British Emerald Cargo Operating Manual

Document Title: Cargo Operating Manual

Revision: Final Draft

Document Front Matter: British Emerald

Date: September 2008

CARGO OPERATING MANUAL

Section 2: Properties of LNG

LIST OF CONTENTS ISSUE AND UPDATE CONTROL MECHANICAL SYMBOLS AND COLOUR SCHEME ELECTRICAL AND INSTRUMENTATION SYMBO LS INTRODUCTION

2.1

2.1.1

2.1.1a 2.1.1b 2.1.1c 2.2

Principal Particulars 1.1.1 1.1.2 1.1.3 1.1.4

Principal Particulars of the Ship Principal Particulars of Cargo Equipment and Machinery General Arrangement Tanks and Capacity Plan

3.3

Properties of LNG and Methane Variation Varia tion of Boiling Point of Methane with Pressure Relative Density of Methane and Air

2.2.2

2.2.1a

2.3

Rules and Regulations

Flammability of Methane, Oxygen and Nitrogen Mixtures Structural Steel Ductile to Brittle Transition Curve

Health Hazards

1.3

Cargo System Technol Technology ogy

2.3a 2.3b

Custody Transfer System (CTS) 3.3.1 Saab Radar Primary System (Radar Gauges and Custody Transfer System) 3.3.2 Float Level Gauge 3.3.3 Omicron EHL and HHL Independent Level Alarms 3.3.4 Trim and List Indicator 3.3.5 Loading Computer

3.3.1a 3.3.1b 3.3.1c 3.3.1d 3.3.1e 3.3.2a 3.3.2b 3.3.3a 3.3.4a 3.3.5a 3.3.5b 3.3.5c 3.3.5d

Illustrations 1.2

Filter Alarm and Trend Screen Shot Extension Alarm Panel Watch Call Screen Shot

Illustrations

Flammability of Methane, Oxygen and Nitrogen Mixtures Supplementary Characteristics

Illustrations

2.2.2a General Arrangement Cargo Machinery Room Layout Tank Location Plan

Physical Properties and Composition of LNG

Characteristics of LNG 2.2.1

Illustrations 1.1.3a 1.1.3b 1.1.4a

Properties of LNG

Illustrations

Section 1: Design Concept of the Vessel Vessel 1.1

3.2.2d 3.2.3a 3.2.3b

Methane Safety Card Nitrogen Safety Card

Saab Tank Level Monitor Display Saab Radar System IAS Custody Transfer Screen Shot Custody Transfer Data Certificate of Loading Whessoe Gauge System Whessoe Float Level Gauge High Level and Overfill Alarm System Trim and List Indicators Loading Computer Load Computer (Cargo Screen) Loading Computer (Load Summary) Loading Computer (Bending Moments)

Section 4: Cargo and Ballast Systems 1.3.1 1.3.2

Cargo Containment System Principle GTT Mark III Cargo Containment

Illustrations 1.3.1a 1.3.2a 1.3.2b 1.3.2c 1.3.2d 1.4

4.1 3.1

Cargo Control Room Arrangement

Illustrations Cargo Tank Lining Reinforcement Membrane Cargo Containment (GTT Mark III) Interbarrier Space (IBS) Insulation Space (IS) Flat Panel Junction IBS IS Section of Longitudinal Corner Hull Steel Grades

Hazardous Areas and Gas Dangerous Zones

Illustrations 1.4a

Section 3: Integrated Automation System (IAS)

3.1a 3.1b 3.2

Issue: Final Draft - September 2008

4.1.1 4.1.2

Cargo Manifold System Cargo Strainers

Illustrations Cargo Control Room Layout Cargo Control Room Console

4.1.1a 4.1.1b 4.1.2a

Cargo Manifold (Port Side) Drain and Inlet Manifold Pipes and Loading Arms Cargo Strainer

