICS/PROCESS key.
09.23.2004 8:59 AM
GC0001
Operator's
Request/
Command CLOSE CLOSE CLOSE CLOSE CLOSE CLOSE CLOSE CLOSE
Actual Position
(Feedback from 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Limit Switch)
Faceplate for
Data Entry
(FV, MV, SV)
The Distributed Control System (DCS) allows operational control from the
Central Control Room on G deck.
SHIP OVERVIEW
OV0001
By calling up the required screen, using the overview route shown in illustration
3.2.5a, the following can be monitored and controlled.
Cargo
• Cargo tank temperatures Compressors & Nitrogen & Cargo
Cargo Ballast Cargo Safety Wheelhouse
Heaters Inert Gas Miscellaneous
• Cargo tank levels OV0013 OV0014
OV0015 OV0016
OV0017
OV0018
OV0020
Cargo Office Officer's Mess Crew Mess Officer's Lounge Crew Lounge Duty Mess Chief Engineer
Engineer's Office Cargo Engineer 3rd Engineer 2nd Engineer 1st Engineer
ACCOMMODATION DECKS
Gateway Station 1
Modbus RS 485
CP341
MODBUS (S)
FCS
C-RADIO P - CARGO CPU 315-DP
AGG MASTER
(MP BUS)
Redundancy Link Gateway Station 2
01
CP341
MODBUS (S)
CPU 315-DP
MIKADO Modbus RS 485 RESERVE
HHI
RADIO
PAGING
SYSTEM
Portable Radio 14. Accessory connection - for headsets, remote speakers/microphones etc.
Maker: Motorola
Model: GP380
Operation Procedure
a) Switch on the portable radio and adjust the volume control Portable Radio
when leaving the control room.
Illustrations
The cargo tanks are equipped to carry liquified natural gas (LNG) consisting A special casting joint (transition joint) is fitted between the skirt and the tank’s Monitoring
mainly of methane, at cryogenic temperatures and at near atmospheric equatorial ring to provide the necessary strength at this point and to reduce heat
pressure. conduction into the tank and a corresponding conduction of low temperature The cargo handling operations are controlled from a central administration
to the skirt and hull. centre located beneath the navigation bridge on G deck. This control centre
Each tank is insulated to reduce cargo loss through natural boil-off. provides a monitoring and control system that continuously monitors key
conditions in the LNG storage system and also acts as a control facility when
Insulation: The Spiral Generation Log System handling cargo.
Description
The cargo tanks are insulated with expanded polystyrene foam, fitted to The DCS system is capable of monitoring and controlling the following:
Four equally sized insulated cargo tanks are encased within the inner hull and the tanks by a spiral generating system. This system generates polystyrene
• Cargo pumps, spray pumps and selected valves
are situated in-line from forward to aft. The spaces between the inner hull and strakes (logs) as the machine moves spirally around the tank. The equipment
outer hull are used for ballast and will also protect the cargo tanks in the event automatically fuses adjacent polystyrene logs as the machine advances around • Monitoring of the Custody Transfer System
of an emergency situation, such as a collision or a grounding. the sphere. • Cargo line valve set-up (remotely operated valves only)
The ballast spaces around the cargo tanks are divided into seven, side water The insulation consists of two polystyrene layers separated by a crack- • Cargo containment monitoring
ballast tanks, port and starboard, separated by a pipe duct space extending the arresting layer of glass fibre. The upper hemisphere insulation is coated with • Cargo high duty compressors, heaters and vaporisers
full length of the under tank area. The side water ballast tanks extend to the square 0.25mm thick aluminium foil plates. The aluminium foil splash barrier
side of the cargo tanks as far up as the under deck trunk ways. • Cargo low duty compressors and heaters, monitoring only,
on the lower hemisphere is automatically bonded to the outer surface of the
control is via the machinery DCS
insulation during the log welding process. This process butt welds the logs
Additional cross ballast tanks are situated forward of No.1 cargo tank and to form a continuous insulation layer. The insulation is not actually bonded • Fire and gas detection (monitoring from stand alone system)
between No.1, 2 and 3 cargo tanks; the fore and aft peak tanks can also be used to the tank surface and this allows the passage of nitrogen gas between the
• Boil-off gas control to machinery space (limited control)
for ballast, giving a total ballast capacity of 59,473m3. insulation and the tank.
• Ballast system, pumps, valves and ballast tank levels
Cargo tank capacities, 100% at -163ºC, are as follows: • Hold space instrumentation ( monitoring only)
Containment
No.1 cargo tank 34,271.9m3 • Nitrogen system
The LNG in the ship’s cargo tanks is carried at a pressure that is marginally
No.2 cargo tank 34,271.9m3 • Cargo area ventilation
higher than atmospheric pressure. The cargo tanks are housed within holds and
No.3 cargo tank 34,271.9m3 each hold is separated by a watertight bulkhead. A positive pressure of inert gas • Inert gas generator ( monitoring and limited control)
No.4 cargo tank 34,271.9m3 or dry-air (depending on operational requirements) is maintained in the hold
space surrounding each tank.
Total capacity 137,087.6m3
There is no secondary barrier as the tanks have a high degree of safety against
fracture or failure, primarily due to their spherical construction. The tanks are
heavily insulated with polystyrene foam, ranging between 150mm and 250mm
thick, to reduce natural boil-off to a minimum.
The tanks are constructed of aluminium alloy A5083-0. Each tank is covered
by a spherical steel tank cover, the main purpose being for tank and insulation
weather protection and it also permits control of the hold space atmosphere.
LNG Liquid
CARGO TANK
HOLD SPACE
PIPE DUCT
Drip Pan
Any LNG liquid leakage drains by gravity from between the tank plating and
the insulation to the drip pan via a drain tube at the bottom. The drain at the
bottom of the insulation space is sealed in normal service by a bimetal rupture
disc.
Plan Cross Section
Liquid flow from the northern hemisphere collects in the drain channel which
is formed by the upper skirt ring stiffener and is directed to the leakage pipes
located forward, aft, port and starboard of the tank. These pipes direct the
liquid onto the hold space deck and then to the drip pan. These areas are all
protected with stainless steel sheet covers.
1 4
All of the pipes except one are fitted with rupture discs. These discs are gas
tight but are designed to fail at cryogenic temperatures and will therefore
rupture when LNG comes into contact with them. The leakage pipe without
a disc has a gas detection sensor fitted to provide early warning of a possible
2
leakage.
3
In the event of a combination of alarms, namely drip pan temperature and 5
annular gas detection alarms, it will indicate an internal cargo loss and the 6
following procedure should be adhered to:
• Call the Master, Chief Engineer and Cargo Engineer
• Restrict smoking on the vessel, see Condition No.3 in the 7 6
smoking areas
• Contact the GOLAR Superintendent (initially by telephone) and
activate the GOLAR casualty procedures (Master)
• Subsequent action will depend on the situation and may, or may
not, involve the suspension of all cargo operations
WARNING
Any personnel involved with attending to an LNG leak, whether it is
liquid or vapour, must wear the appropriate protective clothing. Key
Illustrations
023
CL
013 CS
052 Spray Header
CL
774 771
Pressure Build-up CG CG
79 700 7 72
CG
0 CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
170 156
3 CG CS
L04
C 063 059 154
0 33 CS CS CS
CL 11 2
CL
8 171
S 06 CG
C
11 153
CL CS
060 7 50 110
CS
CS CL 152
9 CS
C L 10
0 78
CG
871
Vapour to Shore CG
CS
260
259
CS
258
CS
257
CS
27 0 256 No.1 Cargo
51 CG CS
7
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
21 0
CL 2 53 CL101
209 CS
CL 252
CS
012
CL
872
CG 022
G8
75 CL 011
C 053 CL
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor 042
CG928
2 CG CL
a r a 95
Sep
CG933 0
87 6
CG CG904
915 041
CG LN CL
LD Comp. CS902
G
1 Va
CG935
CS901
p ori
CG903 se
CG
91
7 CG CG
939 CG927 r
93
0
CG932
956
CG 914
FWD
CG
CG926
957
CG
2
ter
CG931
a CG902
He CG
947
913
LD CG
955
CG
HD Comp. 1
905
CS
877 CG
94 6 Forcing CG938 Cargo Machinery
CG er
eat
CG901
94 5 Vaporiser Room
DH
CG
Gas to Boilers in H HD Comp.
9 06
Engine Room CS
94 4
CG
The vapour header and stripping/spray headers are both connected to the dome
of each tank. The domes also house the tank safety valves, pressure pick up
and sample points. The spray line on each tank consists of three spray lines
inside the tank to distribute the incoming liquid into the spray nozzles in order
to assist in evaporation and thus achieve a better cooldown rate.
The spray and vapour headers have branches to and from the LNG machinery
room with connections to the compressors, heaters and vaporiser for various
auxiliary functions. Removable bends and flexible hoses are supplied for fitting
where necessary to allow cross-connection between the various pipework for
infrequent uses such as preparing for dry dock and recommissioning after dry
dock.
The vapour header connects the domes to each other for the venting of boil-off
gas, which discharges to atmosphere through vent mast riser No.1. The vapour
main also directs the boil-off gas to the engine room for gas burning, via the
LD compressor and gas heater.
CL048 CL047 CL038 CL037 CL082 CL083 CL027 CL028 CL017 CL018
CR088
CR099 CR084
CL044 CL034 CR094 CL024 CL014
CG079
CR092
CG087 CG086
Spray Main
CS750
CG078 Relief Valves Main
CG783
CG784
To CR097 To
No.3 No.2
Cargo Tank CG095 CG094 Cargo Tank
CS066 CS067
CS065
CR091
CS CS061 CS055
064
CS CS
CL042 CL032 CS062 CS056 CL022 CL012 Key
053 051
Methane Liquid
CR096 CR090 CG077 CG071 CR086 CR082
Issue: 1
Section 4.2/4.2.2/3/4 - Page 1 of 2
HEAVY INDUSTRIES CO.LTD
The system comprises a 750/700/600/400mm cryogenic stainless steel pipeline The spray system piping consists of a main header, running along the ship from During transportation of LNG at sea, gas vapour is produced due to the transfer
connecting each of the four cargo tanks by means of a common line to the ship tank No.1 to tank No.4. This header is connected to the liquid crossovers for of heat from the outside sea and air, through the tank insulation; also energy is
side vapour manifold, the LNG compressor room and No.1 vent mast. LNG cargo supply from the shore and to the four spray pumps. One pump is absorbed from the cargo motion due to the vessel’s movement.
fitted in each tank for the supply of LNG when the ship is at sea.
The line to the LNG compressor room allows for the vapour to be used in Under normal power conditions, the boil-off gas is used as a means of fuel in
the following procedures: The spray pipe header is connected to each tank dome by three spray pipes the ship’s boilers.
supplying the spray nozzles with liquid. The LNG can be sprayed through up
1) Sent ashore during cargo loading by means of the HD to 20 nozzles in each tank to obtain a uniform distribution within the tank. The The gas vapour is taken from the vapour header and passed on into the LD
compressors, in order to control pressure in the cargo tanks. operator decides how many pipes and nozzles to use by opening or closing the compressor. It then passes through the LD heater before going to the ship’s
individual spray inlet valves to suit the speed of cooling down required. boilers where it is burnt as fuel.
2) During ballast/loaded voyages, the boil-off gas is sent to the
engine room via the LD compressor and heater for use as The system comprises a 100/80/50mm butt welded, cryogenic stainless steel The pipe runs along the starboard side of the main deck. The main gas isolating
fuel in the boilers. pipeline connecting the spray pump in each tank to the stripping/spray header valve CG-877 is located immediately forward of the accommodation. The
and serves the following functions by supplying LNG to the following: nitrogen purging connection is also located at this point. The pipe then enters
3) During repair periods the gas is vaporised and used to purge-dry the machinery spaces and from that point the pipe runs inside a ventilated duct
the cargo tanks if required. 1) The spray rails in each tank, used for tank cooldown and gas pipe. This duct pipe has two exhaust fans situated on the open deck to draw the
generation. surrounding air to the atmosphere. This vent duct is fitted with gas detection.
At certain points along the vapour line, blank flanges and sample points are
fitted to facilitate inerting and aeration of the system during dry dock/refit. 2) The main liquid line, used for cooling down lines prior to cargo Spray Nozzle Flow Capacity Data
operations.
All sections of the vapour line outside the cargo tanks are insulated and covered No.1 Line: 538 WL x 4 each, 530 WL x 6 each
FLOW RATE FOR EACH LINE No.2 Line: 538 WL x 2 each, 530 WL x 2 each, 519 WL x 2 each
with a moulded cover to act as a tough water and vapour tight barrier. 3) Priming of discharge lines in the cargo tanks to prevent line No.3 Line: 519 WL x 2 each
surge when starting main cargo pumps. kg/cm2
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Type
4) Supply of LNG to the vaporisers for gas generation to the 519L 6.484 9.378 11.642 13.422 14.796 16.138 17.26 18.404 19.446 20.376
At certain points along the spray line, blank flanges and sample points are 538L 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772
fitted to facilitate inerting and aeration of the system during refit.
COMBINED FLOW RATE (BY LNG)
All sections of the spray line outside the cargo tanks are insulated and covered Bar. G
with a moulded cover to act as a tough water and vapour tight barrier. Type
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
No.1+2+3 11.448 16.494 20.414 23.528 26.002 28.380 30.400 32.390 34.194 35.862
No.1+2 9.912 14.310 17.746 20.456 22.574 24.628 26.356 28.090 29.666 31.090
No.1+3 8.020 11.562 14.310 16.494 18.224 19.890 21.304 22.704 23.974 25.148
No.1 6.484 9.378 11.642 13.422 14.796 16.138 17.260 18.404 19.446 20.376
No.2+3 4.964 7.116 8.772 10.106 11.206 12.242 13.140 13.986 14.748 15.486
No.2 3.428 4.932 6.104 7.034 7.778 8.490 9.096 9.686 10.220 10.714
No.3 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772
N2 Connection
CN080
No.4 Cargo Tank IG705 No.3 Cargo Tank IG090 No.2 Cargo Tank No.1 Cargo Tank
IG704
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
IG305
IG404 IG204 IG104
Cargo Compressor
Room
During normal operations, the pressure in the tanks is controlled by the use of The system comprises of a 450mm flanged line which supplies inert gas or dry-
the boil-off gas in the boilers as fuel, or controlled from the common vapour air to the cargo tanks and pipelines for inerting and drying during refit periods.
line by use of the automatic vent control valve CG771 to the vent mast at No.1 The system is not directly connected to the cargo tanks, but connected to the
tank. Using the DCS graphic display screen T30-465-01 CARGO VAPOUR hold spaces via joints and bends, which in turn can be connected to the liquid
HEADER VENT CONTROL, the set point can be adjusted as required for the header for inerting and aerating operations.
relevant operational requirements.
The inert gas/dry-air is supplied from the inert gas plant situated in the engine
Each cargo tank is also fitted with two independent safety valves, comprising room. The dry-air is supplied by the inert gas generator running in the dry-air
two 300mm lines exiting the tank top into their own pilot operated relief valves mode (see section 4.7.1, Inert Gas Generator).
and then to the vent mast situated at each cargo tank dome.
The line is connected to the gas header and the liquid header by means of a
removable spool piece. By selective use of the spool piece and flexible hoses
Cargo Tank Relief Valves
it is possible to inert or aerate all or a single cargo tank.
Maker: Fuki Seisakusho Co. Ltd.
Type: Pilot operated The IG line on leaving the engine room enters the underdeck passageway
Model: PSL-MD23-131-LS1 (B) on the port side with two non-return valves adjacent to the bulkhead. Before
reaching the deck isolating valve there is a branch with a removable spool
Venting pressure: 0.25 bar
piece and drain which leads to the ballast tank main line and a secondary line
Relieving capacity: 58,400kg/h to the pipe duct tunnel, see illustration 4.2c Inert Gas System Deck
Tag No.: CR 180//480 and 181//481
No. of sets : 8 + 1 spare
At certain points along the vent line, sample points are fitted to facilitate the
inerting and aeration of the system during refit.
Illustrations
200 500
100 250
EFFICIENCY
40 100
20 50
Bearing Assembly 0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
Impeller Assembly Flow (m3/h)
Inducer
200 500
100 250
EFFICIENCY
40 100
20 50
Bearing Assembly 0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
Impeller Assembly Flow (m3/h)
Inducer
200 20
180 18
HEAD
P
160 16
Housing Assembly 14
140
Differential Head (m) H
and Efficiency (%)
120 12
Bearing Assembly
Housing for
Motor 80 8
MINIMUM
CONTINUOUS MAXIMUM
FLOW (16m3/h) FLOW
(60m3/h)
60 6
E
40 4
EFFICIENCY
20 2
Bearing Assembly
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
Flow (m3/h)
Impeller Assembly
Inducer
The spray pumps are intended for the cooldown of the cargo tanks before Start Interlocks
loading after a ballast voyage.
The stripping/spray pumps will only start when the following conditions are
The pumps are started and stopped from the CCR via the DCS system. In an met:
emergency all pumps will be stopped by activation of the Emergency Shut • Liquid level above low level lockout (0.7m)
Down System trip (ESDS).
• No power available
The instances when these pumps can be used are:
• To cool down the liquid header prior to discharging.
• To cool the cargo tank during a ballast voyage prior to arrival at
the loading terminal by discharging LNG to the spray nozzles
in the tanks.
• To pump LNG from the tanks to the vaporisers when forced
vaporisation of LNG to the boilers is required.
• To enable the tanks to be stripped as dry as possible for reasons
such as a cargo tank entry.
Illustrations
ine
rg eL
Su
2.000 1.960
-1-
1.800
1.600
Discharge Pressure p2
(bar)
1.400 20.00
-40.00 -20.00
-60.00 0.00
-75.00
1.200
32000
1.000
0.000 4000 8000 12000 16000 20000 24000 28000 32000 36000 40000 44000
1000
824.0 20.00
-1-
800.0
0.00
-20.00
600.0 -40.00
Discharge Pressure Pe
(kw)
-60.00
400.0
-75.00
200.0
32000
1.000
0.000 4000 8000 12000 16000 20000 24000 28000 32000 36000 40000 44000
600
500
400
Fuel Gas
Pressure
(mbar)
300
200
100
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
The required suction pressure is set and the system then regulates the bypass
valve and guide vanes to accurately control the compressor speed and output.
If two compressors are in use, the set values to the flow controllers may be
subject to a balance correction signal. Balance is achieved by comparing the
suction flows of the compressors and applying any difference, via a bias and
gain function, as an addition to, or subtraction from, the common flow control
set value.
2.000 1.960
-2-
1.800
ne
1.600
Li
e
Discharge Pressure P2
rg
Su
(bar)
1.400
1.0
0.9
1.200 0.8
0.7
0.6
7500
0.5
-80° -60° -40° -20°
1.000
800.0 1600 2400 3200 4000 4800 5600 6400 7200 800 8800 9600
208.0
-2-
200.0
1.0
160.0
0.9
120.0
Discharge Pressure Pe
(kw) 0.8
80.00 0.7
0.6
40.00 0.5
-60° -40° -20°
-80°
0.000 7500
800.0 1600 2400 3200 4000 4800 5600 6400 7200 8000 8800 9600
In the event of gas burning with the compressor stopped, the local control high
selector switch sends a 100% open signal to the compressor bypass valve to Procedure to Change Over from No.1 to No.2 Low Duty
allow maximum gas flow to the boilers without the aid of the compressor. Compressor
b) Check that the LO pump is running and that the sump levels
are correct.
Illustrations
Trip
TIC
Split Range
Temperature Control ZBK
Control Valve
Alarm
HS
Key
TT
Alarm Methane Vapour
Desuperheated Steam
ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK
Air
TI PI PT L Condensate
LT Cooling Water
Common
TE TE Trip Electrical Signal
Instrumentation
Vent
ZBK Zener Barrier Box
LNG Outlet
LS
PI TI LS Instrument on Local Panel
TSLL
TI
LI
DCS Function
Weather Deck
TCV ZS To/From High Duty Heaters
PCV PI
Gravity Feed
CS-40 to HY To/From LNG Forcing Vaporiser
Drain Tank
PI
CS-43 CS-38
CS-35 From CS-42
Engine Room
CS-39 Drain Cooler FC-37 Auxiliary FW
To Engine Room To Engine Room Central FW From High Duty and Low Duty Compressors
FC-38 Cooling System Cooling Pumps To Upper Deck
Drain Cooler From 10 bar Steam System
CS-37 CS-36
Low Duty Heater The temperature set point is adjustable so that when used for purging, the set b) Open the FW cooling inlet and outlet valves FC-37 and FC-38
Maker: Cryostar point can be set above the dew point of the tank atmosphere, the suggested as described in section 5.2.
Model: 21-UT-38/34-3.2 temperature is +20ºC. In practice, only the vaporiser is used for purging
(gassing up) operations, with the heater being used for warming up only. c) Open the shell side vent valve.
Capacity: 12,000kg/h
No. of sets: 1 CAUTION d) Open the condensate drain trap inlet and outlet valves.
Steam inlet temperature: 200°C The vapour heaters should be thoroughly preheated by steam before the
Gas inlet temperature: -90°C admission of methane vapour. This prevents ice formation. e) Crack open the manual steam supply valve CS-06.
Outlet gas temperature: 25°C
Personnel should always be present when the heater is put into operation, in f) When all air is expelled from the shell, shut the vent valve.
Steam operating pressure: 9.0 bar order to locally monitor the temperature in the steam exhaust line and the
LNG operating pressure: 0.75 bar vapour outlet. During local operation all monitoring facilities are available After approximately one hour, when pressures and temperatures have stabilised
via the DCS graphic display screens T30-426-02 HIGH DUTY HEATER and on the heater, continue as below:
T30-426-01 LOW DUTY HEATER, where local operation is indicated. During
General Description local operation all alarms and trips are available and can be monitored from To Put the Low Duty Heater in to Operation (from Engine Room only)
the DCS.
There are two steam heated boil-off/warm-up heaters located in the cargo g) Slowly open the steam inlet manual valve CS-06 to the fully
compressor room. open position.
Control of the Heaters
The heaters are used for the following duties: h) Open the instrument air supply to the heater controls.
The control system uses compressed air from the control air receiver at 9.0 bar.
The air pressure is then reduced via reducing valves at the local control panel. At the DCS graphic display screen T30-426-01 LOW DUTY HEATER, use
1. The high duty heater is used for heating the LNG vapour, which The heaters are supplied by desuperheated steam from the 10 bar range to the the trackball to prepare the LD heater for use.
is delivered by the HD compressors at the specified temperature cargo machinery room.
for warming up the cargo tanks before gas freeing. i) Open the gas supply valve CG-939 to the LD heater.
The gas flow and temperature is controlled by the supply and bypass
valves, with one opening as the other closes, in response to the output of the j) Change the control to the AUTO mode for DCS control.
2. The low duty heater, which is controlled from the engine room, temperature controller positioned on the gas outlet pipe. The LD heater outlet
is used for heating boil-off gas supplied to the main boilers via temperature and pressure are relayed to the boil-off gas flow meter. CAUTION
the LD compressor.
Thorough checks around the LNG heaters and associated flange
Alarms and trips are generated in the control cabinet and monitored by the connections must be conducted during the operation.
DCS. Remote/local switching is carried out locally, with indication passing to
the DCS. If the condensate level reaches the HIGH HIGH level the heater is
tripped by the DCS.
• Manual trip
• Common emergency trip
• Drain pot level high alarm
• Drain pot level high high alarm
• Drain pot level high high trip
• Condensate outlet temperature low low trip
• Temperature control changeover alarm - remote/local or vice
versa
• Gas flow control changeover alarm - remote/local or vice versa
c) Close the steam supply valve to the heater when the temperature
at the heater outlet is above 0°C.
d) Open the steam side vent, then open the drain when all the
steam has vented.
Illustrations
Trip
TIC
ZBK
Control Valve
Alarm
HS
Key
TT
Alarm Methane Vapour
Desuperheated Steam
ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK
Air
TI PI PT L Condensate
LT Cooling Water
Common
TE TE Trip Electrical Signal
Instrumentation
Vent
ZBK Zener Barrier Box
LNG Outlet
LS
PI TI LS Instrument on Local Panel
TSLL
TI
LI
DCS Function
Weather Deck
TCV ZS To/From Boil-Off/Warm-Up Heaters
PCV PI
CS-40 Gravity Feed HY To/From LNG Forcing Vaporiser
to PI
Drain Tank
CS-43 CS-38
CS-35 From CS-42
Engine Room
CS-39 Drain Cooler FC-37 Auxiliary FW
To Engine Room To Engine Room Central FW From High Duty and Low Duty Compressors
FC-38 Cooling System Cooling Pumps To Upper Deck
Drain Cooler From 10 bar Steam System
CS-37 CS-36
Trip
TIC
ZBK
Control Valve
Alarm
HS
Key
TT
Alarm Methane Vapour
Desuperheated Steam
ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK
Air
TI PI PT L Condensate
LT Cooling Water
Common
TE TE Trip Electrical Signal
Instrumentation
Vent
ZBK Zener Barrier Box
LNG Outlet
LS
PI TI LS Instrument on Local Panel
TSLL
TI
LI
DCS Function
Weather Deck
TCV ZS To/From Boil-Off/Warm-Up Heaters
PCV PI
Gravity Feed
CS-40 to HY To/From LNG Forcing Vaporiser
Drain Tank PI
CS-43 CS-38
CS-35 From CS-42
Engine Room
CS-39 Drain Cooler FC-37 Auxiliary FW
To Engine Room To Engine Room Central FW From High Duty and Low Duty Compressors
FC-38 Cooling System Cooling Pumps To Upper Deck
Drain Cooler From 10 bar Steam System
CS-37 CS-36
h) Fill up the vaporiser with liquid using the manual control. LNG liquid is supplied from a tank via the spray/LNG supply line to the
The forcing vaporiser provides gas, additional to the natural boil-off, in order
Check all flanges and joints for any signs of leakage. forcing vaporiser header.
to maintain cargo tank pressures within predetermined limits. The flow rate
through the vaporiser is set by the combustion control system Fuel Boil-Off
i) When the vapour is produced, switch the control for the liquid LNG vapour is then discharged from the vaporiser and through the demister
demand.
valve to REMOTE and AUTOMATIC at the local control into the vapour suction main.
Forcing vaporiser trip functions are incorporated, operating on high or low panel.
On completion of the operation.
steam condensate levels and low steam condensate temperatures.
CAUTION
Thorough checks around the LNG forcing vaporiser and associated flange a) Shut the vaporiser inlet valve from the spray header CG-754.
Hand trip and common trip alarms are provided by the DSC.
connections must be conducted during the operation.
b) Shut the steam supply valves, both manual and automatic,
Operating Modes when no LNG remains.
To Prepare the LNG Forcing Vaporiser for Use in Remote Control Mode
After setting the system up in manual mode change control to automatic mode c) Open the steam side vent and then open the drain when all
Local operation is used for the initial start and then remote from the ACC steam has been vented.
for DCS control.
(Automatic Combustion Control).
Liquid gas flow rates through the forcing vaporiser are controlled by the ACC d) Keep the vapour side valve open to the system until the
A local control panel is provided in the cargo machinery room. Monitoring vaporiser reaches ambient temperature.
via a control valve.
facilities are available via the DCS, when in local operation, together with
alarms and trips.
The vaporiser output temperature is regulated by the temperature control
valve CS-905. This valve allows liquid to bypass the forcing vaporiser and
CAUTION
mix with the heated gas vapour at the vaporiser outlet. High and low outlet
To protect the vaporiser, it should be thoroughly preheated with steam
gas temperatures are incorporated in the alarm system, together with low
before the introduction of any liquid. The bypass valve in the steam inlet
temperature, high and high high levels alarms for the steam condensate.
pipe should be used if required.
Automatic and manual stations are available from the DCS for both the Forced
Procedures for Operating the LNG Forcing Vaporiser Boil-Off (FBO) flow and temperature control valves.
Set the LNG pipelines as detailed for the operation about to be undertaken. Local control of the vaporiser flow and temperature control valves is provided
outside the DCS for the initial start-up.
To Prepare the LNG Forcing Vaporiser for use in Local Mode
Indication of local or remote control operation of the flow control is
a) Open the shell side vent valve. incorporated in the DCS.
b) Slowly open the shell side drain valve. Check that the The forcing vaporiser can be isolated by open/close valves, located at the
condensate drain valves are open. supply and outlet sides and operated from the DCS.