Integrated Automation System (IAS) 3.2.1 3.2.2 3.2.3

IAS Overview IAS Control Station Operation Extension Alarm System

Illustrations Hazardous Areas and Gas Dangerous Zone Plan

Cargo Manifold

3.2.1a 3.2.1b 3.2.2a 3.2.2b 3.2.2c

IAS Architecture Cargo Mimic Index Screen Shot Cargo Plant Overview Screen Shot Cargo Control Room IAS Annunciator Keyboard Fuel Gas Network Overview Screen Shot

IMO No. 9333591

4.2

Cargo Piping System

4.2.1 4.2.2 Illustrations 4.2.1a 4.2.1b 4.2.1c

Cargo Piping Cargo Pipe Insulation Cargo Piping System No.2 Cargo Tank Arrangement Spiral Wound Gasket

Front Matter - Page 1 of 8





4.3

Cargo Pumps 4.3.1 4.3.2 4.3.3

Main Cargo Pumps Stripping/Spray Pumps Emergency Cargo Pump

4.4

4.12.2b 4.12.2c 4.12.3 a

Main Cargo Pumps Main Cargo Pump Start Screen Shot Stripping/Spray Pumps Spray Pump Start Screen Shot Emergency Cargo Pump Emergency Pump Control Screen Shot

4.8a 4.8b 4.8c 4.9

Inert Gas and Dry-Air Generator

4.9a 4.9b 4.9c

Inert Gas and Dry-Air Generator Inert Gas Cooler and Dryer System Inert Gas System on Deck

Illustrations 4.13.1a 4.13.1b 4.13.1c 4.13.2a 4.13.2b 4.13.2c

Illustrations 4.4.1a 4.4.1b 4.4.1c 4.4.2a 4.4.2b 4.4.2c 4.5

High Duty Compressor High Duty Compressor Control Screen Shot High Duty Compressor Monitoring Screen Shot Low Duty Compressor Low Duty Compressor Control Screen Shot Low Duty Compressor Monitoring Screen Shot

4.5a 4.5b

4.10a 4.10b 4.10c

4.11 Boil-Off/Warm-Up Heaters Boil-Off/Warm-Up Boil-Off/Warm-Up Boil-Off/W arm-Up Screen Shot

Gas Detection System Gas Detection Panel Gas Detection System Machinery Trip Cause and Effect

Emergency Shutdown and Tank Protection System Ship-Shore Link - Pneumatic

Illustrations 4.11.1a 4.11.1b 4.11.1c 4.11.1d 4.11.2a 4.11.2b 4.11.2c

LNG Vaporise Vaporisers rs LNG Vaporise Vaporisers rs Screen Shot

Emergency Shutdown System Architecture Fibre-Optic/Electric System Configuration Module Control Panels System Block Emergency Air System ESDS Screen Shot Control Flow Chart for ESDS

Forcing Vaporiser and Mist Separator 4.7.1 4.7 2 4.7.3 4.7.4

Forcing Vapo Vaporiser riser Natural Boil-Off Mist Separator Forcing Boil-Off Mist Separator Spray Pre-Coolers

Illustrations 4.7.1a 4.7.1b

4.12

5.1

Temperature Temper ature Monitoring System

Illustrations 5.1a


5.1b 5.1c

4.12.1 4.12.2 4.12.3

4.12.1a 4.12.2a

5.2

Cargo Tank Relief Valves Insulation Space Relief Val Valves ves Pipeline Relief Val Valves ves

Pressure Relief Valv Valvee Operation Pilot Operated Safety Relief Val Valve ve

IMO No. 9333591

Temperature Tempera ture Sensors in Secondary Barrier, Trunk Deck and Duct Keel Temperature Tempera ture Sensors in Cofferdams Temperature Tempera ture Monitoring Screen Shot

Interbarrier Space and Insulation Space Pressure Control

Illustrations 5.2a 5.2b

5.3

Nitrogen Pressure Control System Screen Shot No.1 Tank Nitrogen Pressure Control System Screen Shot