Illustrations
Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Generator Gas Oil Test FI Electric
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Service Tank HC P Heater
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BSA Nitrogen PI TI S
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
To Fuel Oil Ballast To Auxiliary Condenser
Drain Tank System Overboard Line
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
To Inert Gas Cooler From MT Room
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Inert Gas Condensate
Blowers
H-15 Nitrogen Electrical Signal
PAHL I
PS PI
P
PI Air Instrumentation
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil
Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Generator Gas Oil Test FI Electric
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Service Tank HC P Heater
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BSA Nitrogen PI TI S
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
To Fuel Oil Ballast To Auxiliary Condenser
Drain Tank System Overboard Line
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
To Inert Gas Cooler From MT Room
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Inert Gas Condensate
Blowers
H-15 Nitrogen Electrical Signal
PAHL I
PS PI
P
PI Air Instrumentation
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil
Inert Gas
Refrigerant Liquid
To Inert Gas
Electrical Signal
Dryer
PT
Compressor Unit Instrumentation
PT PI
Separator
TT
TP
TI To Vent Line
To Funnel Inert Gas Cooler
TP Oil Rectifier TP
TP
130V S
129V TI
PI
PI TI TW
To Auxiliary
Condenser
Overboard 128V Condenser
Line Demister
140V
PI TI
Pilot Receiver
LI TP
TI
(Note: If the inert gas plant has been shut down for a long period, the dryers f) Ensure that the DRAIN TO BILGE selector switch on the mimic
should be regenerated manually, ideally two days before use.) panel is turned to position 3, EFFLUENT OVERBOARD.
Valves H-14 and H-16 will open.
Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Generator Gas Oil Test FI Electric
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Service Tank HC P Heater
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BSA Nitrogen PI TI S
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
To Fuel Oil Ballast To Auxiliary Condenser
Drain Tank System Overboard Line
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
To Inert Gas Cooler From MT Room
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Inert Gas Condensate
Blowers
H-15 Nitrogen Electrical Signal
PAHL I
PS PI
P
PI Air Instrumentation
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil
m) Switch off the glow plug by pressing the GLOW ON When the plant is running the operator should check and record all values on
pushbutton. the locally mounted instruments. Any abnormal values should be investigated
and the fault corrected as soon as possible. Should the O2 content alarm sound
the operator must adjust the O2 content at the manual loading station.
Gaseous Nitrogen
440V, 50Hz 440V, 50Hz Zero
Electric Supply Oxygen Enriched Air Electric Supply (Gas)
From Control
Fresh Water Cooling GS Air System Panel OAHH OAH
(2.9.2) TAH OIT MAH
S
Compressed Air
XA
XV2A
Electrical Signal Calibration
220V, 60Hz TAH TIC IV4A IV5A
Electric Supply MIT
Control
Panel G49V
Zero
440V, 50Hz
VB (Gas)
Electric Supply
FW40V
Control
FW38V Panel OAHH OAH
TAH OIT MAH
S
XA
XV2B
220V, 60Hz TAH TIC Calibration
IV4B IV5B MIT
Control Electric Supply
Panel G50V
PCV3B PI
Water PDI PDI TS TE PCV2B FIT
PI PI XV1B
After Cooler Separator 1B S V2B
Feed Air
M Compressor
No.2 V9B V1B TI FCV1B PAL PAH CV1B
Electric
Heater V4B
N2 60m3/h Membrane Unit S
Oil Cooler Start/Stop Start/Stop
PI
S S S System A System B
XV3B
V20B
To Safety Chamber
V5B V6B V7B
PS PT PS PI
S AD4B
29V
PIAL IV9 IV10 IV11 IV12
DCS
PI
FW41V IV14
FX PX PI Set at PSV1
5bar Set at
FW39V To Cargo System DCS 13bar
(6.2.1) FI Buffer V15
DCS Set at 27V PCV4B 26V Tank
28V V16 18m3
From/To 5.5bar
Central Fresh Water 13bar
Cooling System
Set at V12 V11
PS PI PI 25V 5bar
To
Boiler Burners
PIAL PIAL V13
PX 24V PCV4A 23V
DCS DCS
High Capacity Unit The gaseous nitrogen generators are operated locally with alarms and system
conditions monitored from the DCS graphic screen T30-431-01 NITROGEN Oxygen Analyser
Maker: Air Products GENERATOR. The compressors can be stopped by clicking on the STOP icon
Nominal flow rate: 2 x 60Nm3/h at 97% N2 A fixed O2 content analyser is installed on the package units and is connected
on the screen; alternatively they can be stopped locally in the engine room.
before the remotely operated three-way valve.
Delivery pressure: 6 / 8 bar
Dew point: -70°C The analyser has the following characteristics, O2 range 0 to 25%, with an
Outlet gas composition: Oxygen 3% by volume output signal of 4 to 20mA for the remote indicator, alarm panel and three way
Carbon dioxide < 30 ppm valve actuation.
Nitrogen balance to 100%
NG
NG 304
NG408 405 NG308 NG208 NG108
NG
NG412 DPX 413 NG312 DPX NG NG212 DPX NG NG NG112 DPX NG NG
I I I 204 I 104
NG P NG P 305 NG P 205 NG P 105
410 310 210 110 NG102
Upper
NG704 NG NG To Inert Gas NG NG
406 306 Line Connection 206 106 NG103
CN080
Steering NG307 NG207 Lower
NG705 To/From To Cargo
Gear NG107
NG101
NG407 Compressor Room Manifold (P & S)
Room
Vent
Hood
Room From Nitrogen No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Aft Peak Generator in
Tank Engine Room
Nitrogen
return line to
Engine Room hold space
Stern Tube
CW Tank
Key
Nitrogen
Air
Instrumentation
NG NG NG NG
NG402 NG403 NG302 303 014 012 NG202 203
From Nitrogen
Generator in NG102
Engine Room NG705 NG103
Steering NG401 NG301 NG201
Gear NG704 NG408 No.4 Cargo Tank NG308 No.3 Cargo Tank NG208 No.2 Cargo Tank NG108 No.1 Cargo Tank
Store
Room NG410 NG310 NG210 NG110
To IG Line NG101
NG412 NG407 NG312 NG307
Connection CN NG212 NG207 NG112 NG107
I DPX I DPX 080 I DPX I DPX
P NG414 P P P
Vent NG413
Hood Engine NG411 NG311 NG211 NG111 NG104
Accom.
Room Casing NG NG NG NG NG
NG409 406 404 NG309 306 NG304 NG209 206 NG204 NG109 106
NG105
Flying Passageway NG405 Flying Passageway NG305 Flying Passageway NG205
NG701
NG703 NG702
High Expansion
Foam Room
CG875
Boil Off Gas NG703
to Boiler NG902
NG NG NG NG
707 706 013 011 To LNG Liquid Line
NG901
Seal Gas Supply to
Compressor Seal Gas Vent HD and LD Compressors Compressor Room Nitrogen Connection for Cargo Pipe Purging (Port and Starboard)
Illustrations
Electronic Box
Antenna Cone
Still Pipe
Thermowell
Tempeature Sensor
Pressure Equalisation
Hole
Verification Pin
To t a l Vo l u m e L i q u i d 2540 m3 Tr i m A 0.96 m
To t a l F l o w R a t e -127.7 m3/h List P 0.08 <>
Alarm
SERVICE
Tank Data Window Channel Set-Up Window
CONFIGURE
The Tank Data window is a small window displaying basic data of one tank Use the Channel Set-Up window to enter a manual value. Just press the
These buttons are used to open a menu from which a further selection can be
for each window. The ullage for a cargo or a slop tank is shown in a numeric CHECK BOX for manual, and then press the VALUE and type the manual
made.
form below the bar graph. In the bar graph, the ullage is indicated by the empty value. Some channels do not allow manual entries and the word Manual is
space above the coloured bar in the bar graph. For ballast and miscellaneous then dimmed. It is also possible to disconnect a channel, by pressing the
Alarm Row tanks the level is also shown in numeric form in the bar graph. Open the tank DISCONNECT check box so that a check mark shows.
data window by pressing the area of the tank in the overview window. The tank
At the bottom of the screen there is an alarm row. On the alarm row there is: data window for that specific tank will open. If the value of the ullage in the Alarm limits can be changed as well as blocking a channel.
• An ALARM button for opening the alarm summary window overview window is hit, the channel menu will be displayed instead.
Select a new channel by pressing the CHANNEL button.
• An alarm text with the oldest accepted alarm, status, channel A number of tank data windows can be opened (a maximum of 20 windows
name, current value and the past alarm limit can be displayed at one time) and placed wherever required on the screen.
• An indication of how many more unaccepted alarms there are Touch the title bar and move the pen.
CARGO/CHIEF OFFICER
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
BEFORE LOADING
DATE LIST CORRECTION (M) 0.000 0.000 0.000 0.000
TIME
TRIM (METRES) 0.05 BY HEAD TEMP CORRECTION (M) -0.007 -0.004 -0005 -0.004
Sysfail Window Use the Group window to group information, such as measured values, Then press the SET UP button and select EDIT GROUP. The look of the
status, alarm limits, into one or more tables. It could, for example, be the window changes slightly when it is in the edit mode.
The Sysfail window contains a list of any serious system failures within ullage values of a number of tanks with the same cargo or it could be a
the tank radar system. The following failures can be included in the Sysfail group with all the ballast tanks. It is possible to change a group or add The column and row headings turn into buttons that are used for defining the
window: new groups as follows: contents of each row or column. To change a row, press the button containing
• Level unit communication failed the heading of the row. A small menu, with the options EDIT, NEW and
a) Press the GROUP button to display a list of the available DELETE, is displayed.
• Level unit sysfail groups.
• Level unit power failure When selecting EDIT or NEW, the Edit Member window is opened. If selecting
b) Select the group required. NEW, first make the selection whether the new row will be placed before or
• Level unit LI communication failed after the active row.
• Input/output box relay communication failed c) Press the SET UP button to select one of the following modes:
1. Edit Group mode to change the group Press the MEMBER button to select another channel to be displayed on
that row. The new channel is displayed on the Member row in the window.
Warning Summary Window 2. Add Group mode to create a new group In the Label input field the label can be changed so that it fits in the
3. Delete Group to delete a whole group Group window.
The Warning Summary window lists all the failures that normally do not
seriously affect the tank radar system. The columns are changed in a similar way. Instead of the Member window,
d) Press the BLOCK button to block all the channels in the
group that are possible to block. Unblock them by hitting the Infopost window is opened. In addition to the functions described above,
The following messages can be included in the Warning Summary window: it is possible to define the width of the column.
UNBLOCK.
• Level unit ground failure
e) Press the LOG button to start or stop a logging of the group. It is Use the LOG SET UP button to open the Group and Log Set up window where
• Level unit memory failure
also possible to order it to make a single logging of the group. the period, start time or stop time of the groups log can be set up. It is also
• Master communication failed possible to define if the log should be printed or saved on a file. The option of
saving a file to a log is used only for service purposes.
• Level datic communication failed
NO. 1 0.061 0.022 0.030 0.027 NO. 1 0.068 6.914 2.953 0.033
NO. 2 0.066 0.022 0.030 0.029 NO. 2 0.068 6.914 2.953 0.032
NO. 3 0.070 0.022 0.032 0.027 NO. 3 0.068 6.914 2.952 0.037
NO. 4 0.071 0.022 0.032 0.028 NO. 4 0.068 6.914 2.952 0.040
NO. 5 0.066 0.022 0.029 0.029 NO. 5 0.068 6.914 2.952 0.038
AVERAGE LEVEL (M) 0.067 0.022 0.031 0.028 AVERAGE LEVEL (M) 0.071 6.914 2.952 0.036
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000 TRIM CORRECTION (M) -0.001 -0.001 -0.001 -0.001
LIST CORRECTION (M) 0.000 0.000 0.000 0.000 LIST CORRECTION (M) 0.000 0.000 0.000 0.000
TEMP CORRECTION (M) -0.007 -0.004 -0.005 -0.004 TEMP CORRECTION (M) -0.007 -0.155 -0.150 -0.004
CORRECTION LEVEL (M) 0.060 0.018 0.026 0.024 CORRECTION LEVEL (M) 0.063 6.758 2.801 0.031
TEMPERATURE (DEG. C) TEMPERATURE (DEG. C)
AVG. VAPOR TEMP. (DEG. C) 14.9 17.6 17.0 17.5 AVG. VAPOR TEMP. (DEG. C) 14.7 -150.3 -143.1 17.5
AVG. LIQUID TEMP. (DEG. C) 14.6 14.5 14.6 17.2 AVG. LIQUID TEMP. (DEG. C) 14.6 -158.5 -158.3 17.2
VAPOR PRESS. (mBar(a)) 1,077 1,112 1,112 1,080 VAPOR PRESS. (mBar(a)) 1,078 1,107 1,106 1,081
UNCORRECTED VOLUME (CUB. M) UNCORRECTED VOLUME (CUB. M)
0.233 0.022 0.047 0.038 0.258 2,568.440 473.620 0.062
TEMP. CORRECTION (FACTOR) 1.01012 1.01012 1.01012 1.01012 TEMP. CORRECTION (FACTOR) 1.01012 1.00005 1.00006 1.01161
CORRECTED VOLUME (CUB. M) 0.235 0.022 0.047 0.038 CORRECTED VOLUME (CUB. M) 0.261 2,568.568 473.648 0.063
VOLUME SUMMED (CUB. M) 0.342 (A) VOLUME SUMMED (CUB. M) 3,042.540 (A)
The Trend window is used to view the historical data of up to four channels in By pressing one of the numbered buttons for the channels in either the Trend The CTS process image can be accessed directly via the operator station keypad
a window, with different colours for each channel. window or in the Edit Trend window, the Edit Channel window is opened. button, marked CTS DATA. The display has the following main purposes:
• To display the measured values relating to the CTS
A number of trends can be configured and selected by pressing the TREND In this window it is possible to select the channel for that trend line and also
button. The minimum sample rate is ten seconds. The latest 1,000 samples are specify the maximum and minimum range for the trend graph. As a guidance, • To enable the operator to generate reports at the start and end of
stored and can be displayed using the scroll bar. the maximum and minimum of that range for the channel are printed in the cargo loading
window. Select the colour by pressing the box with the correct colour. • To enable the operator to generate reports at the start and end of
Each channel is displayed with its actual value and with its maximum and cargo discharging
minimum settings for the diagram. The trends are shown in a window, these (Note: Maximum and minimum ranges can be changed without losing the
can be scrolled one page at a time using the intermediate left or right buttons, historical data of the trend. When any channel is added or deleted, the • To enable the operator to enter values manually
or they can be scrolled to the end of the trend using the outermost left and historical data for the other channels in that trend window is lost. To
right buttons. The window shows 180 samples at a time. avoid losing historical data, make a new trend with the new channel CTS Operation
or channels included or deleted. The original trend will still contain
There is a time ruler for viewing historical data. Use the buttons described the historical data.) The CTS reporting operation is manual. The operator uses the buttons in the
above to move to the trend area that is required, then switch the ruler on by CTS display image to print CTS reports at the following 4 different stages:
pressing the RULER button. When the ruler is on the values of the channels
corresponding to the time where the ruler is placed, the values are displayed Changing the Sampling Period of a Trend
Before Loading:
under the heading Ruler Value. The time and date, corresponding to the The state and content of the cargo tanks immediately before the
position of the ruler, are shown above the grey window containing the trend (Note: All historical data of the trend will be lost when the sampling period
is changed. To avoid this, make a new trend with the new sampling loading operation is started.
lines. The ruler can be moved one sample at a time using the left and right
single arrow buttons, or five samples at a time using the left and right double period. Press the SET UP button in the Trend window and press
EDIT TREND on the menu. Enter a new sampling period in the Edit After Loading:
arrow buttons. To move quickly to another part of the Trend, switch the The state and content of the cargo tanks immediately after
ruler off and use the buttons to move one whole window at a time, or to Trend window. Select OK to start the trend with the new sampling
period.) loading. This includes the difference in volume from before
go to one end of the trend. loading.
When the ruler is on, it is possible to press a point on a trend and the Ruler Back-up Display on the Level Unit Before Unloading:
moves to this point. Then the position of the ruler can be adjusted more The state and content of the cargo tanks immediately before the
exactly with the single arrow left and right buttons. If the workstation should fail, level indication can be obtained from the unloading operation is started.
level unit.
Edit, Add or Delete a Trend After Unloading:
The back-up display is located in the calculation unit in the top part of the The state and content of the cargo tanks immediately after the
To change a trend, add a new one or delete one, press the SET UP button to level unit cabinet. The back-up display serves only as a back-up for the unloading operation is completed. This includes the difference
open a menu with these choices. When selecting Add Trend or Edit Trend, workstation. The display can show each tank with its tank name and relevant in volume from before unloading.
the Edit Trend window opens up. tank values. The display can also show other information such as the setting of
the trim/list mode, trim and list values, mode of the Processor Memory Board The reports generated from the display will be sent to file on disk so that all
Another way to open the Edit Trend window is by pressing one of the (LCM), communication parameters and versions of the software. CTS reports will be available if required at a later stage. They will also be sent
numbered channel buttons or anywhere on a channel row. to the printer for a hard copy.
As all the operations are normally done on the workstation, the back-up
Change the name of the trend, by typing the new name in the input field. display is only needed when servicing the system or if there is a failure The final report (after loading and after unloading) will be printed manually
Change the sample period by entering the time between each sampling in on the workstation. from the Report System operation dialog. When printing, the operator will be
hours, minutes and seconds. The minimum sample rate is ten seconds. prompted for the name of: The Master, The Surveyor and the Chief Officer/
(Note: No alarm handling on measured values (except for the IG pressure Cargo Engineer.
It is also possible to activate or deactivate the trend by pressing the ACTIVE alarm) is done in the level unit. All such alarm handling is done
box. A check mark indicates that the trend is active and is storing samples. in the workstation.)
Select up to four channels that are included in the trend, by pressing the
numbered buttons at the bottom of the window. When pressing one of these
buttons, the Edit Channel window opens up.
• After loading, the quantity on board on arrival value remains Failure of the CTS Equipment
frozen. The quantity on board on departure value is frozen at
the quantity present in the tanks when the AFTER LOADING If the CTS equipment should fail during custody transfer, the levels would
button was pressed. have to be measured using the Whessoe float gauges. The volume calculations
and corrections have to be made by hand, using the hard copy of the tank gauge
Quantity Value Displays During Unloading tables.
The values displayed will be in the following fields: The float gauges must be kept blocked at their top position, except when during
the actual measurement.
• Quantity on board on arrival
• Quantity on board on departure The total gross number of cubic metres of cargo in the tanks before and after
loading or discharging is calculated using the average level reading determined.
• Quantity loaded
This volume is corrected for heel, trim, volume, vapour pressure and cargo and
vapour temperatures. The difference in these volumes at the start and end of the
They will be set according to the following rules:
operation will be taken as the apparent volume (m3) of cargo delivered.
• Before unloading, all the values are frozen at the quantity
present in the tanks after the previous loading operation. In this case a cargo record report sheet is used in conjunction with the gauging
tables. These contain the correction figures for trim, list, bottom fine gauging
• During unloading, the quantity on board on arrival value is and thermal value (level gauge) of each individual tank in order to give the
frozen at the quantity present in the tank when the BEFORE accurate values of the cargo CV, BTU, m3 and metric tons.
UNLOADING button was pressed. The quantity unloaded value
is dynamically updated to show how much has been unloaded at
all times. The quantity on board on departure value is frozen at
0.0.
LCCR Cabinet
230V AC Supply
High Level System
Protective Cap HIGH LEVEL AND OVERFILL ALARM SYSTEM
230V AC Supply
Overfill System 99.2% TANK NO. 1 99,4% TANK NO. 1
Test Lift Button
99.2% TANK NO. 2 99,4% TANK NO. 2
OMICRON
TONSBERG - NORWAY
Float Guide
SAFE AREA
Sensor Switch
Level Sensor
Tank No.1
High 99.2% Volume HAZARDOUS AREA
Level Sensors
Tank No.s 2, 3 and 4
Two resistors are connected to the reed switch inside the sensor. One is in Alarm Hold Facility
series and one is in parallel with the switch contacts. This enables the detection
of broken or shorted alarm circuits. In addition to the above normal alarm functions, there is also an ALARM
HOLD function. This function handles all tanks separately and independently
and is selected by pressing the ALARM HOLD button on the alarm panel. The
Testing function remains in operation as long as the button is activated. The alarm hold
function operates as follows:
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switch’s If, prior to loading, the ALARM HOLD pushbutton is already activated, it
junction box. By lifting the testing device slowly, the HIGH LEVEL alarm must be released and reactivated. This clears any previous alarms.
(99.2%) for that particular tank will be raised. Lifting the device further up will
cause the OVERFILL alarm (99.4%) to be raised. If the ALARM HOLD button is on, the first alarm from each tank activates
the alarm horn and light on deck, the buzzer on the control panel and the DCS
When testing is complete, the test device should be pressed back down and the alarm. The appropriate LEDs on the control panel and the intrinsically safe
protective screw cap replaced. alarm module will also flash.
(Note: The high level and overfill alarm are to be tested annually.) If one of the level switches that is already in an alarm condition, is deactivated
and then reactivated because of movement on the cargo liquid surface, the
alarm will not be repeated due to the ALARM HOLD function.
Handle To Raise
The Float
Float Latch
Cushion Spring
When the gauges are not in use, the float must be raised and secured.
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.
Whessoe gauges are fitted with transmitters for remote monitoring. However
they have independent digital displays and can be fed to the DCS displays.
Maker: Utsuki Keiki KK, Yokohama, Japan Trim Indicator List Indicator
The detector is installed in the electrical equipment room on F deck with Central Control Room
indicators at the central control room cargo console on G deck and a repeater Trim Indicator List Indicator
on the bridge console. The measurement principle is that a suspended mass
within the inclination detector moves from a centre position when the ship
trim or list varies. The movement is detected by linear variable differential
transformer coils. A local circuit unit box converts this into a 4 to 20mA signal
for each axis and these are fed to the CTS interface.
The detector is deck-mounted and contained inside a wooden box, the cover of
which is closed. The POWER ON control box is mounted directly above.
As the response is set to 0.5 seconds, the system cannot give reliable readings
Circuit Unit Box
under way. Electrical Equipment
CB-2S
Room on F Deck
Trim and List
The readings should be checked against draught marks in calm weather Signals to CTS
periodically when alongside .
(Note: The trim and list measurements are derived from the Musasino Inclination
Detector
Draught System, and not this instrument.)
220V AC
Forward
Key
Electrical Signal
Port Starboard
Aft
Illustrations
Main Supply
4-20mA (0-100% System Control Panel)
Standby Supply
Gas Alarm Fault
Reset 30% Alarms & Fault
Motor Room System
4-20mA x 5/Fault Control Panel
3 Flammable
Stop Valve Box 0-100%LEL Supply
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
(Sample Point Indent) 1 Flammable
4-20mA MOTOR ROOM
31 Sample
GAS DETECTION SYSTEM Bosun Store
Points
Fault
Drain
Vent
4-20mA x 8/Fault FIRE CONTROL STATION 30% Alarms x 5/Fault 30% Trip
EXTENSION
8 Flammable ALARM PANEL ENGINE CONTROL ROOM
Gas Detectors
ENGINE ROOM
GAS DETECTION SYSTEM
30% Alarms x 8/Fault
ACCEPT POWER ON
RESET FAULT
Cargo Machinery
Extension Alarm Panel
TEST GAS/ALARM
System Control Panel
Engine Room Gas Detection System (Fire Control Station)
4-20mA x 5/Fault
Boiler
4-20mA x 23/Fault Control 30% Trip
Panel
22 Flammable
Gas Detectors
Key
ACCOMMODATION 30% Alarms x 23/Fault Electrical Signal
GAS DETECTION SYSTEM
Sample Pipe
Flammable Gas Detector
(Emergency Diesel Generator Room) Accommodation Area Gas Detection System
The following panels provide gas detection and failure alarms, which Accommodation control panel:
are transmitted to the DCS graphic screens T30-429-01 CARGO GAS
• Emergency generator room
DETECTION and T30-429-02 ENGINE ROOM GAS DETECTION and the
extension alarm panel in the fire control station: • Main air conditioning air intake
• Cargo machinery trip control panel • Auxiliary air conditioning air intake
• Engine room system control panel • Galley
• Motor room system control panel • Duty mess room
• Accommodation control panel • Upper deck - port and starboard entrance
• Gas detection system power box • A deck - port and starboard entrance
• B deck - port and starboard entrance
Each panel has a 220V power supply and a changeover unit, which provides • C deck - port and starboard entrance
back-up from the emergency system in the event of a power failure. The unit
will also shut off the power supply if an internal gas leak is detected. • D deck - port and starboard entrance
• E deck - port and starboard entrance
Control Panel Areas • F deck - port and starboard entrance
Cargo machinery trip control panel: • G deck - port and starboard entrance
• Boiler vent hood room • Wheelhouse
• Port and starboard boil-off gas ducts
• Inert gas line
Procedure to Reset Alarms
The cargo machinery trip control panel will also shut down the gas supply The system can be reset using the Facility Card, situated on the right hand
to the boilers. side of the control panel. A key switch is used to enable the card and eliminate
unauthorised access to the system.
Engine room system control panel:
• Engine room supply fans - port forward and aft and starboard There are four pushbuttons on the front panel:
forward and aft • RESET - To reset any alarm which is below the hysteresis
• Engine room exhaust fans - port and starboard value of the alarm point in the latch mode. In the case of
falling alarms, this will be when the level has risen above
• Engine room 2nd deck - port and starboard the hysteresis level.
• TEST - If pressed quickly and released, will cause the
measurement cards to step through all LEDs, relays and buzzer
in sequence.
• MUTE - This pushbutton will mute the buzzer
• SPR - Used as a spare pushbutton
Illustrations
ES-02 ES-01
No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank Fore
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) Peak
Tank
Engine Room
Engine Room
No.1
No. 3 Cross No. 2 Cross No. 1 Cross WB
WB Tank WB Tank WB Tank Tank
(C)
Hydraulic Power P
To CL-311 CS-359 CL-310 CS-357 CS-754
Unit For Shipside CL-411 CS-459 CL-412 CS-456 CS-458 Accumulator Unit CS-152 CS-159 CS-156 CS-157 CS-158
Ballast
R
Valves & Water Valves
Ballast Valves
No.5 Solenoid Valve Box
No.7 Solenoid Valve Box No.1 Solenoid Valve Box
P Pressure
Hydraulic Power
Unit For Cargo R Return
Valves G
No.8 Solenoid No.4 Cargo Tank Dome No.3 Cargo Tank Dome No.2 Cargo Tank Dome No.1 Cargo Tank Dome
No.2 Solenoid Valve Box
G Valve Box
No.4 Accumulator P
Unit R Cargo Compressor
Room CL-209 CL-210
CL-212 CL-211 CS-252
Accumulator Unit
CS-256 CS-258
CS-257 CS-259
No.6 Solenoid Valve Box No.3 Solenoid Valve Box
For ESD Valve
CG-877
CG-787 CG-901 CG-903 CG-930 CG-939 CL-021 CL-041 CG-078 CL-022 CG-042
CG-871 CG-902 CG-904 CG-938 CG-872 CL-011 CL-031 CL-071 CL-012 CL-032
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Cargo Compressor
Room
F0-28 Under Deck Passage F0-08 Bosun
P F0-27 F0-09 Store
Hydraulic Power To
Unit For Cargo
R No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank Fore
Ballast Valves Valves
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) Peak
Fuel Oil Tank
Tank
F0-05
Hydraulic Power P F0-06
Unit For Shipside, No.1
R No. 3 Cross No. 2 Cross No. 1 Cross
and Water Ballast BA-19 BA-14 BA-09 BA-06 BA-03 WB
G WB Tank WB Tank WB Tank
Valves BA-17 BA-12 BA-07 BA-05 BA-02 Tank
TV-02 BA-21 BA-18 BA-16 BA-13 BA-11 BA-08 BA-04 (C) F0-01
G TV-01 BA-20 BA-15 BA-10 F0-03
No.4 Accumulator P
Unit R
Emergency
Fire Pump Bosun
Room Store
Engine Room
Solenoid Valve Cabinet P FO-28
For Water Ballast and Fuel R
Oil Valves
No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No. 1
Multi-Core (Port) (Port) (Port) (Port) (Port) (Port)
No.2 Water Ballast Tank WB
(Port) Tank
No. 3 No. 2 No. 1 (C)
Cross Cross Cross FO-03
TV-01 BA-21 BA-19 WB BA-16 BA-14 WB BA-11 BA-09 WB
Tank Tank Tank FO-01
BA-24
BA-25
BA-26
BA-27
BA-28
BA-29
BA-30
BA-31
BA-32
BA-33
BA-34
BA-35
BA-36
BA-37 BA-06
BA-13 FO-06
BA-02
BA-18 BA-08 BA-05
BA-51 BA-52 BA-53 F-2V F-4V F-13V F-15V In Pipe Duct FO-05
BA-03
BA-39 BA-41 BA-43 BA-45 BA-47 BA-49
BA-38 BA-40 BA-42 BA-44 BA-46 BA-48 BA-50
Solenoid Valve Stand Fore Peak
TV-02 BA-20 BA-17 BA-15 BA-12 BA-10 BA-07 BA-04 FO-09
with Accumulator for Tank
Shipside Valves In
Engine Room No.2 Water Ballast Tank
(Starboard)
No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank FO-08
(Starboard ) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Issue: 1
Section 4.10.1 - Page 3 of 4
HEAVY INDUSTRIES CO.LTD
Ballast, Fuel Oil and Ship Side Valves System The unit consists of a 1,000 litre oil tank, with the two main and one topping
up pumps situated on top of the tank. Each main pump has a delivery rate of
The hydraulic power unit consists of two main pumps and one topping-up 34 litres/min at pressure of 130 bar. Suction is through 150µ filters, before
pump. During normal operations, only one pump is required to meet the passing onto the main rail through individual non-return valves. There is a
demand, while the second pump is put on automatic standby cut-in mode bank of four accumulators of 60 litre capacity each, pressurised to 80 bar with
and will cut in when the system pressure is reduced to 100 bar. The topping nitrogen. Each accumulator has a drain valve, in order to drain down to the
up pump is normally used to maintain the system pressure outside of general main tank if required. The system is protected by 2 safety relief valves set at
operations. 140 bar, which returns to the tank via the main return line. There are no pump
discharge line filters apart from the individual 10µ paper filters fitted at each
All remotely operated valves are piston operated. The supply oil is distributed solenoid cabinet station.
to two solenoid valve cabinets situated in the engine room. The operation of
the valves is conducted from the DCS in the cargo control room on G deck.
Pressure switches control the pump cut in/cut out, with low oil pressure alarm
and pump failure alarms transmitted to the DCS. The oil level in the tank is
The ship side valves, supplied from the solenoid cabinet situated on the
monitored by a low level alarm switch, operated at 302mm and a low low
starboard forward side of the engine room floor level, may be operated from
level pump cut out switch, operated at 407mm measured from the tank top.
their local position and also from the fire control centre, in addition to operation
The system return has two 10 micron paper filters arranged in parallel, with
from the DCS in the cargo control room on G deck
individual isolation valves. One of the filters is kept off line. The filters have a
differential pressure alarm fitted which is activated at 240kPa.
Solenoid Cabinet for Shipside Valves
Description Valve No. Pump Settings
Atmospheric condenser overboard S12V Pump loading: 110 bar
IG generator overboard I-9V Pump unloading: 130 bar
Standby pump cut in: 100 bar
Ballast pump overboard BA55
High pressure alarm: 135 bar
Ballast eductor overboard BA54
Low pressure alarm: 90 bar
Central cooler overboard S152V ESDS operating pressure: 85 bar
Scoop inlet valve S13V Relief valve: 140 bar
Main condenser overboard S15V
Accumulator
Solenoid Cabinet for Ballast, Tank Vent and Fuel Oil Valves
Ballast System
BA02, 03, 04, 05, 06, 07, 08, 09, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21,
24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44,
45, 46, 47, 48, 49, 50, 51, 52, 53
TV01, 02
Cargo Control
Console
Telephone Booth
RJ11 RJ11
220V AC
Power
10- 10+ 10- 10+ 10- 10+ 10- 10+ 10- 10+
Junction
Supply
Box
Unit
RJ11
RJ11 RJ11 RJ45
The fusible links are at the following locations and will melt at 100°C and These valves will close automatically on initiation and the second phase will
ESD1 close the circuit and thereby initiate ESD1: be disconnection, with the elbow part remaining attached to the ship.
This is initiated from either the ship or the shore and is tested on arrival at a • No.1 cargo tank dome It is expected that the terminal will warn the ship prior to initiating ESD2,
port and before cargo operations start.
• No.2 cargo tank dome allowing time for the personnel around the manifold to leave the area to avoid
injuries or even fatalities. In most cases ESD1 will have been activated prior
In the event of an emergency, such as a fire or a heavy cargo leakage, the • No.3 cargo tank dome
to ESD2 and the alarm should be enough to warn any personnel around the
officer on watch, or one of the watchkeepers on deck, will immediately initiate
• No.4 cargo tank dome manifold to leave the area.
an ESD1 by pressing one of the ESD pushbuttons distributed on deck, in the
CCR and on the bridge and raise the alarm and inform the Chief Officer and • Port manifold
the Cargo Engineer. • Starboard manifold Technical Information
The manual pushbuttons, which will initiate ESD1 both on the ship and ashore, • Compressor house (lower level) The emergency shutdown (ESD) system is a requirement of the IMO code for
are distributed at the following locations: • Compressor house (upper level) the carriage of liquified gases in bulk and is a recommendation of SIGTTO. It
• Bridge - below the Salwico fire panel on the starboard side is fitted to protect the ship and terminal in the event of cryogenic or fire risk,
on the ship or at the terminal. The system will stop the flow of LNG liquid and
• Central control room - beside the loading computer The initiation of ESD1 will lead to the following:
vapour by shutting down the pumps and gas compressors as well as manifold
• Fire control station • All ESD manifold valves will close and ship side valves.
• No.1 cargo tank dome • All cargo tank loading valves will close
This is achieved by the Ship-Shore Link/ESD system. Ship’s and terminal’s
• No.2 cargo tank dome • The gas compressors will trip emergency systems are linked via a ship-shore umbilical cable which carries
• The main discharge and spray pumps will trip ESD, telecommunications and data signals when the ship is berthed at the
• No.3 cargo tank dome
jetty. There are two separate systems installed which are in use in the various
• No.4 cargo tank dome • All shore pumps will trip terminals with which the vessel will berth.
• Port manifold • Master gas valve to engine room will close 1. Fibre optic
• Starboard manifold • Inert gas generator will trip 2 Electric (Pyle National)
• Compressor house (lower level)
Note: Once ESD1 is activated, acknowledge all alarms but do not reset the The fibre optic system utilises a 6-way ST ferrule Furukawa compatible ship
• Compressor house (upper level) system until investigations are concluded and both the ship and the side connector into which the shore plug a flexible fibre optic connector.
• Focsle entrance shore both agree to reset.
The Electric system uses a 37-way explosion proof connector with umbilical
cable provided by shore or in some cases the ship’s own equipment.
ESD1 will also be initiated by one of the following ESD2
This is strictly terminal initiated. It can be activated manually or automatically The electric system enables ship-ship transfer with ESD and hotline telephone
• Manual activation by personnel using the ESD pushbuttons
if the ship is allowed to move outside its movement envelope at the manifold connection. The electric system circuits are protected with zener barriers as
• Blackout of the ship chicksans. This means that should the OOW allow moorings to slacken to secondary protection in case the ship breaks away while circuits are still
• Shore activation of their ESD1 system the extent that the ship moves along the jetty outside the limit, ESD2 will be energised. Most shore systems are similarly protected.
initiated.
• Fusible links around each tank domes, manifold and compressor The ship’s ESD system is active at all times, whether at sea or in port. When
house in case of fire Also if there is threatened danger, such as a fire at the terminal that may affect at sea all manifold and tank filling valves are held in the shut position and the
• Cargo tank 99.4% full ESD system the ship, or an out of control fire on the ship that may affect the terminal, this cargo and spray pumps are held in the off position. The cargo compressors may
system is almost likely to be initiated. be operated as normal, but will stop if an ESD is initiated. The shore ESD input
• Low tank pressure (10mbar) is blocked in the At Sea DCS condition
m) With the switch in the normal position press the SIGNAL button
on the CCR Hotphone and observe that the SIGNAL CHANNEL
2 LED illuminates on the ATU. Lift the ATU handset wait for
CCR to communicate then check speech.
p) Move the switch to RING on the ATU, the telephone in the CCR
connected to channel 3 in the CCR should ring. When answered
move the switch from RING to NORMAL and check the speech
path by talking to each other.
r) Select Channel 4 on the ATU and repeat the test as for Channel
3.
s) Set the ESDs in the ATU and CCR to HEALTHY, the ESD
NORMAL LED should be illuminated. Now disconnect the
fibre optic connecter from the ship side box and observe that
the ESD and the ESD SIGNAL FAULT LEDs on the ATU and
SSL are illuminated
The dial-less unit uses two pushbuttons, CALL and SIGNAL as follows:
Fibre Optic Telephone Interface Module
The telephone interface module is the top rack in the ship/shore communications a) To make a call, lift the handset and press the CALL pushbutton
cabinet and provides four full duplex telephone communication channels, and speak into the mouthpiece, with the pushbutton held
which are modulated and multiplexed for transmission over the fibre optic link. down.
The fibre optic link uses two fibres to receive and transmit to/from shore.
The caller will be heard on the shore telephone with a flashing LED.
The four channels are:
Channel 1 Mooring line modem signal b) To signal the terminal telephone, lift the handset and press the
SIGNAL pushbutton. An audible tremolo signal will sound on
Channel 2 Interphone telephone signal (hotline telephone)
the terminal telephone together with a flashing LED.
Channel 3 Terminal plant telephone signal
Channel 4 Terminal public telephone signal A two way conversation can commence when the handset on the terminal
telephone is lifted. The call signal button can then be released.
The unit performs three functions:
Channel 3
1. A receive (Rx) function which accepts signals from the optical transducer
and demodulates the four telephone channels. Provides communication between the PABX telephone on the console on the
ship and the telephone system in the terminal.
2. A transmit (Tx) function which accepts the four telephone channels.
Channel 4
The channels are then modulated and multiplexed. The unit then outputs a
signal capable of driving the optical transmitter. Provides communication between the public telephone in the conference room
on the ship and the public telephone system via the PABX in the terminal.
3. A carrier detect (CD) test function which detects the presence of each Tx
and Rx signal carriers.
Channel 1
Receives data from the mooring line monitoring equipment (MLM) where
installed.
Tag No. Location Venting When the tank pressure drops to a predetermined level, the spring load begins
to overcome the system pressure again, causing the pilot valve to go down and
CR180 No.1 cargo tank 0.25 bar reseat.
CR181 No.1 cargo tank 0.25 bar
CR280 No.2 cargo tank 0.25 bar The tank pressure acts on the main diaphragm causing the main valve to close
CR281 No.2 cargo tank 0.25 bar and the pressure in all the chambers is again equalised.
CR380 No.3 cargo tank 0.25 bar
CR381 No.3 cargo tank 0.25 bar Valve Emergency Operation Use Only
CR480 No.4 cargo tank 0.25 bar
In the event of both cargo pumps in a tank being unusable while substantial
CR481 No.4 cargo tank 0.25 bar
quantities of cargo remain in the tank this cargo is discharged by gas lift which
requires the set point of the tank relief valves to be raised.
The cargo tank relief valves are fitted at the top of each tank dome and
vent to their associated vent mast riser. The relief valves are of the PORV The set pressure can be raised to either 1.1 bar or 1.9 bar by the addition of
(pilot operated relief valve) type. A cargo tank pressure sensing line relays auxiliary pilot units which are provided for this purpose only. When fitting
the pressure directly to the pilot operating valve and in this manner, accurate these units the original seal is not to be cut off, also the tag units on the primary
operation at low pressures prevailing inside the tank are assured. pilot valve must correspond to the tag number on the auxiliary unit.
The cargo relief valves are set up initially by the manufacturer for the To fit the auxiliary unit:-
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 a) Unscrew the top cap of the primary pilot valve without breaking
manufacturer’s instructions for details.) the seal.
It is extremely important that the vent mast is checked on a regular basis and b) Now unscrew the lower cover from the auxiliary pilot valve
drained of any accumulation of water. The purpose of this is to ensure that the and place both covers in a safe place to be replaced when set
relief valves operate at their correct settings which would otherwise be altered pressure is returned to normal on primary unit.
if any water were to accumulate in the vent mast and flow onto the valve
assembly. c) Apply a suitable hydrocarbon type grease to the threads on both
units.
Each of the hold spaces is protected by two pressure/vacuum valves and two Maker: Fukui Seisakusho Each section of the cargo pipework that can be isolated by two valves has an
differential pressure valves. These valves are of the pilot operated type. Type: PORV 6 x 8 conventional type overpressure relief valve fitted. The cargo manifold relief
lines and the cargo machinery space relief lines release back to No. 2 and .3
Model: PSL-MD13-131-LS1(B)
tank domes.
Cargo Hold Space Pressure/Vacuum Relief Valves No. of sets: 8
No. per tank: 2 Maker: Fukui Seisakusho
Maker: Fukui Seisakusho
Type: REC131-S1(E)
Type: PORV 6 x 8
Setting: Set pressure: 10.0 bar
Model: PSL-MD13-131-S1(B)
Closing pressure: 9.0 bar
No. of sets: 8 Set pressure: 0.050 bar
Relieving pressure: 13.013 barA
No. per tank: 2 Closing pressure: 0.035 bar
No. of sets: 37
Flow rate per valve: 9,514kg/h Spring set pressure 0.050 bar
Flow rate per valve: 7,414kg/h
Flow rate per valve: 9,514Nm3/h
Tag No. Location Venting Vacuum Relief valves between the tank dome and the throttle valve release pressure
CR186 No.1 hold 0.150 bar 0.080 bar Tag No. Location Venting back to the nearest cargo tank.
CR187 No.1 hold 0.150 bar 0.080 bar CR184 No.1 hold 0.050 bar
CR286 No.2 hold 0.150 bar 0.080 bar CR185 No.1 hold 0.050 bar The construction and operation of the relief valves are similar, but the sizes and
CR287 No.2 hold 0.150 bar 0.080 bar CR286 No.2 hold 0.050 bar discharge capacity varies according to the pipeline sizes. The largest pipeline
CR285 No.2 hold 0.050 bar relief valves have a discharge capacity of 2,956Nm3/h and the smallest line has
CR386 No.3 hold 0.150 bar 0.080 bar
a discharge capacity of 1,398Nm3/h.
CR387 No.3 hold 0.150 bar 0.080 bar CR384 No.3 hold 0.050 bar
CR486 No.4 hold 0.150 bar 0.080 bar CR385 No.3 hold 0.050 bar Each valve has a manual test lever that can be operated to ensure the valve is
CR487 No.4 hold 0.150 bar 0.080 bar CR484 No.4 hold 0.050 bar seated properly.
CR485 No.4 hold 0.050 bar
Valve Operation
The pressure side of the valves operates in exactly the same manner as
described in 4.11.1.
The vacuum pilot valve opens when the pressure in the space falls and closes
again when the pressure in the space rises above the negative set pressure.
When the vacuum pilot valve opens it creates a negative pressure in the main
valve dome. Atmospheric pressure then pushes up the main disc to open
the main valve, allowing air to enter the space and re-establish a positive
pressure.
When the system pressure rises to the reseating pressure, the vacuum pilot
valve closes and the main dome pressure equalises with the system pressure,
causing the main valve disc to reseat and close the valve.
Illustrations
M To
S105V Fire Line
3rd Deck
To Evaporator LS Pressure Pump
SW Supply
B103V Pumps B47V
To Fire, Bilge & GS To
Pumps Engine Room
Bilge Pump No.8 Side Water No.7 Side Water No.6 Side Water No.5 Side Water No.4 Side Water No.3 Side Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
BA41 FO Tank (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
PI PI (P & S)
To No.2 Side Water
Ballast Tank
Water Spray (Port and Starboard)
BA36 BA31
No.3 Ballast Pump Pumps FO Settling
BA40 No.1
(2,800m3/h) Tank Bow
(P & S) BA21 BA19 BA16 BA14 BA11 BA09 BA06 Water
BA30 Thruster
Ballast
Room
BA35 PI PI
BA25 BA02 Tank Fore Peak
Aft Peak BA38 TV02
PI BA23 BA13 (Centre) Tank
Tank IG707
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI TV01 BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA33 PI PI BA27 BA20 BA17 BA15 BA12 BA10 BA07 BA04
BA42
BA39 BA32 BA26
No.1 Ballast Pump BA43
(2,800m3/h)
Cargo Tank
DO NOT CLOSE THE SEA SUCTION VALVES S101V AND S105V,
THEY SUPPLY THE ENGINE ROOM SEA WATER COOLING SYSTEM
Bilges
No.3 Cross
Water Ballast
Ballast Main
Typical Section Tank
Line (P & S)
M To
S105V Fire Line
3rd Deck
To Evaporator LS Pressure Pump
SW Supply
B103V Pumps B47V
To Fire, Bilge & GS To
Pumps Engine Room
Bilge Pump No.8 Side Water No.7 Side Water No.6 Side Water No.5 Side Water No.4 Side Water No.3 Side Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
BA41 FO Tank (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
PI PI (P & S)
To No.2 Side Water
Ballast Tank
Water Spray (Port and Starboard)
BA36 BA31
No.3 Ballast Pump Pumps FO Settling
BA40 No.1
(2,800m3/h) Tank Bow
(P & S) BA21 BA19 BA16 BA14 BA11 BA09 BA06 Water
BA30 Thruster
Ballast
Room
BA35 PI PI
BA25 BA02 Tank Fore Peak
Aft Peak BA38 TV02
PI BA23 BA13 (Centre) Tank
Tank IG707
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI TV01 BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA33 PI PI BA27 BA20 BA17 BA15 BA12 BA10 BA07 BA04
BA42
BA39 BA32 BA26
No.1 Ballast Pump BA43
(2,800m3/h)
Cargo Tank
DO NOT CLOSE THE SEA SUCTION VALVES S101V AND S105V,
THEY SUPPLY THE ENGINE ROOM SEA WATER COOLING SYSTEM
Bilges
No.3 Cross
Water Ballast
Ballast Main
Typical Section Tank
Line (P & S)
Procedure for Ballast Exchange Full No.6 WBT P&S Full Full Full Full Empty Full Full
Full No.7 WBT P&S Full Full Full Full Full Empty Full
Following is a proposed sequence of emptying and refilling ballast tanks Empty No.8 WBT P&S Empty Empty 2400 2400 2400 2400 Empty
whilst at sea. The proposed sequence is based on the ballast conditions listed
in the vessel's Trim and Stability Book. Fuel and fresh water is assumed to be Full No.1 Cross WBT Full Full Full Full Empty Full Full
departure bunker capacity. Any actual ballast sequence based on this procedure
Full No.2 Cross WBT Full Full Full Full Empty Full Full
should always be run on the vessel’s loading computer prior to execution.
Full No.3 Cross WBT Full Full Empty Full Full Full Full
The adjacent table describes a safe sequence for the exchange of ballast water
using the empty then refill procedure, known as the sequential method. The 9.78m Draught Forward 10.58 9.38 9.74 9.62 9.64 9.63 9.78
process requires the removal of very large weights from the ship in a dynamic
situation and then their replacement 9.78m Draught Aft 9.19 9.37 9.48 9.30 9.16 8.95 9.78
11.89m GM corrected 9.88 12.64 11.85 12.10 11.76 11.6 11.89
The original condition is nearly restored after each step, at this time a positive
decision should be made taking into account the ship’s position, weather 112.2% Propeller 105.7% 107.5 108.8% 106.8% 105.2 102.8% 112.2%
forecast, machinery performance and degree of crew fatigue before proceeding Immersion
with the next step. If any factors are considered unfavourable the ballast
46.8% Maximum BM 55.3% 62.5% 53% 74.5% 70.1% 64.4% 46.8%
exchange should be suspended or halted.
The steps in the table meet trim and draught requirements of propeller and 63.3% Maximum Shear 51.3% 64.8 55.6% 59.9% 41.9% 58.9% 63.3%
rudder immersion as closely as it is possible to do. It is impossible to meet both
the requirements for propeller immersion and maintain the bridge visibility 486.964m Invisible Length 437.349 493.091 479.892 480.194 475.353 470.378 486.974
within SOLAS requirements, however the visibility from the bridge is within
tolerable limits. 86107 Displacement 87042 81878 84304 82769 82161 80956 86107
To GD
Panel
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
To
DCS
Stern Tube No.8 No.7 No.6 No.5 No.4 No.3 No.2 No1. Water Draught
Cooling Water Draught Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Ballast Tank
Extreme Aft Extreme Forward
Tank (P&S) (P&S) (P&S) (P&S) (P&S) (P&S) (P&S) (Centre)
LG04 LG02
DG03
DG02
LG03 LG01
In addition to tank alarms, the system also indicates and raises separate alarms
if a loop fails for the level switches and their associated wiring or if a processor
or a power failure occurs.
The level switch has one float with built-in permanent magnets in each float.
As the float moves upwards, a reed switch inside the housing is deactivated
and an alarm is raised. When the float moves downward, the reed switch is
closed again. This is the non-alarm position so the alarm loop fails safe (i.e.
alarms) in the event of any open circuits/wire-breaks.
Testing
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switch’s
junction box. By lifting the testing device slowly up will cause the HIGH
HIGH alarm to be raised.
When testing is complete, the test device should be pressed back down and the
protective screw cap replaced.
Illustrations
1 1
2 2
4 4
10 11 12 13
5 5
14
15
WBT WBT 16
(P&S) (P&S)
Pipe Duct Pipe Duct
SENSOR LOCATION CARGO TANK No.1 CARGO TANK No.2 CARGO TANK No.3 CARGO TANK No.4
0.37
Pressure Measurement
Hold Pressure Read Out
The pressure measurement is obtained from a capacitive pressure transmitter.
The transmitter consists of a movable ceramic diaphragm connected to a fixed
ceramic substrate. On each ceramic part is a gold plate which makes up a 0.27 TANK LEVEL SAAB
SELECT
capacitor whose capacitance will vary according to the distance between them.
Shortcut Soft Key Icon
The fixed part is mounted on the tank shell and the movable part extends into to Related Screen Mimic
the tank space. The tank pressure imparts a force on the movable plate relative
to the tank pressure. This varying capacitance signal is converted to an output
signal which varies according to the pressure in the tank.
1
Displays
The relevant displays/mimics where tank and void space monitoring are
displayed are:
• The individual cargo tank measurement mimic
• The cargo tank spraying mimic
• Cargo tanks overview mimic
Illustrations
FC02
• High duty compressor motors At a blackout the DCS remembers which pump was the duty pump and at
If a running pump is changed from remote to off the DCS will activate an
the restoration of electrical power the duty pump will be started as part of the
alarm and start the standby pump. Visual indication of pump status is given
sequential restart system, provided that the pump is set to remote. If the duty
on the DCS graphic screen T30-410-04. If the running pump is changed from
pump fails to start within 5 seconds the standby pump will be started, if it was
remote to local the changed status is indicated on the DCS graphic screen but
set to automatic before the blackout. Normal alarms resulting from the effects
no alarm is activated and the standby pump is not started.
of the blackout are inhibited during the blackout but are restored when the duty
pump is started and pressure is restored.
FC02
c) Ensure that the central fresh water cooling system is operating and Open Drain cooler for gas heater outlet valve FC38
that one of the auxiliary central cooling FW booster pumps is
operating and supplying water to the cargo machinery fresh e) At the group start panels set both auxiliary cooling FW pumps
water coolers. to REMOTE.
d) Set up the valves as shown in the following table: f) Select one auxiliary cooling FW pump as the duty pump
and start that pump by clicking on the pump icon with the
Position Description Valve trackball to bring up the pump faceplate, then click on the
Open No.1 auxiliary cooling FW pump suction valve FC14 START soft key.
Open No.1 auxiliary cooling FW pump discharge valve FC16 g) If the second pump is available it may be set to AUTO to act
Open No.2 auxiliary cooling FW pump suction valve FC15 as the standby pump.
Open No.2 auxiliary cooling FW pump discharge valve FC17
(Note: The duty pump may be started locally, however unless the other pump
Open Expansion tank outlet valve FC13 is set to remote, it will not act as the standby pump.)
Closed Expansion tank replenishing valve FC11
h) Check the system for leaks as temperatures rise.
Closed Expansion tank drain valve FC12
Open No.1 cargo machinery cooler inlet valve FC08 i) Test the water regularly, using the chemical dosing system to
restore the level of chemicals in the fresh cooling water system
Open No.1 cargo machinery cooler outlet valve FC07 to the level recommended.
Open No.2 cargo machinery cooler inlet valve FC10
Open No.2 cargo machinery cooler outlet valve FC09
Operational Three-way temperature control valve FC23
Closed Chemical dosing tank inlet valve FC21
CS-26
No.2 LD
CS-25 CS-23
Drain Pot
Compressor CS-18 LS
LO Tank LI
LS Key
TSLL
TI
CS-24
CS-17 CS-16 Low Duty Heater
CS-22 Desuperheated Steam
No.1 LD
CS-21 CS-19
Compressor
LO Tank PI Condensate
CS-05
Drain Pot
CS-34 CS-15 LS
LS
No.2 HD LI TSLL Instrumentation
CS-33 CS-31 TI
Compressor
LO Tank CS-14 CS-13 High-Duty Heater
CS-32
CS-03
CS-30 CS-04
PI
No.1 HD
Compressor CS-29 CS-27
LO Tank
Drain Pot
CS-12 LS
CS-28 LS
To LI TSLL
Engine Room TI
PI
Central FW CS-36 CS-35 LNG Vaporiser
CS-11 CS-10
Cooling System From
Drain
DrainCooler
Cooler
For
ForCargo
CargoHeater
Heater
Engine Room
FC-38 FC-37 Auxiliary FW CS-01
Cooling Pumps CS-02
CS-37
On Deck PI
Gas Vent
Drain Tank CS-38
(1.0 m3) CS-40
Drain Pot
CS-09 LS
LS
CS-39 LI TSLL
TI
CS-43
CS-41 CS-42
Heating Coils For Aft FO Tank Upper Deck Heating Coils For Forward FO Tank
(Port-Side Unit)
To Drain Cooler
HC-08
From 6bar Steam System Aft FO Tank
To Drain Cooler (Port & Starboard)
From 6bar Steam System HC-12
HC-04
To Drain Cooler FO Settling Tank
(Port & Starboard) HC-07
From 6bar Steam System
No.1 HC-11
Cargo Tank
HC-20 HC-16 HC-03
HC-02
HC-05
To Drain Cooler
From 6 bar Steam System
HC-09
Under Deck Passage HC-18 HC-01
To Engine Room Drain Cooler Condensate Return
To Drain Cooler
To Engine Room Atmospheric Drain Tank HC-24 HC-22 HC-14
From 6 bar Steam System HC-17
To Drain Cooler From 10 bar Supply Main Steam Supply HC-21
From 6 bar Steam System Compressor Room HC-13
HC-23
Illustrations
Capstans
M7 M5
M3 124
100 W2
100 100
100
100
M8 M1
100
100 150 Engine Room Accommodation 100
Casing
150 150 100
100 125
100 W1
100
M6
M4 M2
100
100
Capstans
150 100
Key E1 125
Each power pack consists of four pumps taking suction from a hydraulic oil A triple control station situated port and starboard of the after end of the
Mooring Winches tank and delivering the oil at a pressure of 50kg/cm2 to the hydraulic motors poop deck operates the after three mooring winches on the poop deck M6,
Maker: Ulstein Brattvaag on each windlass/winch. M7 and M8.
Type: WMC41032
The winches and windlasses are monitored for:
Capacity: 30 tonnes and 15m/min
• Length of rope/anchor chain released
Brake holding: 100 tonnes
Each with: Two mooring drums and one warping end • Speed of drum
No. of sets: 8 • Tension on the rope/anchor chain
Power Packs (Forward and Aft) Eight mooring winches are situated at the following locations:
Maker: Rolls Royce The system is fitted with a dual winch monitoring unit which records the
Type: DTL-NT length, speed and tension on the cable lifter and mooring winches. The units
No. of sets: 1 provide an alarm if the set parameters are exceeded.
Forward System
Introduction
A triple control is situated to port and starboard on the focsle. They operate
The deck machinery driving unit is a high pressure hydraulic motor, operated the two anchor windlass/winches W1 and W2 and also the forward mooring
by a control valve locally on the mooring unit, or from the remote control winch M1.
stand.
A double control station situated port and starboard of the forward main deck
Each winch and windlass/winch is supplied by its own individual hydraulic operates the two forward main deck mooring winches M2 and M3.
power pump, apart from the supply to winch M4 (main deck starboard aft)
Capstans
M7 M5
M3 124
100 W2
100 100
100
100
M8 M1
100
100 150 Engine Room Accommodation 100
Casing
150 150 100
100 125
100 W1
100
M6
M4 M2
100
100
Capstans
150 100
Key E1 125
Stopping the Units Note: The windlass brake can be operated remotely from the station at the The illustration shows P1 discharge valve rotated to allow
discharge from P2 to assist P1 in driving the cable lifter W2
ship’s side. The brake is handwheel operated. The adjacent gauge
a) Stop each pump one by one finally the servo pump reads zero when the brake is fully ON. To release the brake turn the
handwheel until the pressure reaches 60kg/cm2, the brake now starts
b) Stop the bosun’s store supply fan. to release continue until the pressure is 100kg/cm2 at which point the
brake is fully released.
Controls
A local control valve is mounted on each hydraulic motor and is activated by
a three position lever which, on release, is spring centred to the neutral stop
position. The other two positions are Heave and Lower. The speed is variable,
according to the amount the lever is deflected towards the heave or lower
positions, within the range of the hydraulic unit.
HYDRALIFT
SWL 10T 3.7 - 18.5m
Description • Emergency stop buttons located at the control box and at the
switch cabinet at the base of the crane ascent ladder
The deck crane consists of a base column, slewing ring, column and gear, jib • Upper and lower limit switches for hoisting operations
and hoisting gear facilitating 360° movement and over 18.5 metre reach. All
• Emergency hand pump to rest the load in the event of a total
electrical, hydraulic and mechanical units required for the operation of the
power failure kept adjacent to crane but may be moved to cargo
crane are housed inside the slewing column.
gear locker.
• Slew override sector
Driving Units
• Upper and lower limit switches for jib positions
The crane is electro-hydraulically operated with hoisting, slewing and jib
movement driven by hydraulic operation. • All control levers are of the dead man type and return to the
neutral position on release
The hoisting gear consists of one axial piston pump with variable delivery, one
variable hydraulic motor together with the necessary controls.