Cofferdam Heating System 5.3.1 5.3.2 5.3.3

Relief Systems

Illustrations Forcing Vapo Vaporiser riser Forcing Vapo Vaporiser riser Screen Shot

Water Ballast System Ballast Pumps Screen Shot Ballast System Screen Shot Pulse Radar Type Draught and Tank Level Indicating System Ballast Level Gauge Independent Level Alarm System

Section 5: Cargo Auxiliary and Deck Systems

Emergency Shutdown System 4.11.1 4.11.2

LNG Vaporiser

4.6a 4.6b

Ballast Piping System Ballast Level and Draught Indicating System Ballast Exchange System

Illustrations

Illustrations

4.7

Fixed Gas Sampling and Gas Detection Systems

Boil-Off/Warm-Up Boil-Off/W arm-Up Heaters

Illustrations

4.6

4.10

Ballast Level and Ship’s Draught Gauging System 4.13.1 4.13.2 4.13.3

Nitrogen Generator Nitrogen Generator Screen Shot Nitrogen System Screen Shot

Illustrations

High Duty Compressor Low Duty Compressors

IBS and IS Pressure Control Table Cargo Tank Pressure Table Typical Pipeline Relief Valv Valvee

Nitrogen Generator

Illustrations

Cargo Compressors 4.4.1 4.4.2

4.8

Natural Boil-Off Mist Separator Screen Shot Forcing Boil-Off Mist Separator Screen Shot

4.13

Illustrations 4.3.1a 4.3.1b 4.3.2a 4.3.2b 4.3.3a 4.3.3b

4.7.2a 4.7.3a

Glycol Wate Waterr Heater Cofferdam Heating and Control Hull Vent Ventilation ilation

Illustrations 5.3.1a 5.3.2a 5.3.2b 5.3.3a

Glycol Wate Waterr Heater System in the Cargo Motor Room Cofferdam Heating Control System Screen Shot Cofferdam Heating System Hull Vent Ventilation ilation






4.3

Cargo Pumps 4.3.1 4.3.2 4.3.3

Main Cargo Pumps Stripping/Spray Pumps Emergency Cargo Pump

4.4

4.12.2b 4.12.2c 4.12.3 a

Main Cargo Pumps Main Cargo Pump Start Screen Shot Stripping/Spray Pumps Spray Pump Start Screen Shot Emergency Cargo Pump Emergency Pump Control Screen Shot

4.8a 4.8b 4.8c 4.9

Inert Gas and Dry-Air Generator

4.9a 4.9b 4.9c

Inert Gas and Dry-Air Generator Inert Gas Cooler and Dryer System Inert Gas System on Deck

Illustrations 4.13.1a 4.13.1b 4.13.1c 4.13.2a 4.13.2b 4.13.2c

Illustrations 4.4.1a 4.4.1b 4.4.1c 4.4.2a 4.4.2b 4.4.2c 4.5

High Duty Compressor High Duty Compressor Control Screen Shot High Duty Compressor Monitoring Screen Shot Low Duty Compressor Low Duty Compressor Control Screen Shot Low Duty Compressor Monitoring Screen Shot

4.5a 4.5b

4.10a 4.10b 4.10c

4.11 Boil-Off/Warm-Up Heaters Boil-Off/Warm-Up Boil-Off/Warm-Up Boil-Off/W arm-Up Screen Shot

Gas Detection System Gas Detection Panel Gas Detection System Machinery Trip Cause and Effect

Emergency Shutdown and Tank Protection System Ship-Shore Link - Pneumatic

Illustrations 4.11.1a 4.11.1b 4.11.1c 4.11.1d 4.11.2a 4.11.2b 4.11.2c

LNG Vaporise Vaporisers rs LNG Vaporise Vaporisers rs Screen Shot

Emergency Shutdown System Architecture Fibre-Optic/Electric System Configuration Module Control Panels System Block Emergency Air System ESDS Screen Shot Control Flow Chart for ESDS