Operation of the Hose Handling Crane
The luffing system consists of an axial pump, two luffing cylinders and
control units. The jib is guided by the hydraulic cylinders which operate in a) Turn the main switch on the door of the starter cabinet to the ON
both directions under constant control. position.
The slewing gear consists of an axial piston pump with two hydraulic motors b) Press the green START pushbutton.
and two multiple disc brakes with the necessary control units.
c) Hoist the jib to the minimum outreach using the control levers.
Crane Controls
d) Operate the crane using the control levers as required.
The hoisting, luffing and slewing movements of the crane are steplessly
controlled by hydraulic control levers and carried out from the control stand
position with a remote Start/Stop switch positioned on the main deck level. Procedure to Shut Down
The starter cabinet situated in the air conditioning room on the upper deck has a) Hoist the jib to the minimum outreach.
the following features:
b) Hoist the jib to the lower block park position (approximately 3
• Main on/off switch metres).
• Start button
c) Hoist the lower hook block into the storage position.
• Stop button
HYDRALIFT
SWL 10T 3.7 - 18.0m
The starter cabinet situated in the cable and trunkway space on E deck has the
following features:
• Main on/off switch
• Start button
PI
24V DC
6,600V
No.1 No.2 2,000kW M
Servo 440V Servo Motor
Pump M 6.3kW M Pump Drain from Gear Housing
Motors Blade Angle
440V
Transmitter Air Bleed
440V
Drain from Sealing System
Key
Hydraulic Oil
Electrical Signal
Thruster
Unit Instrumentation
PI
24V DC
6,600V
No.1 No.2 2,000kW M
Servo 440V Servo Motor
Pump M 6.3kW M Pump Drain from Gear Housing
Motors Blade Angle
440V
Transmitter Air Bleed
440V
Drain from Sealing System
Key
Hydraulic Oil
Electrical Signal
Thruster
Unit Instrumentation
c) Select one of the hydraulic power pack pumps by means of the The DCS monitors the following alarms via graphic screen T30-420-01 BOW
The thruster is linked to a function of the PMS that will reduce the blade pitch
pushbuttons on the main panel. THRUSTER
to the half-power level (this value is adjustable), if the thruster is on-load and
a generator reaches an overload condition. • Motor trip
d) Press the main switch pushbutton, which ensures that there is
• Motor overload
power to the control panel.
Procedure for Transfer of Thruster Control between • System failure
The servo pump will start and the following lamps will be illuminated: Wheelhouse and Bridge Wings • Main thruster motor winding temperatures
• Main switch • Thruster running
a) At the location at which it is desired to exercise control, press
• Stop the CONTROL HERE pushbutton. That location now has • Power available
control of the thruster.
• Control here • Power pack oil header tank low oil level
Control will be transferred to the requested location and the relevant lamp will • Control pump status - abnormal
illuminate at the selected control panel. It is not possible to transfer control to
the bridge wings unless the thruster motor is running. • Vacuum circuit breaker trouble
• Control off
Illustrations
DISCHARGING
(approximately 12 hours) DRY DOCK
Drainage of liquid lines (45 mins)
Preparing to leave dry dock
The cargo control system is designed to be operated from the central control Except in special circumstances (described in Section 7) where a single tank
room at G deck. However, some operations are required locally, where manual or hold space may need to be isolated, the cargo tanks should be connected
valves have to be operated, either in the cargo machinery room or at the tank together through the vapour line and the cargo hold spaces should be connected
tops. together via the recirculation loop by keeping the valves in these lines open.
Equipment and plant, such as compressors and pumps, are protected by means When the ship returns to cargo duties after a dry docking or refit, the tanks and
of tripping devices which will shut down the plant in the event of an lines will be full of ambient air. Before liquid cargo is reintroduced into the
abnormal temperature, pressure or other condition which may be harmful to system, the tanks and lines must be moisture and carbon dioxide (CO2) free.
the plant or equipment if left unattended. In most cases an alarm will be
raised before the shutdown, giving personnel time to attend to the problem The tanks and lines should be oxygen free to avoid the formation of any
before a shutdown occurs. explosive mixture.
It should be emphasised that personnel should conduct their own routine The tanks, lines and hold spaces should be CO2 free as this will solidify at
inspections of running machinery in line with recommendations issued by the -78.5°C.
individual equipment manufacturers.
There should not be any humidity in the tanks and lines as this will lead
There are certain cargo operating parameters that are worthy of special to the formation of ice.
mention, as follows:
The cargo hold spaces should be free from any moisture as this may penetrate
the tank insulation.
Cargo Hold Space Pressure
To avoid even a remote possibility that the cargo tank shell may buckle, the The methods of drying and inerting the tanks, cargo hold spaces and lines are
pressure of the cargo hold spaces should never exceed 0.05 bar over that of described in the appropriate following sections.
the cargo tanks. There are cargo hold pressure relief valves fitted to avoid this
possibility, see Section 4.11.2 for further information.
Illustrations
NG703
Rupture Disc Cross Section
NG409 NG408
NG411 Insulation
NG402
LNG Liquid Upper
NG403
Lower
NG401
NG412 NG410
Nitrogen
I return line to
P hold space
NG407 NG406
NG704
NG705
From Nitrogen
Generator in
Skirt
Engine Room
Supply to the deck is from the engine room buffer tank and is regulated at 3 -159.5
bar before entering the annular space via an orifice plate and a flow meter at -159.5
the after end of the space, venting to the hold space from the forward end of
the tank at upper deck level. Nitrogen Central
-159.4
Valve Faceplate
A differential pressure control system monitors the pressure difference -159.4
Cargo
Temperature
between the hold space and the annular space. If the pressure in the annular 1070 Read out
space should rise above that of the hold space significantly, the vent valves -158.6
NG106, 206, 306 and 406 which operate on differential pressure between the 0.064 -158.2
annular space and the hold space will vent to atmosphere. The differential is 0.064
set on the controller at 5mbar. 0.064
-158.4
37266
-158.4
Should the vent open an alarm sounds via the DCS to alert ship’s staff to the
condition. -159.4
-0.01
-153.7
During hold space inspections, the annular space should be changed over to
vent to atmosphere and the N2 supply valves closed. The differential vents
should be approximately 30% open and the manual vents fully open 33758.04
0.0
The annular space is monitored by the gas detection system and should gas be Cargo Pressure
0.37
Read Out
detected it is possible to purge to atmosphere via the vents on deck and change 0.06 0.37
over to the Bypass Supply which supplies N2 through a larger orifice. The main
nitrogen line pressure can be increased to 5 bar when purging is taking place. 0.37
Hold Pressure
The graphic display screen OV001, page 3, gives access to the graphic screen Read Out
T30-431-01 NITROGEN GENERATOR, which is the screen used for the
operation. TANK LEVEL
0.27 SAAB
SELECT
The operation to each individual tank is displayed on the following graphic
screens,
• No. 1 tank - T30-422-02
• No. 2 tank - T30-422-05
1
• No. 3 tank - T30-422-06
• No. 4 tank - T30-422-07
N2 Connection
CN080
No.4 Cargo Tank IG705 No.3 Cargo Tank IG090 No.2 Cargo Tank No.1 Cargo Tank
IG704
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
IG305
IG404 IG204 IG104
Cargo Compressor
Room
• Dry-air is introduced into the hold through the inert gas filling
pipeline. The air is expelled from the top of each hold to the
atmosphere.
• During the time that the inert gas plant is in operation for
drying and inerting the tanks, the inert gas is also used to dry
(below -40°C) and inert all the other LNG and vapour pipelines.
All pipelines not purged with inert gas must be purged with
nitrogen before the introduction of LNG or vapour.
The inlet valves to the hold spaces are manually operated valves IG402,
IG302, IG202 and IG102 and are situated in the port passageway. The vent
valves IG401, IG301, IG201 and IG101 are situated on the tank top.
Once the O2 level is satisfactory (approximately 21%) and the dew point is at
o
-45 C the IG will automatically open valve H-11 to allow air to pass into the
aeration header and close valve H-2 (discharge to atmosphere).
Forcing CG917
Vaporiser
CG930
No.2 LD CG916 Key
CS906
Comp.
CS905 Atmospheric Air
CG957 CG934 CG929 CG904 CL044 CL034 CG079 CL024 CL014
CL704 CL700
CL703
NG702 CG772
CG771
CG CG CG CG
470 370 270 170
CL CL CL CL
CS359 212 112
412 CS459 312 CS259 CS159
CL411 CL311
CS254 CS154
CS458 CS358 CS CS258 CS158
CL211 CL111
CS454 354 CS
CS457 CS357 CS257 CS157 15
CS CS CS
CL210 CL110
453 353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 CL042 CS061 IG202 IG102
IG401 IG301 IG201 IG101
CL CL
CS CS
032 022
053 051
CS064 CG CL
CS062 071 012
CR086
CL401 CL402 CL301 CL302 CG CL201 CL202 CL101 CL102
077
CL041 CL031 CL021 CL011
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
Procedure for Drying Tanks e) Open the IG valve IG701, situated in the port trunkway and the
inert gas manifold vent valve IG090.
Dry air with a dew point of -45°C, is produced by the dry-air/inert gas plant at
a flow rate of 13,000Nm3/h. f) Start the dry-air production. Ensure the generator is running in
the dry-air mode (see section 4.7.1, Inert Gas Generator). When
a) Connect the spool piece between the inert gas manifold and the oxygen content is satisfactory (approximately 21%) and the
liquid line manifold. dew point is down to -45°C, open valve H-11 to allow the dry-
air to pass into the main aeration header and close valve H-2
b) Prepare the inert gas plant for use in the dry-air mode, (see (discharge to atmosphere).
section 4.7.1, Inert Gas Generator) and discharge to atmosphere
through valve H-2. g) At the DCS CARGO LINE SET UP graphic display screen
T30-423-01, use the trackball to open the liquid manifold valve
c) At the DCS graphic display screen T30-422-09 CARGO TANK connected by the spool piece to the IG manifold. Shut the inert
INERTING AND AERATION, use the trackball to prepare the gas manifold vent valve IG090.
cargo tanks ready for drying and inerting.
h) Monitor the dew point of each tank by taking a sample at the
Position Description Valve vapour domes. When the dew point is -25°C or less, close the
Open No.1 tank liquid master valve CL112 filling and vapour valves of the tank.
Open No.1 tank filling valve CL110 (Note: No.1 tank should be the final tank to ensure the system is always full
Open No.1 tank pump discharge valves CL111, CL109 of dry-air.)
Open No.2 tank liquid master valve CL212 i) Wet air which may be contained in the discharge lines from the
Open No.2 tank filling valve CL210 cargo pumps, float level piping and any associated pipework in
the cargo compressor room must be purged with dry-air. This is
Open No.2 tank pump discharge valves CL211, CL209
normally carried out in conjunction with the drying of the cargo
Open No.3 tank liquid master valve CL312 tanks.
Open No.3 tank filling valve CL310
The graphic display screen, SHIP OVERVIEW OV0001, gives entry to the
Open No.3 tank pump discharge valves CL311, CL309 graphic screens for the Cargo, Compressors and Heaters, and Nitrogen and
Open No.4 tank liquid master valve CL412 Inert Gas systems, from which the relevant line sections can be accessed to
allow air drying and purging with inert gas.
Open No.4 tank filling valve CL410
Open No.4 tank pump discharge valves CL411, CL409 j) When all the tanks and pipework have been dried out, stop the
plant. Close the supply valves to the LNG header.
Auto No.1 regulator vent valve CG771
(Note: It is necessary to lower the tank’s dew point by dry-air to at least -25°C
d) Prepare the following manual valves: before feeding the tanks with inert gas. This is in order to avoid any
formation of corrosive agents.)
Position Description Valve
Open No.1 vapour valve CG170
Open No.2 vapour valve CG270
CL700
CG772
CG771
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
a) Prepare the inert gas plant for use in the inert gas mode,
discharging to atmosphere through valve H-2.
b) Start the inert gas production (see section 4.7.1, Inert Gas
Generator). Press the CONSUMER SELECT pushbutton
when the oxygen content is satisfactory (approximately 1% or
less). Valve H-11 will automatically open, allowing the inert
gas to pass into the main aeration header and valve H-2 will
automatically close (discharge to atmosphere).
c) Once a steady flow of inert gas with a low oxygen content has
been established, it is possible to set up the unit to run in the
automatic mode.
e) When all cargo tanks and relevant pipework have been purged
with inert gas and the sample readings confirm an oxygen content
of no more than 1% with a dew point of -45ºC, pressurise the
tanks to 150mbar. Using the graphic display screens T30-430-
01 and T30-422-09, shut the systems down.
(Note: Until the ship is ready to load LNG for gas filling, the tanks may be
maintained under inert gas for as long as is necessary.)
WARNING
Inert gas from this generator and pure nitrogen will not sustain life.
Great care must be exercised to ensure the safety of all personnel involved
with any operation using inert gas of any description in order to prevent
asphyxiation due to oxygen depletion.
023
CL
CL
013
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 700 772
CG 4 CL CG
C S05 Liquid Header
072
CG
Vapour Header 160
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
17 0 15 6
CG CS
043
CL 3 06 3 059
CL
03 CS CS 154
112 CS
CL
171
068 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
109
CL
078
CG
87 1
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
27 0 25 6 No.1 Cargo
51 CG CS
7
CS
21 2
CS
25 4 Tank
CL
271
CG CL102
211
CL
21 0 3
CL S25 CL101
209 C
CL 252
CS
60
753 752 CS
3 CL202
CS CS 359
CS
3 58
CS
7 54 CG 7
CS 37 C S3 5
0
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 3 53
310 CS
8 01 CL 352
87 CS 9 CS
G7 30
C CL
707
CL
Spray Pump
460
CS 9 Cargo Pump
C S4 5
4 58
CS
4 57
CS
470 45 6
CL
41 2 CG CS No.3 Cargo
4
CS
45 Tank
47 1 CL302
CG
411 874
CL 453 CG
41 0 CS CL301 051
CL S45
2
873 CS
4 09 C CG
CL
012
CL
872
CG 75 022
CG
8
53 CL
0
CS
021
CL
0 77
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402
CS
065
2
FWD
9 16 LD Comp. 0 64 L0 3
CG CS C
CL401
t 042
Mis tor
CG928
2 CG CL
a ra 95
0
Sep
CG933
876
CG CG904
915 0 41
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 pori
CG
91
CG903
CG
939 CG927 se
7 CG
93
0
r
CG932 Key
956
CG 914
CG
CG926
957
CG
2 Methane Liquid
er
CG931
at CG902
He C G9
47
913
LD CG
955
CG
Methane Vapour
5
HD Comp. 1
90
877 CG
946 CS Forcing CG938 Cargo Machinery Inert Gas/Vapour Mixture to Shore
r
a te
CG CG901
e 945 Vaporiser Room
DH
CG
Gas to Boilers in H HD Comp.
906 Inert Gas/Vapour Mixture to Compressors
Engine Room CS
94 4
CG
20.0
0.0
Key
Equatorial Mean
-40.0
-80.0
Temperature
-100.0
-120.0
-140.0
-160.0
11:20 12:20 13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:20 21:30 22:30 23:30 0:30 1:30 2:30 3:30 4:30 5:30
Time
LNG enters the cargo tanks through the spray nozzles, while vapour is Position Description Valve b) The pressure in the cargo tanks should be closely monitored as
returned to shore using the high duty compressors, if necessary, to maintain the pressure will start to build up. When the pressure reaches
Open No.4 starboard liquid manifold ESD valve CL041 150mbarg, start a HD compressor.
tank pressures within limits. The initial cooling down operation will take
approximately 24 hours. Open Crossover valve to spray line CS064
c) After approximately two hours, the spray rate can be increased
Open Spray main block valve CS065
The low duty compressor is not required when the high duty compressor is by increasing flow rate from ashore or opening up more spray
running. The high duty compressor is used to supply the boilers with warm Open Starboard vapour main ESD valve CG071 valves.
LNG via the low duty heater. Open Spray main isolating valves CS751, CS752
CAUTION
CS753, CS755 Tank pressure to be closely monitored and the cooldown rate is not to
Preparation for Tank Cooldown and Cooldown of the Spray exceed -9ºC per hour as flow is increased, to avoid tank shell thermal
Pipes d) Prepare the following manual valves:
stress.
Prior to cargo operations, both the high duty and low duty compressors are to d) The cargo tank is ready for loading when the temperature of
be set for free flow and the low duty heater to be warmed through. All valves Position Description Valve the tank shell at the equator has dropped to at least -120ºC, as
should be set, with controls on automatic mode ready for starting using the displayed on the graphic display screen T30-460-03 CARGO
Open No.1 tank vapour valve CG170 COOL DOWN. This temperature represents a total cooling
DCS graphic screen controls.
Open No.2 tank vapour valve CG270 down time of approximately 14 hours, at a cooldown rate of not
a) At the DCS graphic display screen T30-427-03 HIGH DUTY faster than -9ºC per hour from 0ºC.
Open No.3 tank vapour valve CG370
GAS COMPRESSOR CONTROL, use the trackball to set
up both high duty compressors ready for discharge back to Open No.4 tank vapour valve CG470 In order to protect the tank shell against thermal stress, a faster cooldown time
shore via the vapour main. Select each valve in turn and at the than this must be avoided. Correspondingly, loading must not be started if the
relevant faceplate click on the OPEN soft key to open the valve temperature of the tank shell at the equator is above -120ºC.
e) Request shore to supply cold LNG at 25m3/h or 1 bar.
(see section 4.4.1 High Duty Compressor).
The cargo tank pressure and the tank shell temperatures must be closely
f) At the DCS High Duty Gas Compressor No.1 or No.2 graphic
b) At the DCS graphic display screen T30-460-01 CARGO monitored. If the tank pressure decreases to 40mbar below the hold space
display screen T30-427-01 or T30-427-02 start the required HD
SPRAY PUMPS AND LINES, use the trackball to set up the pressure, the HD compressor(s) are automatically shut down. At the same
compressor as the pressure in the tanks rises.
spray lines for loading into the main spray rail. time, the shut-off valves at the domes are closed.
g) The spray lines will now be cooled down by the cold LNG
Position Description Valve Whenever a cargo tank is cooled down completely from the ambient
being supplied from ashore, increase rate/pressure as required
temperature, the tank shell temperature, measured at the equator, should be
Open No.1 tank spray line master valve CS154 to break the vapour locking.
recorded on the relevant time/temperature graph form.
Open No.2 tank spray line master valve CS254
Open No.3 tank spray line master valve CS354
Open No.4 tank spray line master valve CS454
023
CL
CL
013
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 160 182
CS CR
034 159
CL CS
158
044 CS
CL 157
CS
17 0 156
3 CG CS
L04
C
033 063 0 59 154
CL CS CS CS
112
CL
71
068 C G1
CS
11 153
CL CS
7 50
060 CS CL
110 152
CS CS
109
CL
0 78
CG
71
Vapour to Shore CG8 26 0
CS
259
CS
258
CS
257
CS
270 256 No.1 Cargo
CG CS
751
CS
212 CS
254 Tank
CL
27 1
CG CL102
211
CL
210 253 CL101
CL CS
209 252
CL
CS
75 3 75 2 360 CL202
CS CS CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
312
CS
354 Tank
371
CG
311
CL 353
310 CS
801 CL 352
CS CS
78 7 309
CG CL
7 07
CL
Spray Pump
4 60
CS Cargo Pump
459
CS
458
CS
457
CS
470 4 56
CL
41 2 CG CS No.3 Cargo
454 Tank
CS
471
CG CL302
411 874
CL 453 CG
410 CS 051
CL S45
2 73 CL301 CS
409 C C G8
CL
012
CL
872
CG 022
875 CL 011
CG 053 CL
CS
021
CL
077
No.4 Cargo CS
06 1 CG
CG929
Tank 062
CG934 CS 07 1
CG
CL402 0 65
CS
916 0 64 0 32
CG LD Comp. CS CL
CL401
t 0 42
Mis tor
CG928
2 CG CL
p a ra CG933
95
0
CG
876
Se CG904
915 0 41
CG CL
LD Comp. CS902
1 LN
CG935 G
CS901 Va
CG CG903 939
po
91 CG CG CG927 ris
7 93
0 er
CG932
956
CG 91 4
CG
CG926
CG
9 57 Key
2
er
CG931
H eat CG
9 47
CG902
91 3
LD CG
955
CG
Methane Liquid
HD Comp. 1
905
877 CG
9 46 CS Forcing CG938 Cargo Machinery Methane Vapour
CG
er FWD
eat
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD HD Comp.
906
Engine Room CS Methane Vapour to Shore
944
CG
The first step before actual loading is to cool down the cargo loading lines.
This process is usually carried out at the same time as the tanks are being
cooled down and started about two hours before completion of cooldown.
d) The amount of LNG from the spray header to the liquid header
can be controlled by adjusting the flow with valve CS061.
e) When the temperature in the liquid header at all the cargo tanks
has fallen to -120ºC and pressure is under control, the gate
crossover valves may be fully opened and the final loading
arms prepared for cooling down.
6.3.3 Loading Cargo and Vapour Return to Shore via the High Duty Compressor
6.3.4 Deballasting
Illustrations
6.3.3a Loading Cargo and Vapour Return to Shore via the High Duty Compressor
6.3.4a Deballasting
HEAVY INDUSTRIES CO.LTD
Arrival Fire fighting equipment ready Cooldown loading arms and ship's CCR requests start
Fire main pressurised liquid lines
Cool arms simultaneously
Terminal advises ship when ready until frosted over entire length
Secure gangway
Operaton controlled by loading
Cooldown OR
Loading master advises (approximately 45/60 minutes)
terminal staff Check gangway If ship is in inerted condition,
advise ship when ready to start OR
Hand over crew list
cooldown of first loading arm If ship is in inerted condition,
Display appropriate signage CCR advises terminal when ready
and liquid line
to start cooldown of first loading
Loading master arm and liquid line
Preloading
meeting Relevant terminal personnel review Ship's CCR specifies flow rate
loading schedule Relevant ship's personnel review (approximately 20m3/h)
loading schedule
0 23
CL
CL
013
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 70 0 772
CG 4 CL CG
C S05 Liquid Header
072
CG
Vapour Header 160
CS
034 159
CL 093 CS
CR 15 8
04 4 CS
CL 15 7
CS
1 70 156
3 CG CS
L 04
C
033 063 05 9 154
CL CS CS CS
112
CL
8 171
S06 CG
C
11 153
CL CS
060 750 110
CS CS CL 15 2
9 CS
C L 10
0 78
CG
871
Vapour to Shore CG
CS
260
259
CS
25 8
CS
257
CS
2 70 256 No.1 Cargo
51 CG CS
7
CS
2 254 Tank
C L21 CS
271 CL102
CG
211
CL
21 0 253 CL101
CL CS
209
CL 25 2
CS
53 60
7 752 CS
3 CL202
CS CS 359
CS
358
CS
754 CG 357
CS 37 CS
0
35 6 CL201
755 CS No.2 Cargo
CS
CL
312
CS
354 Tank
371
CG
311
CL 353
3 10 CS
801 CL 3 52
CS CS
309
CL
7 07
CL
Spray Pump
7 87
460 CG
CS Cargo Pump
459
CS
4 58
CS
4 57
CS
470 456
CL
4 12
CG CS No.3 Cargo
454 Tank
CS
4 71
CG CL302
411
CL 453 874
410 CS CG CL301 051
CL 4 52 873 CS
409 CS CG
CL
012
CL
872
CG 022
875 CL 011
CG 053 CL
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 06 5
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 0 42 031
2 CG CL CL
76 epara CG933
95
0
C G8 S CG904
9 15 041
CG CL
LD Comp. CS902
1 LN
G
CG935
CS901 Va
CG CG903 9 39
p ori
CG927
91
7 CG CG se
93
0 r
CG932
956 14
CG G9
C
CG926
CG
957 Key
2
er
CG931
H ea t CG
947
CG902
913
LD CG
9 55
CG
Methane Liquid
HD Comp. 1
905
877 CG
9 46 CS Forcing CG938 Cargo Machinery Methane Vapour
CG er FWD
eat
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD 6 HD Comp.
90
Engine Room CS Methane Vapour to Shore
944
CG
Open No.3 tank liquid master valve CL312 Open Manifold double shut valves in use CL012, CL022
Position Description Valve CL032
Open No.4 tank liquid master valve CL412
Open 50% Spray/liquid header crossover valves CS059, CS060 Close Starboard manifold spray cooldown valves CS051, CS053
Open No.1 tank filling valve CL110 CS062
Open No.2 tank filling valve CL210 Close Spray/liquid header crossover valves CS059, CS060
f) When all lines are set, open the liquid manifold ESD valves on
Open No.3 tank filling valve CL310 the lines to be used (No.1 - 3) CS061
Open No.4 tank filling valve CL410
Open Starboard vapour manifold ESD valve CG071 l) The vessel can now be prepared for loading.
023
CL
CL
013
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 160
CS
034 159
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 063 059 154
CL CS CS CS
112
CL
171
06 8 CG
CS
11 153
CL CS
060 750 110
CS
CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
259
CS
2 58
CS
257
CS
270 256 No.1 Cargo
CG CS
7 51
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
210 253 CL101
CL CS
209 252
CL
CS
Spray Pump
460 787
CS CG
CS
459 Cargo Pump
458
CS
457
CS
470 456
C L4 1
2 CG CS No.3 Cargo
454 Tank
CS
471
CG CL302
411 874
CL 453 CG
4 10 CS 051
CL 452 873 CL301 CS
409 CS CG
CL
0 12
CL
872
CG 02 2
875 CL
CG 0 53
CS
0 21
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 062
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 06 4 L03
CG CS C
CL401 t
Mis tor
CG928 0 42
2 CG CL
5
HD Comp. 1
S9 0
877 CG
946 C Forcing CG938 Cargo Machinery
CG
ate
r
945 Vaporiser
CG901
Room Methane Liquid FWD
e
DH
CG
Gas to Boilers in H HD Comp.
906
Engine Room CS
CG
944 Methane Vapour
c) Prepare the following manual valves: to be loaded is at least -120°C. Close No.4 tank spray inlet valve CS456
e) On the first tank, i.e. No.1, crack open the tank loading valve
Position Description Valve CL110 and confirm that LNG liquid is entering the tank. k) The loading rate is reduced as the tanks near capacity, to allow
Open No.1 vapour valve CG170 for a controlled topping off.
f) Start loading slowly into each tank, continue spraying to
Open No.2 vapour valve CG270 l) Complete the loading of each cargo tank in turn.
maintain the temperature and reduce gas generation. As the
Open No.3 vapour valve CG370 pressure rises, the HD compressor may be started and gas sent
ashore. m) The tank filling valve of the last tank to be topped off must
Open No.4 vapour valve CG470 remain OPEN, for liquid drainage purposes. Request the shore
Open No.1 starboard manifold spray cooldown valve CS051 g) From the DCS graphic screen T30-427-03 HIGH DUTY to stop the last loading pump when the tank level reaches 10-
COMPRESSOR CONTROL, operate following valves: 15cm from the finishing level or as agreed at the pre-loading
Open Spray header block valves CS750, CS751
meeting.
CS753, CS755
Position Description Valve
Open No.1 tank spray master valve CS154 n) When all the shore loading pumps have stopped, stop the HD
Open Vapour header valves CG872, CG871 compressors and prepare for the draining of the liquid lines to
Open No.2 tank spray master valve CS254
Open No.1 HD vapour inlet and outlet valves CG901, CG926 the final tank, No.4 for example.
Disconnect
loading Arms Disconnect and park arms
Topping off Fit blanks to ship's manifold
Terminal reduces flow rate in Engage storm locks flanges
1,000 m3/h stages progressively Fit blanks to liquid loading and
over a period of 1 hour CCR gives 15 minutes notice of vapour return arm flanges
topping off
Terminal stops flow at ship's
request
Remove
gangway Terminal staff action Ship's staff witness
Draining
Terminal shuts terminal liquid CCR shuts manifold liquid
loading valves loading valves
b) At the DCS Cargo Discharge graphic display screen T30-435- j) Carry out the final custody transfer.
02, use the trackball to set up for draining system back to final
tank. k) Open all tank valves to allow for warming up. These are
normally the master valves, filling valves, spray master valves
Position Description Valve and spray return valves.
Open Spray header return valve to the final tank CS459
l) Set up the LD compressor system for gas burning at sea.
Open Liquid filling valve to final tank CL410
(should still be open)
f) When gas readings obtained from a portable meter are less than
2% CH4 per volume at the vent cocks, all valves are closed and
the loading arms are ready to be disconnected.
M To
S105V Fire Line
3rd Deck
To Evaporator LS Pressure Pump
SW Supply
B103V Pumps B47V
To Fire, Bilge & GS To
Pumps Engine Room
Bilge Pump No.8 Side Water No.7 Side Water No.6 Side Water No.5 Side Water No.4 Side Water No.3 Side Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
BA41 FO Tank (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
PI PI (P & S)
To No.2 Side Water
Ballast Tank
Water Spray (Port and Starboard)
BA36 BA31
No.3 Ballast Pump Pumps FO Settling
BA40 No.1
(2,800m3/h) Tank Bow
(P & S) BA21 BA19 BA16 BA14 BA11 BA09 BA06 Water
BA30 Thruster
Ballast
Room
BA35 PI PI
BA25 BA02 Tank Fore Peak
Aft Peak BA38
PI BA23 BA13 (Centre) Tank
Tank
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA33 PI PI BA27 BA20 BA17 BA15 BA12 BA10 BA07 BA04
BA42
BA39 BA32 BA26
No.1 Ballast Pump BA43
(2,800m3/h)
Cargo Tank
DO NOT CLOSE THE SEA SUCTION VALVES S101V AND S105V,
THEY SUPPLY THE ENGINE ROOM SEA WATER COOLING SYSTEM
No.3 Cross
Water Ballast
Ballast Main
Typical Section Tank
Line (P & S)
g) It will now be necessary to set up the water spray pumps and the
eductors to remove the last of the ballast water.
Illustrations
023
CL
CL
013
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 700 772
CG 4 CL CG
C S05 Liquid Header
07 2
CG
Vapour Header 160 182
CS CR
034 159
CL 093 CS
CR 158
044 CS
CL 157
CS
170 156
CG CS
0 43
CL 063 059
033 CS CS 15 4
CL CS
112
CL
8 171
S06 CG
C
11 153
CL CS
060 750 110
CS CS CL 152
CS
109
CL
078
CG
71
Vapour to Shore C G8 260
CS
259
CS
258
CS
25 7
CS
270 25 6 No.1 Cargo
CG CS
751
CS
2 254 Tank
C L 21 CS
271
CG CL102
211
CL
210 3
CL S25 CL101
2 09 C
CL 252
CS
Spray Pump
460 787
CS CG Cargo Pump
459
CS
458
CS
45 7
CS
470 45 6
C L41
2 CG CS No.3 Cargo
454 Tank
CS
4 71
CG CL302
411 874
CL 453 CG
0 CS 051
C L4 1 45 2
873
CL301 CS
40 9 CS CG
CL
012
CL
8 72
CG 022
875 CL
CG 0 53
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
t
Mis tor
CG928 042 031
2 CG CL CL
p ara CG933
95
0
CG
8 76
Se CG904
915 041
CG CL
LD Comp. CS902
1 LN
G
CG935
CS901 Va
CG CG903 9 39
p ori
CG927
91
7 CG CG se
93
0 r
CG932
956
CG 914
CG
CG926
9 57
CG
2
er
CG931
H eat CG
9 47 CG902
913
LD CG
955
CG
HD Comp. 1 Key
905
87 7
9 46 CS Forcing CG938 Cargo Machinery
FWD
CG
CG er
ea t
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD Methane Vapour
HD Comp.
906
Engine Room CS
9 44
CG
b) Using No.3 spray pump, LNG is passed from the spray header
d) At the DCS graphic display screen T30-451-01 COMBUSTION to the forcing vaporiser via CS753 and CS754.
GAS SUPPLY, use the trackball to supply LNG vapour to the
LD compressor and heater. Select each valve in turn and at c) The LD compressor and cargo heater would normally be in
the relevant faceplate click on the OPEN soft key to open the operation supplying BOG to the boilers.
valve.
6.5.6 Ballasting
Illustrations
6.5.6a Ballasting
HEAVY INDUSTRIES CO.LTD
Arrival
Secure ship at jetty Main propulsion on standby
Pilot/loading master advises Hand over crew list Ship advises terminal of readiness
terminal on completion Display appropriate signage to start cooldown of loading arms
Cooldown
Cool down unloading arms
CCR advises terminal and sends
Use of main communication
Terminal advises ship when ready low flow of cargo via spray pump
equipment and radars prohibited
Hot work prohibited Cool both arms simultaneously
Observe port regulations until frosted over entire length
Connect arms
Vapour return arm connected first Start manifold water curtain
Position safety locks Loading strainers in place
Pressure test with N2 Manifold blanks removed
Inert to <1% O2
Connect pneumatic hose
023
CL
CL
013
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 159
CL CS
158
04 4 CS
CL 157
CS
G1
70 156
3 C CS
L 04
C
033 063 0 59
154
CL CS CS 2 CS
C L11
71
0 68 C G1
CS
11 153
CL CS
750
060 CS CL
110 15 2
CS 9 CS
10
CL
07 8
CG
8 71
Vapour to Shore CG
CS
260
259
CS
258
CS
257
CS
CS
256 No.1 Cargo
751
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
21 0 253
CL CS CL101
20 9 252
CL CS
7 53 52 36 0 CL202
CS CS
7 CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
S8 CL 352
C
30 9 CS
CL
7 07
CL
Spray Pump
460 78 7
CS CG Cargo Pump
4 59
CS
458
CS
457
CS
470 4 56
C L41
2 CG CS No.3 Cargo
454 Tank
CS
471
CG CL302
411 874
CL 4 53 CG
4 10 CS 051
CL 452 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
875 CL 011
CG 53 CL
C S0
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L 03
CG CS C
CL401
t
Mis tor
CG928 04 2 0 31
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 po
CG CG903 9 39 ris
91
7 CG
93
CG CG927 er
0
CG932
9 56
CG 9 14
CG
CG926
957
CG
2
ter Key
CG931
a CG902
He CG
947
913
LD CG
9 55
CG
944
CG
023
CL
CL
0 13
CS
052 Spray Header
774 771
Pressure Build-up CG CG
70 0 772
CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 159
CL CS
15 8
044 CS
CL 15 7
CS
17 0 156
CG CS
043
CL 063 59
033 CS CS
0 154
CL 2 CS
C L11
171
06 8 CG
CS
11 153
CL CS
60 7 50 110
CS
0 CS CL 15 2
9 CS
10
CL
078
CG
871
Vapour to Shore CG
CS
2 60
259
CS
25 8
CS
25 7
CS
2 70 256 No.1 Cargo
CG CS
75 1
CS
2 254 Tank
C L21 CS
271
CG CL102
211
CL
21 0 253
CL CS
20 9 252
CL101
CL
CS
75 3 75 2 36 0 CL202
CS CS CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
C S3 5
4
Tank
371
CG
311
CL 353
310 CS
8 01 CL 3 52
CS CS
3 09
CL
707
CL
Spray Pump
460
CS 78 7 Cargo Pump
4 59 CG
CS
458
CS
457
CS
470 456
C L41
2 CG CS No.3 Cargo
454 Tank
CS
47 1
CG CL302
411 3 8 74
CL 45 CG
4 10 CS 051
CL 4 52 873 CL301 CS
4 09 CS CG
CL
012
CL
872
CG 022
G8
75 CL 011
C 053 CL
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
16 06 4 03
CL401
C G9 LD Comp. CS CL
t
Mis tor
CG928 042
2 CG CL
a r a 95
0
Sep
CG933
876
CG CG904
91 5 04 1
CG CL
LD Comp. CS902 LN
1 G
CG935 Va
CS901 p ori
CG CG903 9 39 CG927 se
91
7 CG
93
CG r
0
CG932
956
CG 914
CG
CG926
9 57
CG
2 Key
r CG931
e ate 947
CG902
L DH CG
955
CG
913
CG
HD Comp. 1 Methane Liquid
905
8 77 CG
9 46 CS Forcing CG938 Cargo Machinery
CG
a ter 945 Vaporiser
CG901
Room FWD
He CG
Methane Vapour
Gas to Boilers in HD HD Comp.
9 06
Engine Room CS
9 44
CG
The cooldown procedure of the discharging arms follows the terminal’s Open Vapour manifold ESD valve CL071
procedure and is carried out using the ship’s spray pumps in co-operation with
the shore terminal. Reference should be made to the terminal’s cargo operation d) Start No.3 spray pump by clicking on the START/STOP icon
manual. in the T30-460-01 screen display to bring up the faceplate and
clicking on the START soft key.
On completion of testing the discharge arm connections, the vessel uses its
spray pump(s) to cool down the shore arms. e) The No.3 spray pump is started in sequence after the spray
discharge valve CS352 is opened, to allow minimum flow and
The ship/shore safety checks will have been completed; the BOG burning shut to cool down the spray header.
down, custody transfer completed and the ship/shore vapour line opened.
f) Once cooldown of the spray header to No.3 tank is complete,
the sequence automatically shuts in valve CS359 to allow the
Procedure for Cooling Down the Shore Liquid Arms remainder of the spray line to cool down.
a) Prepare the following manual valves: g) Once the spray header has cooled down, increase the flow rate
at shore terminal request.
Position Description Valve
Open No.1 starboard manifold cool down valve CS051 h) Once the shore arms are cooled down and the shore terminal
request the spray pump to be stopped, close the manifold cool
Open No.2 starboard manifold cool down valve CS053 down valves.
Open No.3 starboard manifold cool down valve CS062
Position Description Valve
Open Starboard manifold spray crossover valve CS061
Close No.1 starboard manifold cool down valve CS051
Open No.3 tank spray rail master CS354
Close No.2 starboard manifold cool down valve CS053
Open Spray line valves CS750, CS751
Close No.3 starboard manifold cool down valve CS062
CS753, CS755
i) Drain the spray line back to No.3 tank via valve CS359.
b) At the DCS graphic display screen T30-460-01 CARGO
SPRAY PUMPS AND LINES use the trackball to prepare the j) Leave No.3 tank spray master manual valve CS354 fully open
spray lines ready to cool down the shore arms and manifolds via and open the spray nozzle valve CS356, for venting of expanding
the spray header. Select each valve in turn and at the relevant liquid in the spray header.
faceplate click on the OPEN/CLOSE soft key to operate the
valve.
023
CL
CL
013
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 700 7 72
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
171
0 68 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
210 253
CL CS CL101
209
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
310 CS
8 01 CL 352
CS CS
30 9
CL
7 07
CL
Spray Pump
460 7 87
CS CG Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
4 71
CG CL302
411 874
CL 453 CG
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 e p ara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 pori
CG
91
CG903
CG
9 39 CG927 se
7 CG
93
0
r
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
H ea CG
947
CG902
913
LD 955
CG
CG Methane Liquid
HD Comp. 1
905
8 77 CG
9 46 CS Forcing CG938 Cargo Machinery
CG er FWD
eat
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD HD Comp. Methane Vapour Return from Shore
906
Engine Room CS
94 4
CG
Each terminal has its own procedures, which have to be strictly followed, c) At the DCS graphic display screen T30-435-02 CARGO If any fluctuations are observed on the motor ammeter or the pump discharge
regarding the following operations: DISCHARGE, use the trackball to set up for discharge. pressure gauge during final pumping, the discharge flow rate should be further
reduced until the readings stabilise. When the flow is throttled down to about
• Approaching the terminal
Position Description Valve 230m3/h the required non-pumpable suction height (NPSH) will be about
• Mooring 10cms. This level represents the minimum level attained by pumping.
Open Liquid header master valve on all tanks CL112, CL212
• Connecting CL312, CL412
Subject to trading patterns and charterer’s requirements a heel may be required
• Loading Ensure All discharge valves on automatic for maintaining the tank temperatures during the ballast voyage. The actual
• Disconnecting Open Liquid manifold ESD valves on the manifolds CL011 quantity is allowed for in the discharge plan and the pumps are stopped at the
used for discharge CL021 required ullages.
• Departure
(e.g. No.1, 2 and 3 starboard manifolds) CL031
To stop a pump, click on the pump icon in the T30-435-02 graphic screen
CAUTION display to bring up the faceplate and then click in the STOP soft key.
It is of the utmost importance that the cargo pumps are never allowed d) When the shore terminal is ready to receive cargo, start the first
to run dry, even for short periods, as this will result in motor failure. pump. Start No.1 pump by clicking on the START/STOP icon (Note: When the liquid level reaches 1 metre or less, avoid stopping the pump
A momentary loss of priming during cargo stripping should not be in the graphic screen display T30-435-01 CARGO PUMP to if at all possible until the cargo has been fully discharged. If the shore
considered the same as running a pump dry. Up to 30 seconds of bring up the faceplate and clicking on the START soft key. With facility is unable to accept the liquid for intermittent periods it is
operation with dry suction but with fluid in the discharge pipe will not the pump running and the shore terminal confirming that they better to keep the pump going and recirculate back into the tanks until
damage the pump or the motor. are receiving cargo, open the discharge valve slowly to obtain a discharge can be resumed and completed.)
discharge pressure of 2 bar.
Procedure for Discharging Cargo with Vapour Return from All LNG remaining in the downward leg of the loading arms and manifold
Shore e) Check the motor current at the ammeter, the current should be connection is to be drained to the tanks through the spray line assisted by
steady after the motor has been running for 3 seconds. During nitrogen pressure from ashore. The LNG and vapour manifolds are then
a) Prepare the following manual valves: starting, while the discharge line is being filled, the current purged with nitrogen until an acceptable hydrocarbon content is reached.
reading may be above normal.
Position Description Valve CAUTION
Open Manual vapour header block valves CG170, CG270 Do not exceed the maximum rated current by 50% for more than 2 or 3
CG370, CG470 seconds when the tank is full. If the running current after this time is more
than 150% above the maximum rated current, the overcurrent trip will
Open Manual vapour header vent block valve CG772
be activated and the pump stopped. Determine the cause of high current
Open Liquid manifold double shut valves CL012 (possible blockage) before attempting to restart.
on the manifolds used for discharge CL022
(e.g. No.1, 2 and 3 starboard manifolds) CL032 f) Start the remainder of the cargo pumps according to shore
terminal instruction. Once all the pumps are in operation,
change to graphic screen T30-435-02 and adjust the discharge
Vapour Return valves to obtain the required flow, pressure and or amps. As a
b) At the DCS graphic display screen T30-465-01 CARGO guide use 40-41amps with a back pressure of 6 bar this will
VAPOUR HEADER VENT CONTROL, use the trackball to achieve maximum flow rate.
open the following vapour valves. Select each valve in turn and
at the relevant faceplate click on the OPEN soft key to open the g) Request the shore terminal to supply return gas to the ship.
valve.
Terminal Ship
Start
Terminal confirms readiness Ship's CCR must notify terminal of
discharge
all activities
Terminal supplies return gas
at ship's request Ship's CCR confirms readiness Terminal Ship
and starts first cargo pump Final CTS
gauging Final CTS gauging by Final CTS gauging by ship's
Progressively increase loading rate loading master designated cargo officer
to full rate by mutual agreement
with terminal Complete documentation Complete documentation
Stop water
curtain Ship's staff action
Reducing
Ship must advise terminal at
Disconnect
1 hour and 30 minutes before Disconnect and park arms Remove strainers and fit blanks
arms
reducing unloading rate to ship's manifold flanges
Engage storm locks
Fit blanks to liquid loading and
vapour return arm flanges
Ship must advise terminal at
2 hours and 1 hour before
stopping cargo pumps Carry out
safety checks Terminal staff jointly with ship's Ship's staff work through terminal
staff safety check list jointly with
terminal staff
Stopping Ship stops cargo pumps: Fit blanks to liquid loading and
Discharge complete vapour return arm flanges
Close Liquid manifold double shut valves CL012 i) Disconnect the liquid and vapour arms.
on the manifolds used for discharge CL022
(e.g. No.1, 2 and 3 starboard manifolds) CL032 (Note: Disconnection of the liquid arms may be carried out before purging of
Open Spray line crossover valves CS750, CS751 the vapour arm depending on the terminal’s preference.)
Open Spray block valves to No.4 tank CS460, CS454 j) Carry out the final custody transfer.
b) At the DCS Cargo Discharge graphic display screen T30-435- k) Open all tank valves to allow for warming up. These are
02, use the trackball to set up for draining system back to final normally the master valves, filling valves, spray master valves
tank. and spray return valves.
f) When gas readings obtained from a portable meter are less than
1.2% CH4 per volume at the vent cocks, all valves are closed
and the loading arms are ready to be disconnected.
023
CL
01 3
CS
052 Spray Header
CL
774 771
Pressure Build-up CG CG
0 79 700 7 72
CG CL CG
0 54 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 063 0 59
154
CL CS CS 2 CS
C L11
17 1
068 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
210 25 3
CL CS
CL101
209 25 2
CL CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
C S8 CL 352
30 9 CS
CL
7 07
CL CG
78
7
Spray Pump
460
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
47 1
CG CL302
411 874
CL 453 CG
4 10 CS CL301 051
CL 45 2 73 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042
2 CG CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CG903
CS901 pori
CG 39
91 CG CG
9 CG927 se
7 93
0 r
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
e a 947
CG902
DH CG 13
G9
L CG
955
C
Methane Liquid
HD Comp. 1
905
877 946 CS Forcing CG938 Cargo Machinery
FWD
CG
CG
er
eat
CG901
H CG
945 Vaporiser Room Methane Vapour
Gas to Boilers in HD HD Comp.
906
Engine Room CS
94 4
CG
(Note: Ensure that the vaporiser has been warmed through before introducing j) Shut down the vaporiser and valves. At the DCS Cargo
cold LNG liquid to avoid thermal shock.) Vaporiser graphic display screen T30-424-01, use the trackball
to close down the vaporiser.
a) Adjust the set point of the temperature control valve to +20°C.
Position Description Valve
b) Adjust the set point of the pressure control valve to 60mbar (or Close Vaporiser inlet from spray header CS901
the required value).
Close Vaporiser bypass valve CS902
c) Prepare the following manual valves:
k) Close the following manual valves:
Position Description Valve
Position Description Valve
Open Spray/liquid manifold crossover valve CS064
Close Vaporiser valve outlet CG950
Open Supply to LNG vaporiser block valve CS065
Close Vaporiser outlet valve to vapour header CG873
d) At the DCS graphic display screen T30-424-01 CARGO
VAPORISER, use the trackball to prepare the LNG vaporiser l) Drain and purge the lines and arms as in section 6.5.4.
for use. Select each valve in turn and at the relevant faceplate
click on the OPEN soft key to open the valve (see section 4.6 m) Disconnect the liquid and vapour arms.
LNG Vaporiser).
(Note: Disconnection of the liquid arms may be carried out before purging of
Position Description Valve the vapour arm depending on the terminal’s preference.)
Auto Vaporiser inlet valve from spray header CS901
n) Carry out the final custody transfer.
Auto Vaporiser bypass valve CS902
M To
S105V Fire Line
3rd Deck
To Evaporator LS Pressure Pump
SW Supply
B103V Pumps B47V
To Fire, Bilge & GS To
Pumps Engine Room
Bilge Pump No.8 Side Water No.7 Side Water No.6 Side Water No.5 Side Water No.4 Side Water No.3 Side Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
BA41 FO Tank (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
PI PI (P & S)
To No.2 Side Water
Ballast Tank
Water Spray (Port and Starboard)
BA36 BA31
No.3 Ballast Pump Pumps FO Settling
BA40 No.1
(2,800m3/h) Tank
BA21 BA19 BA16 BA14 BA11 BA09 Bow
(P & S) BA06 Water
BA30 Thruster
Ballast
Room
BA35 PI PI
BA25 BA02 Tank Fore Peak
Aft Peak BA38
PI BA23 BA13 (Centre) Tank
Tank
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA33 PI PI BA27 BA20 BA17 BA15 BA12 BA10 BA07 BA04
BA42
BA39 BA32 BA26
No.1 Ballast Pump BA43
(2,800m3/h)
Cargo Tank
DO NOT CLOSE THE SEA SUCTION VALVES S101V AND S105V,
THEY SUPPLY THE ENGINE ROOM SEA WATER COOLING SYSTEM
No.3 Cross
Water Ballast
Ballast Main
Typical Section Tank
Line (P & S)
From the cargo control room all the ballast valves can be controlled from the
DCS graphic display screens, except the ship’s side sea valves and fore peak
(Note: The following procedure is offered as a guide only and depends on the
ballast overboard valve being below the sea level.)
Illustrations
Most of the operations are controlled from the DCS AUTOMATIC SPRAY
CONTROL graphic display screen T30-460-02. However, when the SPRAY
INHIBIT is set to the ON position, using the trackball and faceplate, it is
possible to select MANUAL for each spray pump and valve from the graphic Spray Nozzle Flow Capacity Data
display screen T30-460-01 CARGO SPRAY PUMPS AND LINES and operate
items individually. No.1 Line: 538 WL x 4 each, 530 WL x 6 each
FLOW RATE FOR EACH LINE No.2 Line: 538 WL x 2 each, 530 WL x 2 each, 519 WL x 2 each
No.3 Line: 519 WL x 2 each
The spray inhibitor is related to the automatic ramp system and in this condition
kg/cm2
would allow the operator to use the spray pumps for another purpose. 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Type
The pump starter is forced to the AUTO condition when SPRAY INHIBIT 519L 6.484 9.378 11.642 13.422 14.796 16.138 17.26 18.404 19.446 20.376
OFF is selected.
560L 3.428 4.932 6.104 7.034 7.778 8.49 9.096 9.686 10.22 10.714
During the first part of the cycle, when automatic spraying is taking place,
the NBO is automatically adjusted by the system to maintain the ramp and 538L 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772
reduce the tank pressure to the required point ready to restart the cycle in the
daylight.
COMBINED FLOW RATE (BY LNG)
It is also possible to select MANUAL for the spray cycle (providing the Bar. G
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
SPRAY INHIBIT is set to the OFF position). The pumps can now be started Type
and stopped from the AUTOMATIC SPRAY CONTROL screen T30-460-02.
No.1+2+3 11.448 16.494 20.414 23.528 26.002 28.380 30.400 32.390 34.194 35.862
The nozzle valves will continue to operate in the automatic mode, opening and
No.1+2 9.912 14.310 17.746 20.456 22.574 24.628 26.356 28.090 29.666 31.090
closing according to the pump operation and in accordance with the average
equatorial ring temperature requirements.
No.1+3 8.020 11.562 14.310 16.494 18.224 19.890 21.304 22.704 23.974 25.148
No.1 6.484 9.378 11.642 13.422 14.796 16.138 17.260 18.404 19.446 20.376
No.2+3 4.964 7.116 8.772 10.106 11.206 12.242 13.140 13.986 14.748 15.486
No.2 3.428 4.932 6.104 7.034 7.778 8.490 9.096 9.686 10.220 10.714
No.3 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772
023
CL
013 CS
052 Spray Header
CL
774 771
Pressure Build-up CG CG
07 9 700 772
CG CL CG
054 Liquid Header
CS
07 2
CG
Vapour Header 160
CS
034 159
CL CS
158
04 4 CS
CL 1 57
CS
170 1 56
CG CS
043
CL 063 059
033 CS CS 154
CL CS
112
CL
171
068 CG
CS
11 15 3
CL CS
750
060 CS CL
110 152
CS 9 CS
C L10
078
CG
8 71
Vapour to Shore CG
CS
260
259
CS
25 8
CS
257
CS
270 256 No.1 Cargo
51 CG CS
7
CS
212 CS
254 Tank
CL
27 1
CG CL102
211
CL
21 0 3
CL 9 C S25 CL101
20 252
CL CS
53 52 3 60 CL202
CS
7
CS
7 CS
359
CS
3 58
CS
7 54 CG 357
CS 37 CS
0
356 CL201
S7
55 CS No.2 Cargo
C
CL
31 2
CS
35 4
Tank
3 71
CG
311
CL 3 53
3 10 CS
801 CL 352
CS CS
3 09
CL
7 07
CL
Spray Pump
46 0 787
CS CG
CS
459 Cargo Pump
4 58
CS
457
CS
470 456
CL
41 2 CG CS No.3 Cargo
454 Tank
CS
71
C G4 CL302
411 3 74
CL 45 8
CS CG 051
410 452
CL301 CS
CL 8 73
409 CS CG
CL
012
CL
8 72
CG 022
G8
75 CL 011
C 053 CL
CS
021
CL
77
No.4 Cargo 061 C G0
CG929 CS
Tank 062
CG934 CS 071
CG
CL402 065
CS
16 064 0 32
CL401
CG
9 LD Comp. CS CL
t
Mis tor
CG928 042 03 1
2 CG CL CL
a r a 95
0
Sep
CG933
876
CG CG904
9 15 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 p ori
CG
91
CG903
CG
939 CG927 se
7 CG
93
0
r
CG932
9 56 9 14
CG CG
CG926
9 57
CG Key
2
ter
CG931
e a 47 CG902
DH
9 13
CG G9
L CG
9 55
C
9 44
CG
h) Once the pipelines are cooled down, the flow rate can be
Preparation for Cooling Down Cargo Tanks increased from the T30-460-01 graphic screen display, by
opening up the spray nozzles on No.1, 2 and 4 tanks and
a) From the DCS graphic display screen T30-460-02 AUTOMATIC shutting the nozzles on No.3 tank, ensuring that the pressure
SPRAY CONTROL set the SPRAY INHIBIT to the ON position, build up is controlled at all times. In an emergency or critical
using the trackball and faceplate. situation, excess pressure can be vented through valves CG772
and CG771 to No.1 vent mast.
b) At the DCS graphic display screen T30-460-01 CARGO SPRAY
PUMPS AND LINES, use the trackball to select MANUAL to i) The cargo tank is ready for loading when the temperature of
prepare the spray lines ready to cool down the spray header the tank shell at the equator has dropped to at least -120°C.
using No.3 tank spray pump. Select each valve in turn and at This temperature represents a total cooling down time of
the relevant faceplate click on the OPEN soft key to open the approximately 16 hours.
valve.
CAUTION
Position Description Valve Tank pressure is to be closely monitored and the cooldown rate is not to
Open No.3 spray pump discharge approximately 15% CS352 exceed -9ºC per hour measured at the equatorial ring, as flow is increased,
to avoid tank shell thermal stress.
Open No.3 tank No.1 spray inlet valve 100% CS356
Open No.1 tank No.1 spray inlet valve 5% CS156
Open No.2 tank No.1 spray inlet valve 5% CS256
Open No.4 tank No.1 spray inlet valve 5% CS456
Illustrations
023
CL
01 3
CS
052 Spray Header
CL
774 771
Pressure Build-up CG CG
079 700 77 2
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L 04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
171
0 68 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
10 9
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
27 0 256 No.1 Cargo
CG CS
7 51
CS
212 CS
254 Tank
CL
27 1
CG CL102
211
CL
21 0 25 3
CL CS CL101
20 9
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
C S8 CL 352
30 9 CS
CL
7 07
CL
Spray Pump
787
460 CG
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
45 6
C L4 1
2 CS No.3 Cargo
4 54 Tank
CS
4 71
CG CL302
411 874
CL 4 53 CG
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L 03
CG CS C
CL401
t 042
Mis tor
CG928
2 CG CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 pori
CG
91
CG903
CG
9 39 CG927 se
7 CG
93
0
r
CG932 Key
9 56
CG 9 14
CG
CG926
957
CG
2 Methane Liquid to Shore
r CG931
e ate 947
CG902
L DH CG
955
CG
913
CG
HD Comp. 1
905 Methane Vapour from Shore
877 CG
9 46 CS Forcing CG938 Cargo Machinery
CG
ter CG901
FWD
H ea CG
945 Vaporiser Room
Gas to Boilers in HD HD Comp.
906 Draining Liquid to Link to Tank No.4
Engine Room CS
944
CG
023
CL
CL
01 3
CS
052 Spray Header
774 771
Pressure Build-up CG CG
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 159
CL CS
158
04 4 CS
CL 157
CS
G1
70 156
3 C CS
L 04
C 3 063 0 59
154
CL
03 CS CS 2 CS
C L11
71
0 68 C G1
CS
11 153
CL CS
750
060 CS CL
110 15 2
CS 9 CS
10
CL
07 8
CG
8 71
Vapour to Shore CG
CS
260
259
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
751
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
21 0 25 3
CL CS
CL101
20 9 25 2
CL
CS
7 53 52 36 0 CL202
CS CS
7 CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
CS
8 CL 352
787 30 9 CS
CG CL
7 07
CL
Spray Pump
460
CS Cargo Pump
4 59
CS
458
CS
457
CS
470 4 56
C L41
2 CG CS No.3 Cargo
454 Tank
CS
47 1
CG CL302
411 874
CL 4 53 CG
4 10 CS CL301 051
CL 452 873 CS
4 09 CS CG
CL
012
CL
8 72
CG 022
875 CL
CG 53
C S0
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
CR
090
t
Mis tor
CG928 04 2 0 31
CG935 2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902 LN
1 G
Va
CG935
CS901 p ori
CG CG903 9 39 se
91
7 CG
93
CG CG927 r
0
CG932
9 56
CG 9 14
CG
CG926
957
CG
2
ter Key
CG931
a CG902
He CG
947
913
LD CG
9 55
CG
HD Comp. 1
905 Nitrogen
87 7 94 6 CS Forcing CG938 Cargo Machinery
FWD
CG
CG
ea ter 945 Vaporiser
CG901
Room
H CG
Gas to Boilers in HD 6 HD Comp.