Forcing Vaporiser and Mist Separator 4.7.1 4.7 2 4.7.3 4.7.4

Forcing Vapo Vaporiser riser Natural Boil-Off Mist Separator Forcing Boil-Off Mist Separator Spray Pre-Coolers

Illustrations 4.7.1a 4.7.1b

4.12

5.1

Temperature Temper ature Monitoring System

Illustrations 5.1a


5.1b 5.1c

4.12.1 4.12.2 4.12.3

4.12.1a 4.12.2a

5.2

Cargo Tank Relief Valves Insulation Space Relief Val Valves ves Pipeline Relief Val Valves ves

Pressure Relief Valv Valvee Operation Pilot Operated Safety Relief Val Valve ve

IMO No. 9333591

Temperature Tempera ture Sensors in Secondary Barrier, Trunk Deck and Duct Keel Temperature Tempera ture Sensors in Cofferdams Temperature Tempera ture Monitoring Screen Shot

Interbarrier Space and Insulation Space Pressure Control


5.3

Nitrogen Pressure Control System Screen Shot No.1 Tank Nitrogen Pressure Control System Screen Shot

Cofferdam Heating System 5.3.1 5.3.2 5.3.3

Relief Systems

Illustrations Forcing Vapo Vaporiser riser Forcing Vapo Vaporiser riser Screen Shot

Water Ballast System Ballast Pumps Screen Shot Ballast System Screen Shot Pulse Radar Type Draught and Tank Level Indicating System Ballast Level Gauge Independent Level Alarm System

Section 5: Cargo Auxiliary and Deck Systems

Emergency Shutdown System 4.11.1 4.11.2

LNG Vaporiser

4.6a 4.6b

Ballast Piping System Ballast Level and Draught Indicating System Ballast Exchange System

Illustrations

Illustrations

4.7

Fixed Gas Sampling and Gas Detection Systems

Boil-Off/Warm-Up Boil-Off/W arm-Up Heaters

Illustrations

4.6

4.10

Ballast Level and Ship’s Draught Gauging System 4.13.1 4.13.2 4.13.3

Nitrogen Generator Nitrogen Generator Screen Shot Nitrogen System Screen Shot

Illustrations

High Duty Compressor Low Duty Compressors

IBS and IS Pressure Control Table Cargo Tank Pressure Table Typical Pipeline Relief Valv Valvee

Nitrogen Generator

Illustrations

Cargo Compressors 4.4.1 4.4.2

4.8

Natural Boil-Off Mist Separator Screen Shot Forcing Boil-Off Mist Separator Screen Shot

4.13


4.7.2a 4.7.3a

Glycol Wate Waterr Heater Cofferdam Heating and Control Hull Vent Ventilation ilation

Illustrations 5.3.1a 5.3.2a 5.3.2b 5.3.3a

Glycol Wate Waterr Heater System in the Cargo Motor Room Cofferdam Heating Control System Screen Shot Cofferdam Heating System Hull Vent Ventilation ilation






5.4

Fire Fighting Systems 5.4.1 5.4.2 5.4.3 5.4.4 5.4.5 5.4.6 5.4.7 5.4.8 5.4.9 5.4.10

Engine Room Fire Main System Fire and Deck Wash System Sea Wate Waterr Spray System Deck Dry Powder System CO2 Fire Extinguishing System Fire Detection System Quick-Closing Valv Valves, es, Fire Dampers and Emergency Stops System Engine Room Water Mist Fire Extinguishing System Galley Deep Fat Fryer Wet Chemical System First Aid Fire Fighting System

6.2

6.2.1 6.2.2 6.2.3 6.2.4 6.2.5

5.5

Engine Room Fire Main System Fire and Deck Wash System Water Spray System Dry Powder System on Deck D ry Powder System CO2 Fire Extinguishing System Fire Detection Panel Quick-Closing Valv Valves es and Fire Dampers System Water Mist Fire Extinguishing System