90
Engine Room CS
944
CG
f) After the spray pump is started, discharge valve CS152, is d) On completion of vapour purging of the liquid manifolds,
slowly opened into the spray header and commences discharge close the vapour manifold and carry out a vapour purge.
to No.4 cargo tank. The hydrocarbon content in the liquid and vapour manifold
connections at the purge valves should be confirmed as 2% or
g) Whenever possible, the spray pumps should be started early below.
enough to avoid any possible starting problems due to very low
tank levels (0.7m is present starting block) preferably around e) When gas readings obtained from a portable meter are less than
1m. 1.0% CH4 per volume at the vent cocks, all valves are closed
and the loading arms are ready to be disconnected.
h) When the spray pump loses suction, stop it and change to the
next tank. f) Close the vapour manifold ESDS valve CG071 for nitrogen
purging of the vapour arm.
i) When all pumpable cargo has been stripped to the final tank,
discharge as much as possible with main cargo pumps then strip g) Close the vapour crossover valve CG078 and open the vapour
ashore with the spray pump. manifold drain valve. Purge the connection with nitrogen and
when gas readings obtained from a portable meter are less than
j) When all pumpable cargo has been stripped ashore, drain 1.0% CH4 per volume at the vent cocks, all valves are closed
the system back to the final tank. All LNG remaining in the and the vapour arm is ready to be disconnected.
downward leg of the shore arms and at the manifold connection
is to be drained to the tanks through the spray line assisted by h) Disconnect the liquid and vapour arms.
nitrogen pressure from ashore. The LNG and vapour manifolds
are then purged with nitrogen until an acceptable hydrocarbon (Note: Disconnection of the liquid arms may be carried out before purging of
content is reached. the vapour arm depending on the terminal’s preference.)
023
CL
01 3
CS
052 Spray Header
CL
77 4 771
Pressure Build-up CG CG
079 700 7 72
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
88 71
0 68 C R2 G1
CS C
11 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
27 1 CL102
CG
211
CL
210 3
CL 25 CL101
209 CS
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
310 CS
801 CL 352
CS CS
30 9
CL
7 07
CL
Spray Pump
787
460 CG
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
471
CG CL302
411 874
CL 453
4 10 CS CG 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902 LN
1 G
Va
CG935
CS901 po
CG903 ris
CG
91
7 CG CG
9 39 CG927 er
93
0
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
a CG902
He CG
947
913
LD CG
955
CG
94 4
CG
The maximum amount of cargo should be discharged from all the tanks to
Position Description Valve Position Description Valve
reduce the time necessary to vaporise the remaining liquid. The ship returns
to sea and the tanks are circulated with warm vapour supplied through the Set Flow control valve CG944 Open No.1 tank liquid master valve CL112
loading lines by the HD compressor, via the gas heater, at a maximum outlet Open No.2 tank liquid master valve CL212
Set Temperature control valve CG945
temperature of 80ºC. The remaining LNG is vaporised and the excess vapour
generated will be burnt in the boilers. During this time, insulation and hold Open No.3 tank liquid master valve CL312
space pressures must be carefully monitored, as pressures will increase due to CAUTION
Open No.4 tank liquid master valve CL412
warming up. Warming up is considered complete when the temperature of the When returning heated vapour to the cargo tanks, the temperature at the
tank equator is above -20ºC (tank wall temperature approximately +5ºC). The heater outlet should not exceed +80°C. This is to avoid possible damage to Open No.1 tank liquid filling valve CL110
warming up operation should normally take about 54 hours. the cargo piping insulation and cargo valves. Open No.2 tank liquid filling valve CL210
f) Set up the HD compressors in the MANUAL mode (see section Open No.3 tank liquid filling valve CL310
Tank warm-up is part of the gas freeing operations carried out prior to a dry
docking or when preparing tanks for inspection purposes. 4.4.1 HD Compressors) to discharge vapour to the liquid header Open No.4 tank liquid filling valve CL410
via the vapour/liquid connection line. Select AUTO mode at
the graphic display screens T30-427-01 and 02. The READY Open Vapour suction main crossover valve CG872
The duration of the warm-up operation depends on both the amount and
the composition of liquid remaining in the tanks and the temperature of the TO START display is illuminated and the unit is on standby for Open No.1 HD compressor suction valve CG901
tanks. discharge to the liquid header.
Open No.2 HD compressor suction valve CG902
Initially, the tank temperatures will rise slowly as evaporation of the LNG g) Prepare the following manual valves. Open HD heater inlet valve CG938
proceeds, accompanied by high vapour generation and venting. On completion
of evaporation, tank temperatures will rise rapidly and the rate on venting will i) Start the HD compressor(s) from the DCS graphic screen T30-
fall to between 1,000 and 2,000m3/h at steadily increasing temperatures. 427-03 HIGH DUTY COMPRESSOR CONTROL, by clicking
on the START/STOP icon in the screen display to bring up the
Temperatures within the tank are monitored via the DCS system. faceplate and clicking on the START soft key.
Gas burning should continue as long as possible, normally until all the liquid j) Send boil-off gas to the boilers. Carry out a steam dump to
has evaporated, venting has ceased and the tank pressures start to fall. obtain stable boiler combustion.
023
CL
01 3
CS
052 Spray Header
CL
77 4 771
Pressure Build-up CG CG
079 700 7 72
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
88 71
0 68 C R2 G1
CS C
11 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
27 1 CL102
CG
211
CL
210 3
CL 25 CL101
209 CS
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
310 CS
801 CL 352
CS CS
30 9
CL
7 07
CL
Spray Pump
787
460 CG
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
471
CG CL302
411 874
CL 453
4 10 CS CG 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902 LN
1 G
Va
CG935
CS901 po
CG903 ris
CG
91
7 CG CG
9 39 CG927 er
93
0
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
a CG902
He CG
947
913
LD CG
955
CG
94 4
CG
n) Stop the warm up. Shut off steam to the gas heater and allow
circulation for 10 minutes.
The excess vapour pressure in the tanks can also be vented to atmosphere
through No.1 vent using the pressure build up line instead of the liquid header
crossover.
CL700
CG772
CG771
CL111
CL401 CL402 CL301 CL302 CG CL202 CL101 CL102
CL201
077 CL109
CL041 CL031 CL021 CL011
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
CS906
Comp.
Inert Gas
CS905 CG079
CG957 CG934 CG929 CG904 CL044 CL034 CL024 CL014
CL700
CG772
CG771
CS906
Comp. Inert Gas
CS905
CG957 CG934 CG929 CG904 CL044 CL034 CG079 CL024 CL014
Dry Air
CG956 CG947 CG915 No.1 LD CR098 CR093 CR087 CR083
To Boiler in LD Comp.
Engine Room Heater CG939
CL CL
043 CG072 023
CG933 CG928 CG903
CG946 CL CN CL
CS CS CS CS
033 080 013
CG935 068 063 054 052
CG914 No.2 HD
CG955 CG945 Comp.
HD
From Inert Gas Heater CG938 CG932 CG927 CG902 LNG Supply to
Generator in CG944 LNG Vaporiser
Engine Room CR LNG Vaporiser CG913 No.1 HD Vapour
981
Comp. CS Return
801
CG931 CG926 CG901 Spray Main
CG
950 CG871
Pressure Build-up Main
CS901
CR092
Liquid Main
From Nitrogen CS902
CG872 CS059
Generator in Vapour Main
Engine Room CR712
CG876 CS CS060 Nitrogen Bleed
CS754 CG875 752
CR
Vapour Suction Main 711 Inert Gas/Air
CR
CG874 CG873 CR713 CR
Nitrogen Purge Exhaust 716 CR CS751
CG078
CS755 710
to No.4 Vent Mast from 717 CS753 CS750
CL
Fuel Gas Line 707 CR715 CG787 CG774
CR714
CL700
CG772
CG771
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
At the DCS graphic display screen T30-422-09 CARGO TANK INERTING Open No.2 vapour valve CG270
AND AERATION open the faceplate for INERTING/AERATION and click Open No.3 vapour valve CG370
on AERATION the bend at the manifold change to connect from the Inert Gas
Open No.4 vapour valve CG470
line to the Vapour manifold.
a) Connect the spool piece between the inert gas manifold and the f) When the oxygen content is satisfactory (approximately 20%)
port vapour line manifold. and the dew point is down to -45°C, open valve H-11 to allow
the dry-air to pass into the main aeration header and close valve
b) Prepare the inert gas generator in the MANUAL mode to supply H-2 (discharge to atmosphere). Adjust the liquid header manual
dry-air then switch over to AUTO. The IG generator indicator valve to No.1 vent mast to maintain a pressure of 70 to 80mbar
panel will now show the unit is ready for use. in the cargo tanks.
c) At the DCS graphic display screen T30-422-09 CARGO TANK g) Monitor the dew point of each tank by taking a sample at the
INERTING AND AERATION, use the trackball to prepare the vapour domes. When the dew point is -25°C or less, close the
cargo tanks ready for aerating. Select each valve in turn and at filling and vapour valves of the tank.
the relevant faceplate click on the OPEN soft key to open the
valve. h) When all the tanks and pipework have been dried out, continue
to aerate until the tanks have been checked by a qualified
Position Description Valve chemist and a Fit for Entry certificate has been issued.
Open No.1 tank liquid master valve CL112
i) During aeration flush through the upper cargo tank sampling
Open No.1 tank filling valve CL110 point to clear the dome area.
Open No.2 tank liquid master valve CL212
Open No.2 tank filling valve CL210
Open No.3 tank liquid master valve CL312
Open No.3 tank filling valve CL310
Open No.4 tank liquid master valve CL412
Open No.4 tank filling valve CL410
CS906
Comp.
Dry Air
Dry Air
CS905
CG957 CG934 CG929 CG904 CL044 CL034 CG079 CL024 CL014
Generator in CG944
Engine Room CR LNG Vaporiser CG913 No.1 HD
981
Comp. CS
801
CG931 CG926 CG901 Spray Main
CG
950 CG871
Pressure Build-up Main
CS901
CR092
Liquid Main
From Nitrogen CS902
CG872 CS059
Generator in Vapour Main
Engine Room CR712
CG876 CS752
CS060 Nitrogen Bleed
CS754 CG875 CR
711 Inert Gas/Air
CR
CG874 CG873 CR713 CR
Nitrogen Purge Exhaust 716 CR CS751
CG078
CS755 710
to No.4 Vent Mast from 717 CS753 CS750
CL
Fuel Gas Line 707 CR715 CG787 CG774
CR714
CL700
CG772
CG771
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
During the aeration of the cargo tanks the aeration of the various pipelines
can be carried out at the same time.
The graphic display screen, SHIP OVERVIEW OV0001, gives entry to the
graphic screens for the Cargo, Spray lines, Compressors, Heaters, Nitrogen
and Inert Gas systems, from which the relevant line sections can be accessed
to allow purging with inert gas and air drying.
e) When all the tanks and pipework have been dried out, continue
to aerate until the tanks have been checked by a qualified
chemist and a Fit for Entry certificate has been issued.
7.2 Water Leakage to Cargo Hold Spaces 7.3.1a Emergency Discharge of Cargo
7.2.1 Use of Eductors for Water Removal 7.5.1a One Tank Warm-Up
7.6.3 Mooring
7.6.5 Unmooring
Forcing CG917
Vaporiser
CG930
No.1 LD Key
CG916
CS906
Comp.
CS905 Inert Gas
CG957 CG934 CG929 CG904 CL044 CL034 CG079 CL024 CL014
CL700
CG772
CG771
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
7.1.1 INERTING HOLD IN CASE OF CARGO LEAK a) Start the inert gas production (see section 4.7.1, Inert Gas
CONDITION Generator). The IG generator indicator panel will now show the
unit is ready for use.
A serious failure of the tank structure, allowing liquid into the insulation space
or hold space, will be indicated as follows: b) At the DCS graphic display screen T30-422-09 CARGO TANK
INERTING AND AERATION, use the trackball to prepare the
1) A rapid increase in the methane content of the affected space. hold space ready for inerting. Select each valve in turn and at
the relevant faceplate click on the OPEN soft key to open the
2) Low temperature alarms at the temperature sensors in the valve.
surrounding areas.
Position Description Valve
3) A general lowering of inner hull steel temperatures.
Open No.3 hold IG inlet valve IG302
4) Possible liquid alarms in the surrounding areas.
c) Connect a flexible cargo hose between the hold space manual
5) Possible gas alarms in the surrounding areas. vent valve IG301 situated on the top of the hold space, to the
flange on No.3 vent riser.
Any liquid flow from the upper hemisphere will be collected in the drain
channel formed by the upper ring stiffener of the skirt. There are four drain d) Start the inert gas production. When the oxygen content is
pipes, port, starboard, forward and aft of the tanks, which lead any cargo satisfactory (approximately 2% or less) use the trackball to open
leakage to the catch basin. Any liquid flow in the lower hemisphere will be valve H-11, which allows the inert gas to pass into the main
led to the catch basin by a drain pipe at the south pole. aeration header and close valve H-2 (discharge to atmosphere).
Any liquid collecting in the catch basin will raise a liquid alarm via the DCS e) Once a steady flow of inert gas with a low oxygen content has
system. Whether the liquid is LNG cargo due to a tank leakage, or water due been established, it is possible to set up the unit to run in the
to leakage from the water ballast tanks, can be determined by observing the gas automatic mode.
detector and the temperature indicators. A low temperature (-100º to -163ºC for
LNG) indicates cargo leakage, while temperatures above 0ºC indicate water f) Take samples from the outlet pipe sample point at the top of the
leakage. hold space to test for hydrocarbon content, and verify that the
oxygen content of the inert gas remains below 1%.
If the leakage of cargo into the hold space is observed, the oxygen content
of this space must be reduced to below the explosive limit by the use of g) When the hydrocarbon content sampled from the hold space
inert gas or nitrogen. outlet falls below 1.5%, shut in the space, stop the inert gas
supply and shut down the inert gas plant.
Inert gas is introduced via the hold space aeration header to the hold space
bottom and is exhausted to the atmosphere from the top of the hold space.
Bilge Well
Fire Main Line Cargo Tank
Scupper Pipe
(Port & Starboard)
For Pipe Duct
Forward
L.W.L.
Elevation
For Pipe Side WB Side WB
Duct Aft Tank Tank
Elevation From
Fire Main Pipe Duct
From
Under Deck Passage Fire Main
Cofferdam
Discharge Overboard
Settling Discharge
FO
Tank.
Engine Room Tank
(P&S)
Void
Cooling Water (For Void) Centre No.1
Tank BG-25 BG-13 WB Tank
Pipe (Centre)
Duct
Void
Rope Space
BG-28 BG-26
Expanded Metal Wall
Bilge Shore
Connection
(P&S)
To reduce the risk of damage from leakage, each cargo tank hold space is
provided with water/leakage detection units.
Any liquid collecting in the sump will raise a liquid alarm via the DCS
system. Whether the liquid is LNG cargo due to a tank leakage, or water due
to leakage from the water ballast tanks, can be determined by observing the gas
detector and the temperature indicators. A low temperature (-100º to -163ºC for
LNG) indicates cargo leakage, while temperatures above 0ºC indicate water
leakage.
A bilge ejector is installed in the sump to empty the area when required. If the
hold space has to be emptied of water, the procedure is as follows:
b) Set up the fire and bilge pump to supply water to the eductor
supply line from the SHIP SIDE VALVES graphic display
screen T30-408-04 and FIRE PUMP SYSTEM T30-447-01.
d) Start the fire and bilge pump. Water is drained from the sump
and discharged overboard valve.
CL700
CG772
CG771
CS CG CG
470 NG304 270 170
CL CS CL CL
CL 370
CS359 CG CS259 CS159
412 CS459 312 212 271 112
CG CG CG
471 371 171
CS458 CS358 CS258 CS158 CS154
CS254
CS454
CL411 CS457 CL311 CS357 CS354 CL211 CS257 CL111 CS157
CS153
CS453 CS353
CS253
CS456 CS356 CS256 CS156
CL410 CL310 CS056 CL210 CL110
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
CL700
CG772
CG771
CS CG CG
470 NG304 270 170
CL CS CL CL
CL 370
CS359 CG CS259 CS159
412 CS459 312 212 271 112
CG CG CG
471 371 171
CS458 CS358 CS258 CS158 CS154
CS254
CS454
CL411 CS457 CL311 CS357 CS354 CL211 CS257 CL111 CS157
CS153
CS453 CS353
CS253
CS456 CS356 CS256 CS156
CL410 CL310 CS056 CL210 CL110
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
h) Start sending LNG to the vaporiser with No.3 spray pump and
Position Description Valve
start the No.1 HD compressor.
Open No.2 cargo tank vapour header valve CG270
Position Description Valve
Close No.3 tank spray return valve CS359
g) Liaison with shore personnel to arrange for pilot and tugs and
additional support.
i) The vessel would either move away from the berth to a safe
area, under its own power with assistance of a standby tug or
with additional tugs/pilot summoned from shore.
023
CL
01 3
CS
052 Spray Header
CL
774 771
Pressure Build-up CG CG
700 7 72
CL CG
0 54 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
170 156
3 CG CS
L04
C 3 063 0 59
154
CL
03 CS CS 2 CS
C L11
71
G1
068 C
CS
111 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51 212
CS CL
CS
254 Tank
27 1
CG CL102
211
CL
210 253
CL CS CL101
209 252
CL CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
71
C G3
311
CL 353
310 CS
8 01 CL 352
CS CS
787 30 9
CG CL
7 07
CL
Spray Pump
460
CS Cargo Pump
4 59
CS
4 58
4 80 CS
CR 4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
47 1
CG CL302
CG
411 874
CL 453
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
t
Mis tor
CG928 042 031
2 CG CL CL
76 epara CG933
95
0
CG
8
S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CG903
CS901 pori
CG 39
91 CG CG
9 CG927 se
7 93
0 r
CG932
9 56
CG 914
CG
CG
957
CG926
Key
2
ter
CG931
H ea CG
947
CG902
913
LD CG
955
CG
Cold Vapour
HD Comp. 1
905
87 7 946 CS Forcing CG938 Cargo Machinery
FWD
CG
CG
er
eat
CG901
H CG
945 Vaporiser Room Warm Vapour
Gas to Boilers in HD HD Comp.
906
Engine Room CS
94 4
CG
023
CL
01 3
CS
052 Spray Header
CL
774 771
Pressure Build-up CG CG
700 7 72
CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C 3 06 3 0 59
154
CL
03 CS CS 2 CS
C L11
71
G1
0 68 C
CS
111 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51 212
CS CL
CS
254 Tank
27 1
CG CL102
211
CL
210 253
CL CS CL101
209 252
CL CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
71
C G3
311
CL 353
310 CS
801 CL 352
CS CS
787 30 9
CG CL
7 07
CL
Spray Pump
460
CS Cargo Pump
4 59
CS
4 58
4 80 CS
CR 4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
47 1
CG CL302
CG
411 874
CL 453
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CG903
CS901 pori
CG 39
91 CG CG
9 CG927 se
7 93
0 r
CG932
9 56
CG 914
CG
CG
957
CG926
Key
2
ter
CG931
H ea CG
947
CG902
913
LD CG
955
CG
Cold Vapour
HD Comp. 1
905
87 7 9 46 CS Forcing CG938 Cargo Machinery
FWD
CG
CG
er
eat
CG901
H CG
945 Vaporiser Room Warm Vapour
Gas to Boilers in HD HD Comp.
906
Engine Room CS
94 4
CG
i) Send boil-off gas to the boilers. Carry out a steam dump and
vent control in parallel to obtain stable boiler combustion.
l) Stop the warm up. Shut off steam to the gas heater and allow
circulation for 10 minutes.
CS906 Comp.
CS905
Inert Gas
CG957 CG934 CG929 CG904 CL044 CL034 CG072 CL024 CL014
CL700
CG772
CG771
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
CS906
Comp.
Inert Gas
CS905
CG957 CG934 CG929 CG904 CL044 CL034 CG072 CL024 CL014
CG956 CG947 CG915 No.1 LD CR098 CR093 CR087 CR083 Dry Air
To Boiler in LD Comp.
Engine Room Heater CG939
CL CL
043 CG079 023
CG933 CG928 CG903
CG946 CL CS CL CS
CS CS
068 033 063 054 013 052
CG935
CG914 No.2 HD
CG955 CG945 Comp.
HD
Heater CG938 CG932 CG927 CG902 LNG Supply to
From Inert Gas
LNG Vaporiser
Generator in CG944
Engine Room CR LNG Vaporiser CG913 No.1 HD
Vapour
981 Comp. CS
801
Return
CG931 CG926 CG901 Spray Main
CG
950 CG871
Pressure Build-up Main
CS901
CR092
Liquid Main
From Nitrogen CS902
CS059
CG872
Generator in Vapour Main
Engine Room CG876 CS CR712 Cargo Hose
752 CS060 Nitrogen Bleed
CS754 CG875 CR
Vapour Suction Main 711 Inert Gas/Air
CR
CG874 CG873 CR713 CR
Nitrogen Purge Exhaust 716 CR CG078
CS755 CS751 710
to No.4 Vent Mast from CL 717 CS753 CS750
Fuel Gas Line 707 CR715 CG787 CG774
CR714
CL700
CG772
CG771
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Spray Pump Cargo Pump
On completion of purging No.2 tank with inert gas the tank has to be aerated
using dry-air. Dry-air is introduced to the cargo tank from the IG generator unit
via the liquid header to the tank bottom via the loading line and the displaced
IG is discharged to atmosphere through the pressure build up main and No.1
vent mast riser.
The Procedure for Inerting Cargo Tanks using the Liquid Header
e) Continue to aerate until the Fit for Entry certificate has been
issued and the repair work completed.
WARNING
The atmosphere of the tank must be continuously monitored during tank
entry and the relevant rescue equipment must be on permanent standby
for immediate use.
Prior to mooring, the organisers of the transfer should notify the local • Fire main tested and kept under pressure.
This section is intended to complement the ICS Tanker Safety Guide,
(Liquefied Gases) and the ICS Ship to Ship Transfer Guide, (Liquefied authorities of their intentions and obtain any necessary permits. • Water spray system tested and ready.
Gases) and should be supplemented by the Company’s own instructions • Two additional fire hoses connected near the manifold and
and orders. The two vessels should liaise with each other and exchange details of the
ships, which side is to be used for mooring, the number of fairleads and ready for use.
7.6.1 GENERAL SAFETY bitts and their distance from the bow and stern of the ship to be used for • Dry powder system ready.
mooring.
• All access doors to the accommodation to be kept closed at
The Master or other person in overall control of the operation, should be clearly all times during transfer.
established before the operation commences and the actual transfer should be Information should also be exchanged on:
• No smoking.
carried out in accordance with the wishes of the receiving ship. • The size and class of manifold flanges to be used.
• Impressed current cathodic protection system, if fitted, to
• The anticipated maximum height differential of the
The means of communication should also be well established before transfer be switched off at least three hours before transfer.
manifolds for determining the hose length required.
and both ships must be in direct contact with each other during the whole
• First aid equipment etc.. to be ready for use.
operation. Radiotelephone contact should be established on VHF channel 16 • The type of hoses required and their supports to ensure that
and thereafter on a mutually agreed working channel. Approach, mooring, their allowable bending radius is not exceeded.
Fenders should be positioned according to an agreed plan, taking into
transfer and unmooring should not be attempted until fully effective
consideration the type and size of both ships, the weather conditions and the
communications are established. The weather conditions should be taken into consideration, as that will type of mooring that is to take place.
determine the type and number of fenders to be used and the type of mooring
Should there be a breakdown in communications for whatever reason, procedure to be used. Both Masters should be in agreement that conditions are
either on approach, or during transfer, the operation should immediately suitable for berthing and cargo transfer before the operation takes place.
be suspended.
All equipment to be used should be thoroughly prepared and tested, and all
WARNING safety equipment should be checked and be ready for use if required.
The ignition of gas vapours may be possible by direct or induced radio
frequency energy and no radio transmissions, other than at very high
frequency, should take place during transfer operations. Arrangements Cargo Equipment to be Tested
should be made with an appropriate coast station for blind transmissions
which would allow reception of urgent messages. • Ventilation of compressor, pump and control room to be
fully operational.
• Gas detection systems to be correctly set, tested and
operating.
• Emergency shut down system to be tested and ready for
use.
• Pressure and temperature control units to be operational.
• Cargo tanks to be cooled, if necessary.
• Manifolds to be securely blanked.
• Cargo hose reducers to be ready in place.
• Hose purging equipment to be acceptable.
The most successful method of berthing is with both ships under way. One Transfer can begin when the two Masters have ensured that all the pre-transfer This procedure will be carried out, under normal conditions, at anchor, though
ship, preferably the larger, maintains steerage way on a constant heading as checks and precautions have been completed and agreed them. Both ships if both Masters agree, unmooring can take place under way.
requested by the manoeuvring ship, usually with the wind and sea dead ahead. should be prepared to disconnect and unmoor at short notice should anything
The manoeuvring ship then comes alongside. go wrong. Before unmooring begins, obstructions from the adjacent sides of both ships
should be cleared and the sequence and timing of the event be agreed by
Successful operations have taken place with one ship at anchor in fine weather During transfer, ballast operations should be performed in order to keep both ships, and commenced at the request of the manoeuvring ship. Lines
conditions, and this is not too difficult if there is an appreciable current the trim and list of both vessels constant. Listing of either vessel should should be singled up fore and aft, then let go the remaining forward mooring
and a steady wind from the same direction. If not, then tug assistance may be avoided except for proper tank draining. Checks should also be kept on allowing the ships to drift away from each other, at which time the remaining
be necessary. the weather, traffic in the area and that all safety equipment is still in a after moorings are let go and the ships drift clear of each other. Neither ship
state of readiness. should, at this point, attempt to steam ahead or astern until their mid lengths
Mooring should be rapid and efficient and can be achieved by good planning are about two cables apart.
by the Masters of both ships. Transfer can take place whilst the two vessels are at anchor. This is the most
common method. Transfer can also take place whilst the two vessels are under
In general, the following points should be noted. way, though this depends on there being adequate sea room, traffic conditions
and the availability of large diameter, high absorption fenders.
• The wind and sea should be ahead or nearly ahead.
• The angle of approach should not be excessive.
Under Way Transfer
The two ships should make parallel contact at the same speed with no astern After completion of mooring, the constant heading ship maintains steerage
movement being necessary. way and the manoeuvring ship adjusts its engine speed and rudder angle to
minimise the towing load on the moorings. The course and speed should be
The manoeuvring ship should position her manifold in line with that of the agreed by the two Masters and this should result in the minimum movement
constant heading ship and match the speed as nearly as possible. between the two ships. The Master of the constant heading ship is responsible
for the navigation and safety of the two vessels.
Contact is then made by the manoeuvring ship, reducing the distance between
the two ships by rudder movements, until contact is made by the primary
Drifting Transfer
fenders.
This should only be attempted in ideal conditions.
(Note: Masters should be prepared to abort if necessary. The international
regulations for preventing collisions at sea must be complied with.) Completion of Transfer
On completion of mooring, the constant heading ship will proceed to an After transfer has been completed and before unmooring, all hoses should
anchoring position previously agreed. The manoeuvring ship will have its be purged, manifolds securely blanked and the relevant authorities informed
engines stopped and rudder amidships, or angled towards the constant heading that transfer is complete.
ship. The constant heading ship should use the anchor on the opposite side to
that on which the other ship is berthed.
From the time that the manoeuvring ship is all fast alongside, to the time
the constant heading ship is anchored, the constant heading ship assumes
responsibility for the navigation of the two ships.
Weather conditions, and the heading of the vessel relative to the wind, must
be considered so that the jettisoned liquid and resulting vapour cloud will be
carried away from the vessel. In addition, if possible, avoid blanketing the
vapour with exhaust gases from the funnel.
The discharge rate must be limited to the capacity of one cargo pump only
and, if necessary, reduced to allow acceptable dispersal within the limits of
the prevailing weather conditions.
WARNING
Too rapid a flow of LNG will result in rapid phase transfer (RPT) when
the liquid hits the sea water. This is a violent increase in gas vapour as
liquid hits the sea water, producing a very cold cloud of vapour which does
not dissipate readily from the immediate vicinity of the vessel.