6.2.1a 6.2.2a 6.2.2b 6.2.3a 6.2.4a 6.2.4b 6.2.4c 6.2.5a

6.3.2a

6.4

Illustrations Forward Bilge System Bilge System on Deck

Section 6: Cargo Operations

6.4.4 6.4.5

Preparations for Loading Cargo Lines Cooldown Loading Cargo with Vap Vapour our Return to Shore via One High Duty Compressor Draining and Inerting Manifold Pipes and Loading Arms Deballasting

Illustrations 6.1

Insulation Space Pressurising 6.1.1 6.1.2

Insulation Space Inerting In-Service Test

Illustrations 6.1.1a 6.1.1b 6.1.1c 6.1.2a

No.1 Tank Nitrogen Pressure Control System Screen Shot IBS and IS Piping Arrangement Insulation Space Inerting In-Service Test


6.4.1a 6.4.2a 6.4.3a 6.4.3b 6.4.3c 6.4.3d 6.4.4a 6.4.5a 6.4.5b 6.4.5c

Preparations for Loading Cargo Line Cooldown To Load Cargo With Vapour Return to Shore Cargo Manifold Screen Shot Loading No.1 and No.2 Tanks Screen Shot Loading No.3 and No.4 Tanks Screen Shot Manifold/ Shore Lines Draining Deballasting - Running Deballasting - Pumping Ballast System Screen Shot

IMO No. 9333591

Discharging 6.6.1 Preparations for Discharging 6.6.2 Liquid Line Cooldown Before Discharging 6.6.3 Arm Cooldown Before Discharging 6.6.4 Discharging With Vapour Return from Shore 6.6.5 Discharging Without Vap Vapour our Return from Shore 6.6.6 Ballasting

6.6.1a 6.6.2a 6.6.3a 6.6.4a 6.6.4b 6.6.4c 6.6.5a 6.6.5b 6.6.6a 6.6.6b

Loading 6.4.1 6.4.2 6.4.3

Gas Firing (Tank Pressure Control) Gas Firing with Forcing Vapo Vaporiser riser Gas Firing Firing with Forcing Vapo Vaporiser riser - Return to Shore Gas Combustion Unit Screen Shot Vent Mast Screen Shot Fuel Gas Management Overview Screen Shot Fuel Gas Management Screen Shot LD Start Sequence on GCU Screen Shot Forcing Vap Vaporiser oriser Screen Shot Forced Gas Sequence Engines Running

Illustrations

Cargo Machinery Fresh Wate Waterr Cooling System

Forward Bilge System

5.6a 5.6b

6.5.1a 6.5.2a 6.5.2b 6.5.2c 6.5.2d 6.5.2e 6.5.2f 6.5.2g 6.5.2h 6.5.2i

Initial Insulation Space Inerting Drying Cargo Tanks (Summer) Drying Cargo Tanks (Winter) Inerting Gassing-Up (Vent (Venting) ing) Gassing Up - GCU Gassing-Up (Return to Shore) Initial Cooling Down

Ballast Voyage Cooling Down Cargo Tanks Prior to Arrival on Ballast Voyage Cooling Down Single Cargo Tank Prior to Arrival on Ballast Voyage

Gas Burning Overview Operational Overview of the Fuel Gas System

Illustration

Ballast Passage 6.3.1 Cooling Down Cargo Tanks Prior to Arrival 6.3.2 Spraying During Ballast Vo Voyage, yage, Single Tank 6.3.3 Sloshing Inside the Cargo Tanks

6.3a 6.3.1a

Loaded Voyage with Boil-off Gas Burning 6.5.1 6.5.2

Illustrations

Illustrations

5.6

6.5

6.6 6.3

Cargo Machinery Fresh Water Cooling System

5.5a

Initial Insulation Space Inerting Drying Cargo Tanks Inerting Cargo Tanks Gassing-Up Cargo Tanks Cooling Down Cargo Tanks