8.10 First Aid Fresh Water System 8.4f Fire Detection and Alarms - Bow Thruster Room and Bosun’s Store
8.6h Lifesaving Equipment - Engine Room 3rd Deck and
8.4g Fire Detection and Alarms - Engine Room Floor and 4th Deck Steering Gear Room
8.11 Water Spray System
8.4h Fire Detection and Alarms - Engine Room 3rd Deck and Steering 8.6i Lifesaving Equipment - Engine Room Floor and 4th
8.12 Dry Powder Fire Extinguishing System Deck
Gear Room
8.13 Gas Detection System 8.7a Emergency Escape from Engine Room
8.4i Fire Detection and Alarms - Engine Room 2nd Deck
8.14 Fire Control Station 8.9a High Expansion Foam Fire Extinguishing System
8.4j Fire Detection and Alarms - Upper Deck
8.4k Fire Detection and Alarms - Cargo Machinery Room 8.11a Water Spray System
8.5a Fire Fighting Equipment - A and B Accommodation Decks 8.12a Dry Powder Fire Extinguishing System on Deck
8.5b Fire Fighting Equipment - C and D Accommodation Decks 8.12.b Dry Powder Release Cabinet
8.5c Fire Fighting Equipment - E and F Accommodation Decks 8.13a Fixed Gas Detection System
8.5d Fire Fighting Equipment - G Accommodation, Navigation Bridge and 8.13b Portable Gas Detectors
Compass Decks
8.14a Fire Control Station
8.5e Fire Fighting Equipment - Bow Thruster Room and Bosun’s Store
8.5f Fire Fighting Equipment - Engine Room Floor and 4th Deck
8.5g Fire Fighting Equipment - Engine Room 3rd Deck and Steering Gear
Room
HEAVY INDUSTRIES CO.LTD
BF98 BF97
BF09
Under
BF86 BF85 Deck Passage Bosun's Store BF11 BF03
BF14
BF101 BF77 BF09
BF94 BF83 BF04
Steering Gear
BF78 BF62 Bosun's
Room
B54 BF80 (P) Store BF05
BF79 BF76
BF102 BF75 (S)
BF61 Forward FO
From Water Spray Tanks (P&S)
BF103 BF73 BF74 Emergency Fire Pump
Pumps BF07
Fuel Oil (650/72m3/h x 90/115mth)
Aft Peak Tank Tanks
Engine Casing BF08
BF71 BF72 (P & S) For Bilge BF06
Eductor No.1 WB
From BF69 Driving for Tank (C) Fore
Fire Main BF70 Sea Chest Pipe Duct Peak
Stern Tube Pressure
Pump Void Tank
Cooling B10V B11V B40V Pipe Duct
Water Shore
Bilge, Fire & GS Pumps 1 2 Fire Pump
Tank Connection BF43 Bow Thruster and
(245/150m3/h x 30/115mth) (150m3/h x 115mth)
Emergency Fire
BF45 BF41 Pump Room
Fire Hydrant for
BF109 Bow Thruster
BF68 BF62 BF33 BF19 Room
For Emc'y Gen Rm PI BF39
FW Tank BF79
(Outside Room) BF59 BF58
(P&S) BF50 BF28
BF60 BF54 BF49 BF46 BF35 BF31 BF18 BF14
BF26 BF21
BF64
Distilled BF101
BF82 BF80 BF78 BF52 BF16 BF06
Water
Tank BF66 BF37 BF23
From Engine BF05
Room BF02
BF10 BF04
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Engine BF20 BF03
Casing Accommodation BF55 BF47 BF29
Bosun Store
BF09
BF102 BF56 BF30
BF11
BF01
To Swimming Pool From Emergency
BF105 BF12
Fire Pump
Distilled
Water BF36 BF25 BF22 BF15
BF81 BF65 BF13
Tank BF104
BF57 BF53 BF51 BF34 BF24
BF63
BF38 Key
BF67 BF61 BF48 BF32 BF27 BF17
Steering Gear BF108
Fire Main
Room
High Expansion Foam BF40
Shore BF44 Sea Water
and CO2 Room Connection BF42
Emergency Fire Pump line pressure pump is normally set for an automatic start and stop operation.
d) The sea water hydrophore tank is now operational and SW can
Maker: Teikoku Machinery Works Ltd be supplied to the fire main by opening valve B43V.
The pump selector switch at the main switchboard is set to REMOTE and
Model: 300-2VSR-Am NV-S automatic operation may then be selected at the fire pump system DCS graphic
e) Select automatic operation for the fire line pressure pump.
Capacity: 650/72m3/h x 90/115mth screen T30-447-01. The pump may be started and stopped manually if required
by calling up the pump faceplate at the DCS screen and clicking on the START
The fire line pressure pump will maintain 1.0 - 2.0 bar pressure in the fire
or STOP soft keys as necessary.
Fire Line Pressure Pump hydrant system.
The main fire pump may also be started and stopped from the DCS screen T30-
Maker: Teikoku Machinery Works Ltd
447-01 provided that the main switchboard selector switch is set to remote. Procedure for Supplying Sea Water to the Fire and Deck
No. of sets: 1 There is no automatic start facility available for this pump nor is there an
Type: Centrifugal
Wash System
automatic start after a blackout.
Model: 32-2MSH-Am The fire and deck wash system may be supplied by the main fire pump, located
Capacity:
3
2m /h at 115mth The fire, bilge and GS pumps may be started and stopped locally if the main in the engine room, and by either of the two fire, bilge and GS pumps, also
switchboard selector switch is set to local, but when set to remote the pumps located in the engine room. These pumps take suction from the main sea water
are manually started and stopped from the DCS graphic screen T30-447-01 by crossover pipe and so the ship side valves S101V and S105V must be open
Introduction calling up the individual pump faceplates. and operating.
The fire hydrant and deck wash system can supply sea water to: The main fire pump, the fire line pressure pump, water spray pumps and the a) All intermediate isolating valves along the fire main on the
fire, bilge and GS pumps all take suction from the main sea water crossover main deck must be open.
• The fire hydrants in the engine room
pipe. Either the high or low sea chest must be open to this suction main at all
• The fire hydrants on deck times. b) All hydrant outlet valves must be closed.
• The fire hydrants in the accommodation block
c) Set up the valves as shown in the table below:
• Hawse pipes
• Forward bilge eductors It is assumed that the sea water main suction valves at the sea water valve
• The hot foam system chest(s) are open to provide sea water suction.
To
Fire and Wash Deck
System
(5.1a) BF80V
Port Passageway 3rd Deck
Key
BF76V 2nd Deck (Port)
Sea Water 2nd Deck (Starboard)
BF75V
Fire/Deck Water
To
Ion Exchanger
B74V Overboard
BA14V
PI B66V
To Ion To Void Space
Exchange Stripping
Eductor PS
Eductor
d) Start the main fire pump or the selected fire, bilge and GS pump
from the DCS screen T30-447-01 and supply water to the fire
main. These pumps must be selected as REMOTE at their local
selector switches in order to allow them to be started from the
DCS screen.
e) Open the desired hydrant valves on the fire main after connecting
the fire hose.
(Note: In order to avoid cavitation and overheating at least one outlet on the
system should be opened to allow some flow through the pump. This
would usually be a hawse pipe valve.)
Fire main pipelines run along the port and starboard sides of the ship in the
under deck passage. Hydrant connectors are provided at strategic positions so
that all parts of the deck may be reached by water spray from the appropriate
hoses. The water curtain is supplied from the fire and deck wash main.
Water from the fire and deck wash main is used for operating the forward bilge
eductors.
The emergency fire pump is situated in the bow thruster room and can be
started remotely from the fire pump system DCS graphic screen T30-447-01.
The emergency fire pump may also be started locally from the top of the bow
thruster compartment. If it is to be started remotely the local selector switch
must be put to the REMOTE position. Click on the pump icon on the DCS
screen to call up the pump faceplate and click on the START and STOP soft
keys to start or stop the emergency fire pump as required.
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
Cargo Cargo Bow Compressor Emergency
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
No.1/2 L/V ,H/V Swtbd
Rooms,Trans Rooms Compressor Switchboard Thruster Motor Generator Paint
and ECR Room Room Room Room Room Store
TD TD TD TD TD TD
P P P P P P
No.1/2 L/V and H/V Switchboard Cargo Switchboard Bow Thruster Room Cargo Compressor Motor Emergency Generator Paint Store
Cargo Compressor Room
Rooms and Transformer Rooms Room Room Room
and Engine Control Room
A A A A A A A
A A
S S
7 Bar 7 Bar
Air Supply Air Supply
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
Cargo Cargo Bow Compressor Emergency
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
No.1/2 L/V ,H/V Swtbd
Rooms,Trans Rooms Compressor Switchboard Thruster Motor Generator Paint
and ECR Room Room Room Room Room Store
TD TD TD TD TD TD
P P P P P P
No.1/2 L/V and H/V Switchboard Cargo Switchboard Bow Thruster Room Cargo Compressor Motor Emergency Generator Paint Store
Cargo Compressor Room
Rooms and Transformer Rooms Room Room Room
and Engine Control Room
A A A A A A A
A A
S S
7 Bar 7 Bar
Air Supply Air Supply
g) When the pilot pressure gauge within the supply cabinet is zero,
close both pilot isolation valves.
(Note: Allow time for structural cooling before opening the engine room and
ventilating the CO2 gas.)
WARNING
Do not enter CO2 flooded space without using breathing apparatus.
In the unlikely event of pilot gas initiation failure, the CO2 system may be
operated from the CO2 room.
c) In the CO2 room manually open the main valve to the area
containing the fire. Turn and pull the valve handle so that it
opens fully for CO2 is to be released into the protected space.
To Funnel Ventilation
Fire Control
F50V Damper (Upper S)
Station To Fire Damper Air Cylinder for Engine Room Ventilation
To Funnel Ventilation
PIAL
PX F51V Damper (Upper P)
DCS
PI
To Funnel Ventilation
225 Litres Damper (Lower S)
9 bar F52V
To Funnel Ventilation
Damper (Lower P)
Main LO Low Sulphur Gas Oil Gas Oil Low Sulphur To Diesel Generator Room
Gravity Fuel Oil Storage Storage Fuel Oil Exhaust Fan Fire Damper
Tank (P) Tank (S) F55V
Tank Tank (P) Tank (S) 3rd Deck
Instrumentation
To Welding Space
Exhaust Fan Fire Damper
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK
FIRE
DISCONNECTION
6 13 DATE 2004-09-02 TEST......
ALARM TRANSFER
SECTION DETECTOR TIME 08;52;24
EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET ALARM
ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Return key: The system returns to normal status,
‘Salwico CS30000’ is displayed.
The fire alarm panel is activated when a fire alarm is detected on the system.
S, D, SD, EA, AD: Command keys used to choose the
The FIRE indicator flashes and the section number and detector address in
unit (section/detector no. etc) to
alarm are displayed on the numeric display.
operate.
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK DISCONNECTION
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Different parts of the fire alarm system can be disconnected for instance, Disconnected units can be reconnected from the disconnected list by selecting
sections, detectors, manual call points, section units, alarm devices, external the appropriate disconnection. The status is then changed by pressing the ON
control devices and loops. This can be useful when there is welding in a key or using the same procedure as Disconnection, but press the OFF - ON
particular section or removal of detectors is required due to structural shipboard button.
work etc. A whole section can be disconnected permanently or for a defined
time interval using the timer function. The disconnected section can only be
reconnected from the ‘Disconnections’ list.
When operating the system a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key . The system returns to normal
status and ‘Salwico CS3000’ is indicated.
Disconnection Process
Key
Pushbutton
Thermal Detector
For General Alarm
Pushbutton
Smoke Detector
For Fire Alarm
SP
SP
CO2 Crew's
SP
SP
Dairy Messroom SP
Locker
Emergency Meat Room
Generator Room Room Hospital
SP SP
Crew's
SP Lounge
SP
SP
Vent Vent Vent Vent SP
P.T T.V. Room
Locker SP
Fish SP Spare
Room Crew's Pantry CD
SP
CD SP
Crew (D)
&
SP
& SP
PD
SP PD
SP
Spare
SP
Up Vegetable Crew (C)
Engine Casing Room Engine Casing
SP SP
Dn Up
SP
Dn Up
SP
Dn Dn Spare
Galley
Crew (B)
SP
Lift Gymnasium
Dry Provisions Lift
SP
Store SP
Spare
SP
Locker
Crew (A) Night
SP
SP
SP Pantry
SP
Lkr
Incinerator
SP
Dn Workers Officer's
Room SP CD SP
CD Pantry SP
&
Officer's
SP
SP
& PD Health Room PD
Vent Vent Vent Vent T.V. Room
SP
SP
Duty Officer's SP
Mess Messroom SP
SP
High Expansion Foam
and CO2 Room Swimming Swimming
SP
Pool Tank SP Pool
Officer's
Smoking Lounge
SP
Down Up Up
Down Down
A Deck B Deck
Key
Thermal Detector
Smoke Detector
Pushbutton
For Fire Alarm
Down Up
Dn Up
SP SP SP
1st Engineer's
Day Room
SP Gas Gas
Pumpman Oiler (A) Engineer's Engineer's
Pumpman Day Room
(B) Bedroom
(A)
SP
SP SP
SP
SP
SP SP
SP
Oiler (B)
SP
Assistant Electrician
SP
SP SP
Able SP
Fan Room (Supply) Seaman (B) Oiler (A) Fan Room (Supply) SP
SP
1st Engineer's
SP CD
SP CD Bedroom
SP & SP
SP
SP & SP
SP Assistant PD
SP
PD
SP
SP
SP
Able Oiler (B)
SP
Seaman (A) 4th Officer
SP
SP SP SP
Fan Room SP
(Exhaust) Seaman 2nd Assistant
SP Lift
(B) SP No.1 Oiler Lift Engineer
5th Officer
3rd
SP
SP SP
SP
Drying Assistant
SP
Engineer
Night Room Night
Pantry Bosun Pantry SP
SP
Drying
SP
SP
Crew's Officer's SP
Room Laundry SP
Laundry P.T
CD Chief Officer's
& CD
Fan Room (Supply) PD SP Fan Room (Supply) & Bedroom
Locker SP
SP
SP Steward
SP
PD
SP
SP
SP Locker
SP
SP
SP
SP
SP
Cook (A) 3rd 2nd
Chief
SP
Officer Officer
Seaman Cook
SP
Dn Up
Down Up
C Deck D-Deck
Key
Pushbutton
For Fire Alarm
Thermal Detector
Dn
Smoke Detector
Fan Room
Up Down Up
SP SP Cadet (D) SP
SP
Chief Engineer's
Bedroom Captain's SP SP
CD Bedroom CD Pilot
& &
SP
SP
SP PD Captain's PD
SP SP
Day Room
SP
SP
Chief Engineer's
SP
SP
Day Room SP
SP
SP
CG Locker Electrical
Chief Captain's
Engineer Lift Equipment
Office Lift Room
Office Cadet (B)
SP SP
SP
Night
SP
SP SP
SP SP SP
Pantry
Phone Rm SP
Night
SP
CD SP CD
SP
Pantry SP
Spare &
& PD
Spare Officer (A)
Officer (B) SP
PD Cadet (A)
SP
SP
Up Down Up
To Catwalk
Fan Room
Dn
F Deck
E Deck
Key
Pushbutton
For General Alarm
Thermal Detector
Pushbutton
For Fire Alarm Smoke Detector
Speaker For Fire
SP And Emergency Portable Gas
General Alarm
GD Detector Cabinet
Up Down Down
Cargo Office
SP Wheelhouse
SP
Up
PD SP
SP
SP
GD Navigation
Dn Up Locker Down SP
SP
Administration Lift SP
Lift Radio
and Central Table
Engine Office Control Rear
SP
Room
SP
SP
CG Lkr
SP
CD
SP
Battery Night
Pantry
Room
Up Down Down
SP
Pushbutton
For Fire Alarm
Smoke Detector
Bow Thruster
and Emergency
Fire Pump Room
Rope
Space
Forward Fuel
Oil Tank Fore Peak Tank
(P&S)
SP
CO2
No 1 W.B.
Tank (C)
Key
Cofferdam
Space for Piping
SC
Vent
UP SC
DN
UP
UP
DN
UP
DN UP
DN UP
UP Main LO
Sump Tank
DN UP
UP
SC
DN UP
UP Lift
Lift Space
Space Scoop Inlet
UP
Ahead Stop Valve/
Astern Manoeuvring
Valve
UP UP
Vent
SC Vent SC
DN
SC
4th Deck
Purifier Room Floor
Low Sulphur
Tank (P)
UP
Distilled F.W.
Water Tank
Tank (P&S)
(P&S)
SC
Vent Vent Vent UP UP
UP UP
Key
Welding
Area
SC SC Signal Column
Workshop
Diesel Oil
Electrical Storage
Workshop Lift Tank (S)
and Store Space
3rd Deck
Key
CO2
CO2
SP Pushbutton
For General Alarm
CO2 Pushbutton
DN For Fire Alarm
Vent Vent Engine
Control
SC Fire Alarm Bell
Room
SP
SP
DN SP
CO2
SC SC SC SC Signal Column
Lift
F Space
Boiler
Elevator SC CO2 SC
UP Smoke Detector
Vent
Hood
Room Thermal Detector
Lift
DN SP
Space
UP Flame Detector
DN
Speaker For Fire
SP
Vent Vent SP And Emergency
General Alarm
Air Horn
F
CO2
Store
GT LO
Settling
Tank
GT LO
Storage
Tank
GE LO
Settling Generator
Tank Main Lubricating Main Lubricating Engine
Oil Settling Oil Storage Diesel Oil
GE LO
Storage Tank Tank Service
Tank Tank
Dn
SP
No.2 Cargo
CO2
CO2 SWBD Room
Rotating (Low)
Light for L Paint General Deck SP
CO2 Alarm R Store Store Store
SP
CO2
Vent Vent
Air Condition Room
SP
Key
Port Boiler
Economiser Pushbutton
SP For Fire Alarm
SP
SP CO2 Thermal Detector
SP
SP
Economiser Up SP
Incinerator Room
Vent Vent
F
SP
SP CO2
SP
High Expansion Foam/CO2 Room
Ships
Laundry SP
No.1 Cargo
SP Fire SWBD Room
Control (Low)
CO2
Station
Key
Pushbutton Air Horn for CO2 Alarm Air Horn for Fire Alarm Smoke Detector Thermal Detector
For Fire Alarm CO2
Portable Fire Extinguishers Fire Hose Reel With Nozzle Fire Hydrant With Hose Fixed Type Dry Powder
CO2
(6.8kg CO2) F and 18m Fire Hose Connection Powder Fire Extinguisher for Galley
Exhaust Ductr
First Aid Hose Box with Fire Hydrant With Hose
D.S Draft Stop
F Hose Reel and Valve Connection
CO2 F
F
E E O
O
Vent Vent Vent Vent Public T.V. Room
Locker Phone W
Fish Spare O
Crew's Pantry
Room Crew (D) CD
CD O O
& &
PD O
PD Spare
F
Crew (C)
Up D.S
Vegetable
Engine Casing Room Engine Casing D.S
F
9 Dn Up Dn Up
Dn Galley Dn Spare
O D.S F
9 Crew (B) F
Lift O O Gymnasium
Lift W
Dry Provisions
Store Spare
O Locker
D.S
Crew (A)
D.S
F
CO2
Night
9
O Pantry O
Powder Lkr
Incinerator
Room Davit Suez
Dn Workers O Officer's
Room CD
CD Pantry Health Room & Officer's
& PD PD T.V. Room
Vent Vent Vent Vent W
Officer's PT
Duty F Messroom
High Expansion Foam Mess 9
Smoking
Down
Down Up Up
Down
W
A Deck B Deck
W
W
Down Up
Dn Up
F
Oiler Gas Gas F
3rd
Drying Bosun Drying O
Assistant
D.S
D.S
Public
Crew's CD Steward Toilet CD
Officer's
Laundry & &
Fan Room (Supply) Laundry Chief Officer's F
Fan Room (Supply) PD D.S Locker PD
D.S Bedroom
FE Cook Locker W
(A)
E E Chief Officer's
Chief Day Room
Seaman Cook F 3rd Officer 2nd Officer
(A) Cook F
(B)
F
9 9
C Deck
Dn Up
Down Up
D-Deck
W W
E F Portable Foam
Fire Damper For Engine Room 9 Fire Extinguishers (9kg)
Fan Room Fresh Water Spray Nozzle Fire Hydrant With Hose
W
W Connection
O Fire Damper For Other Than Fire Hose Reel With Nozzle
O Engine Room and 18m Fire Hose
W
Up O
F
E 9
Chief Engineer's Captain's
Bedroom CD Bedroom
E O W
&
PD
O
Captain's W Down Up
Day Room O
Chief Engineer's
Day Room F D.S
Funnel Dn Up F
Cadet (D) 9
CD Pilot
F
&
Chief Lift W PD
Engineer Captain's O
Office Office O
D.S
Cadet (C)
D.S
O
Telephone Dn Up
CO2
E Room
F
W CG Locker D.S
Spare Night
E Officer (B) CD Pantry Spare Lift
& Officer (A)
F Electrical
PD 9 Cadet (B) Equipment
Up F Room
Night
Pantry
W
W CD
F &
W Cadet (A) 9 PD
Dn Down Up
W W
To Catwalk
O
O
F Deck
Fan Room
W
E Deck
Key
Repeater Panel Bilge, Fire and GS Pump First Aid Hose Box with Fire Valve With Hose
CO2 Discharge Nozzle R.P.
CO2
M.F.P Start/Stop F Hose Reel and Valve Connection
E Fan Control And Emergency Portable Fire Extinguishers Fire Valve With Hose
Ventilation Fan Fire Pump Start/Stop CO2
Stop Switch For Engine Room F.P (6.8kg CO2) Connection
Fire Hose Reel With Nozzle O Fan Control And Emergency F Portable Foam
Fire Pump Start/Stop D.S Draft Stop
and 18m Fire Hose Stop Switch For Others E.F.P 9 Fire Extinguishers (9kg)
W
Up Down Down W
W
Cargo Office
W
O CO2
Down
O Up W Wheelhouse
W
F PD F
O E O
O O F O
9
Navigation
O O Dn Up R.P. Locker Down CO2
W
W
Lift Lift
F Administration D.S
and
D.S
Chart Space C.P.
D.S Engine Office
CO2
CG Lkr
Central
O W
CD Control
P Room
W
Battery
W
F Night
Room 9 Pantry FE W
W
Up Down Down W
W
B.G.H
Compass Deck
G-Deck
Key
F Portable Foam
9 Fire Extinguishers (9kg)
P Portable Powder
6 Fire Extinguishers (6kg)
Bow Thruster
and Emergency
F Fire Pump Room
CO2
CO2
Fore Peak Tank
CO2
P
F
6
9
CO2
CO2
No 1 W.B.
Tank (C)
Bosun's Store
Fire Hose Reel With Nozzle High Expansion System Ventilation Fan
F and 18m Fire Hose F Foam Control Panel
F
9
F
Vent
UP
Boiler
DN
Drain Tank
UP
F
9
F
F 9
9 UP
DN
UP
DN UP
DN UP
A
F UP Main LO
9 Sump Tank
F
DN UP
9
UP
UP
DN F
UP
Lift 9
Lift Space
Space Scoop Inlet
F
UP
9 Ahead Stop Valve/
Astern Manoeuvring
Valve F
9
UP UP
Vent
Vent F
9
F
F
F 9
L/F
DN
Purifier Room
Low Sulphur
Main Lubricating Tank (P)
Oil Oil Tank
Store Chemical
Key
Store Spare Diesel Oil
Blower Units
Blower Storage
Tank (P) Fire Hydrant With Hose
UP Connection
F
UP Fire Hydrant With Hose
9
F.W. Connection
Distilled
Water Tank
(P&S) Fire Hose Reel With Nozzle
Tank
F and 18m Fire Hose
(P&S)
F
9 Inert Gas Generator Cooling Unit Inert Gas Generator Air Dryer F
Portable Foam Applicator Type
With 2 Spare Tanks (20L each)
Vent Vent Vent F
UP UP
9 F
F Portable Foam
UP
UP 9 Fire Extinguishers (9kg)
F
45
F
9 Port Turbine Generator F Semi-Portable Foam
Port
45 Fire Extinguisher (45L)
Boiler
Ventilation Fan
Lift Starboard
Space Turbine Lift
A.P. F Generator Elevator Mach. Foam Generator (60m3/min)
9
Room
F
9
CO2
L/F
Foam Generator (18m3/min)
F
Starboard
9
Boiler
Lift
Space
F DN Local Fire Fighting System
Rope Space UP L/F Control Panel
UP UP
F
Diesel Generator
Vent
F Nozzle For Local Fire Fighting
Vent Vent F 9
System
E
F
9
F
9
Workshop Diesel Oil
Electrical Storage
Workshop Lift Tank (S)
Space
and Store
Low Sulphur
Tank (S)
F
Ventilation Fan
CO2
Vent Vent DN
CO2 CO2
CO2
Fire Hydrant With Hose
Engine Connection
Control
F F
DN Room Fire Hose Reel With Nozzle
9 9
DN F and 18m Fire Hose
F
9 R.P.
F CO2
Lift 9 Foam Generator (18m3/min)
DN
Space CO2
UP CO2 CO2
F DN
9
F CO2 Discharge Nozzle
CO2
Vent Vent
Local Fire Fighting System
L/F Control Panel
F
CO2
CO2
R.P. Repeater Panel
Store
GT LO
Settling
Tank
GT LO
F
Storage
9
Tank
GE LO
Settling Generator
Tank Main Lubricating Main Lubricating Engine
Oil Settling Oil Storage Diesel Oil
GE LO
Storage Tank Tank Service
Tank Tank
Key
Fire Hose Reel with Nozzle Bilge, Fire and General
P Dry Powder Monitor Ventilation Fan (Jet/Spray Combined Type) Service Pump
F and 18m Fire Hose
Fire Hose Reel With O Fire Damper for Other Dry Powder Hose Fire Pump
Nozzle and 18m Fire Than Engine Room with Hand Gun
P
Hose
P Dry Powder Monitor E Fire Damper for Stop Valve for Fire Main Emergency Fire Pump
Release Station Engine Room
Dry Powder Stop Valve for Water
P CO2 Discharge Nozzle Fire Main
Installation Spray Main
CO2
Cargo
X25 Machinery Room X6
CO2 W
P P P P P
W W W W P W W W W W W W W W W
Bow Thruster and
X10 Fire Pump Room
CO2
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Cargo
Machinery Room
P P P P P P
F F
P
F F F
F F
F
F F
P O
W W P
P
P
P
W W W W W W W P
P P
P F
E W
W W W W W W W W
P O
W W W W P P
F
W W W W W W W W
W W W W W
P
P
P P
F
9 P
O P P P F
O P
F P W W W W W W P
W 9
F P O
P W P
W W P
X7 X2 X12 X7
W W CO2 W
W
Key
Dn
O
O Ventilation Fan Fan Control And Emergency
CO2 No.2 Cargo Stop Switch For Others
SWBD Room CO2
Paint (Low)
General Deck
W F Portable Foam
Store Store Store 9 Fire Extinguishers (9kg) Spare Charge for all
O Fire Extinguishers
O F
9
CO2 CO2 Discharge Nozzle
Vent Vent CO2
Air Condition Room Valve Box For
Quick-Closing Operation
Fire Hose Reel With Nozzle
Port Boiler F and 18m Fire Hose
Economiser CO2
Bilge, Fire and GS Pump
Fire Hydrant With Hose Start/Stop
O Connection
M.F.P
D.S
Port Boiler O No.2 Cargo Portable Fire Extinguishers Fire Pump Start/Stop
CO2
Forced Draught Fan SWBD Room (6.8kg CO2) F.P
F (High)
O O
O CO2 CO2 High Expansiom Foam
O F System Control Panel Fire Pump Start/Stop
F E.F.P
9
D.S
P.T
Connection
O F O
Foam Generator (18m3/min)
F
Fire Hydrant With Hose
Changing Room
C.G.L Connection
135
Starboard Boiler Incinerator No.1 Cargo O Fire Damper For Other Than
Forced Draught Fan Changing Room SWBD Room Engine Room Fire Hose Reel With Nozzle
F (High) and 18m Fire Hose
F
L/F
9
C.D
9
& First Aid Hose Box with
CO2 CO2
P.D Hose Reel and Valve Repeater Panel
Drying Room F R.P.
CO2
Starboard Boiler F
Economiser Up Locker.
Hot 9
CO2
D.S Draft Stop
Ships No.1 Cargo E Fan Control And Emergency
O
High Expansion Foam/CO2 Room CO2 Laundry Fire Stop Switch For Engine Room Nozzle For Local Fire Fighting
Control SWBD Room
System
Station (Low)
CO2 Master Control For
F CO2
CO2 Discharge
E O W
P CO2
F
M.F.P F.P E.F.P W.S.P
FE R.P.
Immersion Suit
Lifeboat
Embarkation
Ladder B Instruction Plate
LJB
6
LJB
20 B SAFETY
R
J
PLAN
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
SAFETY
B
R
20 J PLAN
LJB
Key
Dn
Emergency Exit
No.2 Cargo
SWBD Room
Fire Axe
Paint (Low)
General Deck
Store Store Store
Fire Proof Clothing
Vent Vent
Air Condition Room A Air Compressor with
Charging Manifold
Port Boiler
Self-Contained Type
Economiser
Compressed Air
Breathing Apparatus
A
No.2 Cargo
Safety Lamp For Three Hours
Port Boiler
Forced Draught Fan SWBD Room (Portable, Electric Type)
(High)
Non-Conductive Boots,
B.G.H
Gloves and Rigid Helmet
Protective
Standby Forced
Draught Fan
Engine Room
Hatch
Up Dn Up
J PE Equipment
Boiler Vent A
A
Hood Room
M Safety
Dn
Lift SE Equipment
A A A
P.T 'A' Class Fire Door
B A
Change Rm B
C.G.L 'B' Class Fire Door
A No.1 Cargo
Starboard Boiler Incinerator
Forced Draught Fan Change Rm A SWBD Room
(High) Emergency Escape
C.D Breathing Device
&
A P.D
Dry Rm Locker. J Method of Donning
Starboard Boiler
Up
Life Jacket
Economiser
Vent Vent
B A M Muster List
Incinerator Room A
High Expansion Foam/CO2 Room
Ships
Laundry Fire
Control No.1 Cargo
Station SWBD Room
(Low)
X16 PE X3 SE B.G.H X2
B
Life Jacket 'B' Class Fire Door
Smoking
Down Up Up
Down Down
A Deck B Deck
Emergency Exit
A
'A' Class Fire Door
M Muster List
Down Up
Dn Up
B Cargo Cargo
Engineer's Engineer's
Pumpman Oiler (A)
Pumpman Day Room Bedroom 2nd Engineer's
(B)
(A) B B Day Room
B B
B Oiler (B)
A
Able B 2nd Engineer's
Assistant Electrician
Fan Room (Supply) Fan Room (Supply) B Bedroom
Seaman B Oiler
(B) (A) CD
CD B &
& A
A PD
PD
Able J
Assistant
Seaman B B Oiler 3rd Engineer
Dn Up
Down Up
C Deck D-Deck
Key
Life Jacket
Emergency Exit
A
'A' Class Fire Door
B
Dn 'B' Class Fire Door
J Method of Donning
Fan Room Life Jacket
M Muster List
Up
B
Chief Engineer's
Bedroom CD Captain's
Bedroom
&
PD A Down Up
Captain's B
Day Room Pilot
Chief Engineer's
Day Room Cadet (D) B
Funnel Dn Up B CD
& A
A A
PD
Chief Captain's
Engineer Lift Office
Office B
Cadet (C)
A
B
Dn Up
B J M B
A Electrical
Telephone CG Locker
B A Equipment
Lift
Night Spare
B Room
Spare Cadet (B)
Officer (B) CD Pantry Officer (A)
& A
A B B A
PD B
Night
Pantry
Up
A
CD
Cadet (A) B &
PD
Fan Room
Down Up
To Catwalk
Dn
E Deck F Deck
Satellite E.P.I.R.B
Radar
Transponder
Lifebuoy with Self
Igniting Light &
Smoke Signal
Fire Axe
Fireproof Clothing
Self-Contained Type
Compressed Air
Down Up Breathing Apparatus
Down
Cargo Office
A Safety Lamp For Three Hours
(Portable, Electric Type)
T Non-Conductive Boots,
Up T M J B B.G.H
Gloves and Rigid Helmet
A PD
Fireman's
FE Outfit
Navigation Wheelhouse
T
Locker Safety
B
Down Dn Up SE Equipment
B B A A
Emergency Exit
Navigation Bridge Deck G-Deck
T SOLAS Training Manual
J Method of Donning
Life Jacket
M Muster List
Emergency Escape
Breathing Device
Life Jacket
Boiler
Vent Lift
Hood Space A
Elevator
Room UP
A
A A
A
Lift
DN
Space
UP
DN
Vent Vent
A
Store
GT LO
Settling
Tank
GT LO
Storage
Tank
GE LO
Settling Generator
Tank Main Lubricating Main Lubricating Engine
Oil Settling Oil Storage Diesel Oil
GE LO
Storage Tank Tank Service
Tank Tank
A A A
Boiler Water UP Emergency Escape
F.W. Analyser Breathing Device
Distilled
Water Tank
Tank (P&S)
(P&S)
Inert Gas Generator Cooling Unit Inert Gas Generator Air Dryer
Vent Vent Vent UP UP
UP
UP
Workshop
A Diesel Oil
Storage
Steering Gear Room Electrical Lift Tank (S)
Space
Workshop
and Store
Low Sulphur
Tank (S)
3rd Deck
Key
A
'A' Class Fire Door
Emergency Exit
Heavy Fuel Oil Cofferdam
Overflow Tank
Emergency Escape
Breathing Device
Cofferdam
Space for Piping
Vent
UP
Boiler
DN
Drain Tank
UP
UP
DN
UP
DN UP
DN UP
A
A
UP Main LO
A Sump Tank
DN UP
UP
UP
DN UP
Lift
Lift Space
Space Scoop Inlet
UP
UP UP
Vent
Vent
A
A
DN
Purifier Room
An emergency trunking is fitted at the aft end of the engine room to allow
personnel to escape in the event of a life threatening situation. The emergency
trunking leads to the steering gear room, from where a stairway leads to the
aft mooring deck. AFT MOORING DECK
2nd Deck
The routes to escape from the various deck levels are as follows:
1. Proceed aft to the port side door, which opens on to the aft
mooring deck. This door is normally open when the engine
room is manned and is always closed during UMS conditions. STEERING GEAR ROOM ENGINE ROOM
See illustration 5.7f Lifesaving Equipment - Engine Room 2nd Deck for a plan
view of the escape routes.
Aft Peak Tank
There are Emergency Escape Breathing Devices (EEBD) situated on all levels
of the engine room, which can be used to protect personnel during the escape
from the engine room. Emergency Trunking
3rd Deck Level, 4th Deck Level and Engine Room Floor Level
• Proceed aft to the ‘A’ class fire door leading into the emergency
trunking and climb the vertical ladder to the steering gear room 4th Deck
level. Enter the steering gear room and proceed up the stairway Key
to the aft mooring deck.
Stern Tube Emergency Exit
Cooling
Feed Water
Tank
Emergency Escape
Breathing Device
Floor
The vessel is fitted with equipment which protects personnel during fire Equipment No. of sets Equipment comprises of a respiratory mask and small air cylinder which
fighting operations. The equipment available and their locations are displayed supplies 10 minutes of air to allow escape to fresh air.
First aid 1
on the ship's safety plan and should be familiar to all the ship's personnel.
There are EEBDs located in the following locations:
Locker - C Deck, Port Side, Access From Pumpman’s Cabin • Bridge - starboard side cupboard
The information regarding locations of equipment available is listed below:
Equipment No. of sets • G deck - cargo control room, at starboard aft bulkhead
Fire Control Station - Upper Deck, Starboard Side Self-contained breathing apparatus 1 • D deck - starboard alleyway area
Lifeline with hook 1 • Upper deck - fire control station
Equipment No. of sets Safety lamp 1
Fireman’s axe 1 • Engine room 2nd deck - engine control room (2 sets)
Self-contained breathing apparatus 2
Spare cylinders 3 Helmet 1 • Engine room 3rd deck - workshop, at inboard bulkhead
Lifeline with hook 2 Boots and gloves 1
• Engine room 3rd deck - aft of port turbine generator
Safety lamp 2 Fireman’s suit 1
Fireman’s axe 2 Spare cylinders 2 • Engine room 4th deck - starboard side, aft of auxiliary
Helmet 2 circulating pump
Boots and gloves 2 Locker - G Deck, Starboard Side of Central Control Office
Fireman’s suit 2
Air compressor for breathing apparatus 1
Oxygen resuscitation equipment and antidotes 1 Equipment No. of sets
Stretcher 1 Self-contained breathing apparatus 1
Protective equipment comprising: 16 Lifeline with hook 1
protective cloth Safety lamp 1
long apron Fireman’s axe 1
gloves, footwear and goggles Helmet 1
Safety equipment comprising: 3 Boots and gloves 1
boots Fireman’s suit 1
gloves Spare cylinders 3
eye protection
spare cylinders 3
Navigating Bridge Deck - Wheelhouse, Starboard Aft
(Note: The breathing apparatus air compressor must be inspected at least
once a month by a responsible officer and the inspection recorded in Equipment No. of sets
the ship’s log. The compressor must also be inspected and tested by an Safety equipment comprising: 1
expert at least once a year.) boots
gloves
eye protection
Locker - B Deck, Port Side, Forward of Hospital Escape equipment comprising: 1
respiratory mask
Equipment No. of sets goggles
Self-contained breathing apparatus 1 eye protection
Lifeline with hook 1 Additional breathing apparatus sets 1
Safety lamp 1 Spare cylinders 3
Fireman’s axe 1
Helmet 1
Boots and gloves 1
Fireman’s suit 1
Spare cylinders 2
N.O. A
To Engine C Foam Liquid Tank
PS PI
S (6000L)
Room Alarm
To Local Panels
N.C.
D Deck
Proportioner
60 60
N.C.
B Deck M N.C.
Key
S S S S S S S S S S
Foam N.C. BF105
A Deck J I H G F E D C B A
Sea Water Incinerator
Incinerator Incinerator Inert Gas Diesel Generator Purifier Purifiers Diesel Boiler Vent Engine
Room Main Boilers
Top Room Generator Room Engine Top Room Top Generator Room Hood Room Room
Local To LSC
Electrical Signal Panel Alarms
To Fire Main System
J I H E D A B C G F
Upper Deck
LSC Light Signal Column 60 18
60
60m3/min Foam Boiler
Generator Hood
60 60 60 18
Nozzle
60 18 No.1 HV No.1 No.2 HV No.2 No.1 LV No.2 LV
LSC Engine Switch Main Switch Main Switch Switch Nitrogen
BF09
No.1 No.2 Control Board Trfmr Board Trfmr Board Board Generator
Main Boiler Main Boiler Room Room Room Room Room Room Room Room 2nd Deck
Local To
Panel Alarms
From
Main Control 60 60 60 60 18 18 18 18 60 60 18 60
Cabinet
60 60 60 60 60 60 LSC Inert
Boiler Gas Generator
Engine Room LSC Engine Room Oil Chemical Mechanical Emergency Fire Pump
Diesel Generator Water Test Room
(Starboard) (Port) Store Store Workshop In Bow Thruster Room
Room Room 3rd Deck
(650/72m3/h Power
LSC x 90/115mth) Supply
To Local To
Steering Gear Fire Panel Local To
Smoke Detectors Alarms Purifier Room
Room Alarm Panel Alarms
Flame Detectors Main And Emergency
Panel and Alarm Pushbuttons 60 60 60
Power Supply
4th Deck 440V & 220V
BF07
Local To BF08
Panel Alarms
• Engine room i) Turn the ON switch to open the discharge valve to the diesel
d) Press the pushbutton marked DIESEL GENERATOR ROOM
generator room.
• Diesel generator room
The following will occur
• Purifier room The system is now operating and discharging foam into the protected area.
• The foam discharge alarm will sound in the engine room
• Incinerator room
• The ventilation fans will stop When the fire has been extinguished, stop the pumps and close all the valves.
• Boiler hood room
• The emergency fire pump will start WARNING
• Inert gas generator room
• The motorised sea water valve will open After the fire has been extinguished and the protected space has cooled
down, the protected space must be thoroughly ventilated before any
Local flooding is provided, via foam nozzles, for the following areas using the • The foam outlet valve will open personnel enter.
main control cabinet in the fire control station and local operating panels: • The foam liquid pump will start
• Diesel generator room (Note: The TEST mode key and switches are used to test the system without
• The discharge valve to the diesel generator room will open
releasing any foam)
• Purifier room
N.O. A
To Engine C Foam Liquid Tank
PS PI
S (6000L)
Room Alarm
To Local Panels
N.C.
D Deck
Proportioner
60 60
N.C.
B Deck M N.C.
Key
S S S S S S S S S S
Foam N.C. BF105
A Deck J I H G F E D C B A
Sea Water Incinerator
Incinerator Incinerator Inert Gas Diesel Generator Purifier Purifiers Diesel Boiler Vent Engine
Room Main Boilers
Top Room Generator Room Engine Top Room Top Generator Room Hood Room Room
Local To LSC
Electrical Signal Panel Alarms
To Fire Main System
J I H E D A B C G F
Upper Deck
LSC Light Signal Column 60 18
60
60m3/min Foam Boiler
Generator Hood
60 60 60 18
Nozzle
60 18 No.1 HV No.1 No.2 HV No.2 No.1 LV No.2 LV
LSC Engine Switch Main Switch Main Switch Switch Nitrogen
BF09
No.1 No.2 Control Board Trfmr Board Trfmr Board Board Generator
Main Boiler Main Boiler Room Room Room Room Room Room Room Room 2nd Deck
Local To
Panel Alarms
From
Main Control 60 60 60 60 18 18 18 18 60 60 18 60
Cabinet
60 60 60 60 60 60 LSC Inert
Boiler Gas Generator
Engine Room LSC Engine Room Oil Chemical Mechanical Emergency Fire Pump
Diesel Generator Water Test Room
(Starboard) (Port) Store Store Workshop In Bow Thruster Room
Room Room 3rd Deck
(650/72m3/h Power
LSC x 90/115mth) Supply
To Local To
Steering Gear Fire Panel Local To
Smoke Detectors Alarms Purifier Room
Room Alarm Panel Alarms
Flame Detectors Main And Emergency
Panel and Alarm Pushbuttons 60 60 60
Power Supply
4th Deck 440V & 220V
BF07
Local To BF08
Panel Alarms
WS10 WS01
WS15
WS06 WS07
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Engine Room
From Water
Spray Pumps
BA53V
To Fire Main (8.1a)
Key
To Ballast B54V
Stripping Eductors
Sea Water
Lifeboat B55V
WS27 BA52V BA51V
WS09
PI PI
WS20
WS23 WS07 Water Spray To Main
Pumps Condenser
WS21 (750m3 x 110mth ) Back Flushing
Paint General Deck
From No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Store Store Store Engine Room PI PI
BA49V
Engine Casing Accommodation BA50V To Fire, Bilge and
GS Pumps
WS10 WS03
WS18 WS17 WS16 WS13 WS12 WS11 WS04 WS02 M Sea
Chest
High Expansion WS15 WS14 WS05 WS01
(High)
Foam/ CO2 Room WS19 S101V
Fuel Gas Sea M
Master Valve
Chest
WS06 (Low)
S105V To Evaporator To Engine Room
CG875
WS08 SW Supply SW Cooling
WS26 Pumps Pumps
Lifeboat
To
No.1,2 & 3
Ballast Pumps
To To
Fire Main Engine Room
Pressure Pump Bilge Pumps
The water spray pumps supply sea water to the spray nozzles at the following c) Set up the valves as shown in the table below, in this case using
locations: No.1 pump:
• The cargo manifolds water curtain spray system
Position Description Valve
• Accommodation exterior bulkheads
Open Dedicated supply valve to the water spray system BA-3V
• Cargo tank domes
Open Sea water main suction valve BA49V
• Cargo machinery room exterior bulkheads
Open No.1 pump discharge valve BA51V
• Boilers’ fuel gas supply valve on the starboard aft main deck
• Lifeboat stations d) Start the pump from the DCS screen T30-447-01 and supply
water to the water spray system. These pumps must be selected
The water spray pumps, fire pump and the bilge, fire and general service as REMOTE at their local selector switches in order to allow
pumps are located in the engine room and all take suction from the main sea them to be started from the DCS screen.
water crossover pipe. Either the high or low sea chest must be open to this
suction main at all times. The water spray system can also be supplied by the The water spray system is now in use and delivering water to all the spray
fire pump and the bilge, fire and general service pumps via cross-connecting nozzles on deck.
valve B54V.
(Main) (Spare)
Fire Control Station
Remote Release Remote Release
Station for Station for
Monitors Monitors
(Starboard Side) (Port Side)
No.4 Dry Powder Tank Unit Emergency No.2 Dry Powder Tank Unit Emergency
Operating (2000 Litres) Operating
(2000 Litres)
Main Spare Handles Handles
Valve Valve
GS Air GS Air
Connection Connection
Cargo Control Room 9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Remote Release Remote Release Upper Deck Passageway (Port Side)
Station for Station for
No.8 No.10 No.12 No.18 No.19 Release Station Release Station No.1 No.2 No.4 No.6 No.17
Monitors Monitors
Hose Station Hose Station Hose Station Hose Station Hose Station for Monitors for Monitors Hose Station Hose Station Hose Station Hose Station Hose Station
(Starboard Side) (Port Side)
Starboard Side
(Main) (Spare)
Main Spare
Valve Valve
No.3 Dry Powder Tank Unit Emergency No.1 Dry Powder Tank Unit Emergency
(2000 Litres) Operating (2000 Litres) Operating
Handles Handles
Key
CO2
Nitrogen
9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Nitrogen cylinders: 27 sets per tank, each 50 litres at 200 bar a) Open the door containing the 2.68kg CO2 gas cylinders. 5
Minimum discharge time: 45 seconds with all monitors and hoses in use 3
Monitors: 2 sets each - port and starboard b) Open the discharge valve counter clockwise on the 2.68kg CO2
Monitor capacities: 15kg/sec gas cylinders.
Hand hoses: 20 sets at 33m length - port and starboard c) Pull the ball valve downward on the CO2 gas discharge
Hand hose capacities: 3.5kg/sec pipeline.
1
Introduction Procedure for Operating the Dry Powder System from a Hose
or Manifold Monitor Cabinet 2
The dry powder fire extinguishing system consists of four identical systems,
situated on the port and starboard side of the upper deck passageways, The monitor’s dry powder supply valve should be open and the monitor
6
forward and aft, each supplying one monitor and five hand hose cabinets. The should be secured in a position to direct the dry powder towards the manifold
monitors are situated at the cargo hose manifolds and the hand hose cabinets couplings, as this is the most likely area for a gas leak and subsequent fire.
are strategically situated to cover the cargo deck area.
a) Pull out the full length of hose.
Each system consists of a tank containing sodium bicarbonate and a rack
of 9 cylinders containing N2 gas under pressure. The system is operated by b) Open the door containing the 2.68kg CO2 gas cylinders.
releasing the N2 gas into the tank which forces the mixture of powder and N2 7
gas through the pipelines to the monitor and hose cabinets. c) Open the discharge valve counter clockwise on the 2.68kg CO2
Key
gas cylinders.
The discharge valves on the N2 gas cylinders are designed to be opened 1 - Cabinet
manually or by the CO2 gas pressure from the remote release control cabinet d) Pull the ball valve downward on the CO2 gas discharge 2 - CO2 Cylinder
bottles. Each cabinet contains two 2.68 litre CO2 gas cylinders pressurised to pipeline.
3 - Screw Down Valve
55 bar with one as a spare.
e) Aim the hand hose nozzle at the fire and open the nozzle valve. 4 - Slow Leak Valve
CO2 gas is released to the N2 gas cylinders discharge valve and the selection Be prepared for a recoil reaction from the hose when dry 5 - Pressure Gauge 0-150 Bar
valve on the dry powder supply pipe to the hose cabinet or monitor. The dry powder reaches the nozzle.
6 - Ball Valve
powder storage tank is pressurised by the N2 gas and the tank pressure is led,
via a filter, to the operating cylinder for the main valve on the discharge line. (Note: In the event that the system fails to discharge the dry powder, open the 7 - Pipe Fitting
spare CO2 gas cylinder and discharge valve. Allow up to 4 minutes for
The remote release control cabinets are at the following locations: the dry powder to issue from the nozzle.)
• Cargo control room
• Fire control station
• Port and starboard manifolds - 2 sets each, one as spare
• Port and starboard hand hose cabinets - 10 sets each side
(Main) (Spare)
Fire Control Station
Remote Release Remote Release
Station for Station for
Monitors Monitors
(Starboard Side) (Port Side)
No.4 Dry Powder Tank Unit Emergency No.2 Dry Powder Tank Unit Emergency
Operating (2000 Litres) Operating
(2000 Litres)
Main Spare Handles Handles
Valve Valve
GS Air GS Air
Connection Connection
Cargo Control Room 9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Remote Release Remote Release Upper Deck Passageway (Port Side)
Station for Station for
No.8 No.10 No.12 No.18 No.19 Release Station Release Station No.1 No.2 No.4 No.6 No.17
Monitors Monitors
Hose Station Hose Station Hose Station Hose Station Hose Station for Monitors for Monitors Hose Station Hose Station Hose Station Hose Station Hose Station
(Starboard Side) (Port Side)
Starboard Side
(Main) (Spare)
Main Spare
Valve Valve
No.3 Dry Powder Tank Unit Emergency No.1 Dry Powder Tank Unit Emergency
(2000 Litres) Operating (2000 Litres) Operating
Handles Handles
Key
CO2
Nitrogen
9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
a) Proceed to one of the upper deck passageways on the port or The galley ventilation ducting is protected by a dry powder system which
starboard side. consists of a 7kg dry powder cylinder connected to a 5kg CO2 cylinder.
b) At the dry powder unit, at the aft or forward end of the upper System is located in a cabinet in the starboard bulkhead and is activated by
deck passageway, remove an emergency operating handle from opening the CO2 cylinder outlet valve, followed by the dry powder cylinder
the rack and insert it into an N2 gas cylinder discharge valve outlet valve.
operating lever.
The dry powder is injected into the ducting in the deckhead.
c) Push the handle firmly in the direction of the tank to release
the N2 gas in the cylinder. Repeat the operation on the other 8 The deep fat fryer is protected by an R102 refrigerant type wet chemical
cylinders. contained in a high pressure cylinder. It is located near the dry powder system
and is activated by pulling a handle at the bulkhead. The chemical is directed
d) Open the monitor or hose station supply valves as required, by a nozzle on to the deep fat fryer and the effect is to rapidly cool the hot fat
depending on the location of the fire. fire.
The system should be cleaned immediately after use by blowing through the
pipelines with the N2 gas remaining in the cylinders or air from the GS air
system.
Main Supply
4-20mA (0-100% System Control Panel)
Standby Supply
Gas Alarm Fault
Reset 30% Alarms & Fault
Motor Room System
4-20mA x 5/Fault Control Panel
3 Flammable
Stop Valve Box 0-100%LEL Supply
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
(Sample Point Indent) 1 Flammable
4-20mA MOTOR ROOM
31 Sample
GAS DETECTION SYSTEM Bosun Store
Points
Fault
Drain
Vent
4-20mA x 8/Fault FIRE CONTROL STATION 30% Alarms x 5/Fault 30% Trip
EXTENSION
8 Flammable ALARM PANEL ENGINE CONTROL ROOM
Gas Detectors
ENGINE ROOM
GAS DETECTION SYSTEM
30% Alarms x 8/Fault
ACCEPT POWER ON
RESET FAULT
Cargo Machinery
Extension Alarm Panel
TEST GAS/ALARM
System Control Panel
Engine Room Gas Detection System (Fire Control Station)
4-20mA x 5/Fault
Boiler
4-20mA x 23/Fault Control 30% Trip
Panel
22 Flammable
Gas Detectors
Key
ACCOMMODATION 30% Alarms x 23/Fault Electrical Signal
GAS DETECTION SYSTEM
Sample Pipe
Flammable Gas Detector
(Emergency Diesel Generator Room) Accommodation Area Gas Detection System
• Cargo tank annular spaces - upper and lower • Security Switch - a two way key switch with a removable key. • - Decrease
During normal operation the key is in the horizontal position • SPR - Special function button
• Vent masts - 4 sets
and the Start-Up screen is displayed. The key can be turned
• Double bottom pipe passage - forward and aft to the vertical position to access the Main Menu screen and
• Under deck passages - port forward and aft, starboard forward system functions. The key can also be removed to eliminate
and aft unauthorised access to the system.
The DCS will record the last sample value of each point as it is transmitted by d) Turn the key to the horizontal position or remove the key for
the gas detection system. This recorded value will continue to be displayed on security.
the graphic screen until it is next updated in rotation.
Main Supply
4-20mA (0-100% System Control Panel)
Standby Supply
Gas Alarm Fault
Reset 30% Alarms & Fault
Motor Room System
4-20mA x 5/Fault Control Panel
3 Flammable
Stop Valve Box 0-100%LEL Supply
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
(Sample Point Indent) 1 Flammable
4-20mA MOTOR ROOM
31 Sample
GAS DETECTION SYSTEM Bosun Store
Points
Fault
Drain
Vent
4-20mA x 8/Fault FIRE CONTROL STATION 30% Alarms x 5/Fault 30% Trip
EXTENSION
8 Flammable ALARM PANEL ENGINE CONTROL ROOM
Gas Detectors
ENGINE ROOM
GAS DETECTION SYSTEM
30% Alarms x 8/Fault
ACCEPT POWER ON
Cargo Machinery
Extension Alarm Panel
RESET FAULT
TEST GAS/ALARM
System Control Panel
Engine Room Gas Detection System (Fire Control Station)
4-20mA x 5/Fault
Boiler
4-20mA x 23/Fault Control 30% Trip
Panel
22 Flammable
Gas Detectors
Key
ACCOMMODATION 30% Alarms x 23/Fault Electrical Signal
GAS DETECTION SYSTEM
Sample Pipe
Flammable Gas Detector
(Emergency Diesel Generator Room) Accommodation Area Gas Detection System
• SPR - Unused during normal operations, but used when The cargo machinery trip control panel will also shut down the gas supply There are four pushbuttons on the front panel:
calibrating to set the alarm type as rising or falling and when to the boilers.
setting the 4-20mA output • RESET - To reset any alarm which is below the hysteresis
Engine room system control panel: value of the alarm point in the latch mode. In the case of
• PWR - The computer is operating and power has been detected falling alarms, this will be when the level has risen above
• Engine room supply fans - port forward and aft and starboard the hysteresis level.
forward and aft
The system is used to monitor for flammable gas in the following areas: • TEST - If pressed quickly and released, will cause the
• Engine room exhaust fans - port and starboard measurement cards to step through all LEDs, relays and buzzer
• Accommodation spaces
• Engine room 2nd deck - port and starboard boiler firing in sequence.
• Engine room spaces
platform • MUTE - This pushbutton will mute the buzzer
• Cargo machinery room spaces
• SPR - Used as a spare pushbutton
Motor room system control panel:
Alarm Points
• Motor room upper flat a) With the Start-Up screen displayed, turn the security key switch
The system has two alarm points (A - High and B - Low) which are set and and press the RESET pushbutton.
• Motor room lower flat - port and starboard
each can be configured at any point within the scale. There is also an Alarm
Validation Period (AVP) which is used to prevent spurious alarms. The AVP is • Bosun’s store b) Turn the key switch to its original position or remove the
the time (0-60 seconds) that the gas content has to be above or below the alarm key for security.
• Bow thruster rooms
set point before the alarm relay operates.
(Note: Only authorised personnel should proceed any further in the operation
The motor room system control panel will also stop the ventilation fans. of the gas detection panel and instructions to do so can be found in the
Control Panels manufacturer’s instruction book.)
Accommodation control panel:
The following panels provide gas detection and failure alarms, which
are transmitted to the DCS graphic screens T30-429-01 CARGO GAS • Emergency generator room
DETECTION and T30-429-02 ENGINE ROOM GAS DETECTION and the • Main air conditioning air intake
extension alarm panel in the fire control station:
• Auxiliary air conditioning air intake
• Cargo machinery trip control panel
• Galley
• Engine room system control panel
• Duty mess room
• Motor room system control panel
• Upper deck - port and starboard entrance
• Accommodation control panel
• A deck - port and starboard entrance
• Gas detection system power box
• B deck - port and starboard entrance
• C deck - port and starboard entrance
• D deck - port and starboard entrance
40 60
20 80
8 12
BATT.
4
0 100 20
40 60
80 20
40 60
80
SPAN GAS INLET TOXIC GAS 20
40 60 16
80
(PUSH)
0 100 0 100 DETECT. 0 20
0 100
% O2 BATT
. %LEL %LEL % LEL
0
2 4 6 8
10
BATT
. % LEL
COMB O2
BATT. SPAN 100
100 BATT CO2 PREP
CHECK.
METER LIGHT CO2
10
OFF 20 OFF MEAS
CHG.
COMB OXYGEN
ZERO ADJ. CAL ADJ.
- + - + ALARM RESET
OUT
MODEL NP-237H
RIKEN KEIKI RIKEN KEIKI GX-7 RIKEN KEIKI
a) Notify the Cargo Engineer or Chief Officer (in case of an The vessel is supplied with three types of portable gas detectors:
engine room gas detection alarm, the duty engineer will notify
the bridge or CCR if in port). 1. Detectors which measure the levels of O2 and are used as a personal alarm
instrument. They are usually attached to the officer’s belt during entry to a tank
b) One or more of the above will investigate. or space which has been gas freed prior to entry.
c) Prohibit all normal entry into the space concerned until it has 2. Detectors which measure the level and volume of O2, CO2, CO and CH4
been declared safe. (methane) present in a tank when the tank is being inerted or gassed up.
d) If the alarm requires further local investigation, call the Master 3. Detectors which measure the dew point during the drying process of a tank
and Chief Engineer. or hold.
WARNING
Under no circumstances are local investigations to be carried out by a
single person. The space is to be considered EXTREMELY DANGEROUS
until proved otherwise.
Subsequent Action
5 - Dry Powder Fire Extinguishing System Release Cabinets for Port and Starboard Manifold Monitors
24 22 6 - Emergency Stops for Accommodation, Engine Room and Cargo Ventilation Fans
17 - Automatic Telephone
Upper Upper
Deck 18 Deck
18 - Emergency Breathing Apparatus Cylinders Recharging Compressor
Starboard Accommodation
28 29 31 Alleyway
19 - Emergency Breathing Apparatus Recharging Compressor Start/Stop Pushbuttons Panel
Starboard
17 20 - Gas Detection System Extension Alarm Panel
30 16
21 - Gas Detection System Monitor
Forward 15
14
22 - Engine Room Quick Closing Valves and Fire Dampers Operating Panel
13
23 - Spare CO2 Cylinders for Portable Fire Extinguishers
Communication Equipment
• Control box for the quick-closing valve system
• Common battery telephone
• Control box for the fire dampers
• Automatic telephone
• Pushbutton start/stop box for the following pumps:
• General alarm pushbutton
• Water spray pumps
• Fire alarm pushbutton
• Bilge, fire and general service pumps
• Fire alarm repeater panel
• Fresh water pump for the high expansion foam system
• Gas alarm with alarm display monitor
• Emergency fire pump
• Fire pump
Fire Fighting Equipment