Illustrations

Illustrations 5.4.1a 5.4.2a 5.4.3a 5.4.4a 5.4.4b 5.4.5a 5.4.6a 5.4.7a 5.4.8a

Post Dry Dock Operation

6.7

Preparation for Discharging Liquid Line Cooldown Before Discharge Arm Cooldown Before Discharge LNG Discharge With Vapo Vapour ur Return from Shore Four Step Discharge Screen Shot Eight Step Discharge Screen Shot LNG Discharge Without Vapou Vapourr Return from Shore Manifold Screen Shot Ballasting - Pumping Ballast Pump Screen Shot

Pre Dry Dock Operations 6.7.1 6.7.2 6.7.3 6.7.4

Stripping and Line Draining Tank Warm-Up Gas Freeing Aerating


Stripping to No.3 Tank while Maintaining Gas Burning Stripping All Tanks without Maintaining Gas Burning Warming-Up Warmin g-Up -1st Step with Gas Burning Warming-Up Warmin g-Up - 2nd Step Gas Freeing the Cargo Tanks Inert Gas System Val Valves ves






6.7.3c 6.7.3d 6.7.3e 6.7.4a 6.8

Gas Freeing Liquid Lines Gas Freeing Spray Lines Gas Freeing Machinery Space and Vapou Vapourr Line Aerating Cargo Tanks

One Tank Operations 6.8.1 6.8.2 6.8.3 6.8.4 6.8.5

Warm-Up Gas Freeing Aerating One Tank Drying/Inerting One Tank Gassing-Up and Cooling Down

7.4

Illustrations 7.4a 7.5 7.6

Warming-Up - One Tank Warming-Up Gas Freeing - One Tank Aeration - One Tank Drying - One Tank Inerting - One Tank Gassing-Up - One Tank Cooldown - One Tank

LNG Vapour Leakage into Barrier Spaces

Ship-to-Ship Transfer General Safety Pre-Mooring Preparations Mooring Transfer Operations Unmooring

7.7

Cold Spots on Inner Hull

7.8

LNG Jettison

Illustrations 7.8a

Section 7: Emergency Procedures 7.1

Emergency Cargo Pump Installation Sequence

Fire and Emergency Breakaway

7.6.1 7.6.2 7.6.3 7.6.4 7.6.5

Illustrations 6.8.1a 6.8.2a 6.8.3a 6.8.4a 6.8.4b 6.8.5a 6.8.5b

Emergency Cargo Pump Installation

7.9

LNG Jettison

Vent Mast on Fire

Illustrations 7.1a 7.2

Interbarrier Space Purge

LNG Liquid Leakage into the Interbarrier Spaces (IBS)


7.3

LNG Leakage to IBS Portable Liquid Level Gauge

Water Leakage to Insulation Space (IS)

Illustrations 7.3a 7.3b 7.3c

Water Evacuation from Insulation Space Water Evacuation from Insulation Space Leakage Pipe


IMO No. 9333591






ISSUE AND UPDA UPDATE TE CONTROL This manual is provided with a system of issue and update control. Controlling documents ensures that: •

Documents conform conform to a standard format;

•

Amendments are carried out by relevant relevant personnel;

•

Each document or update update to a document is approved approved before issue;

•

A history of updates is maintained; maintained;

•

Updates are issued to all registered holders holders of documents; documents;

•

Sections are removed from circulation when obsolete.

This manual was produced by: WORLDWIDE MARINE TECHNOLOGY LTD. For any new issue or update contact:

The Technical Director Dee House Zone 2 Parkway Deeside Industrial Park CH5 2NS UK

E-Mail: manuals@wmtm [email protected] arine.com

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 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 the Technical Operations Office.


IMO No. 9333591






Cargo Symbols and Colour Scheme

LNG Liquid

Stop Valve

Storm Valve With Hand Wheel

Sounding Head with Screwed Cap

Screw-Down Non-Return Valve

Overboard Discharge

Sounding Head with SelfClosing Cap and Sampling Cock (Self-Closing)

Pressure Reducing Valve

Float Type Air Pipe Head (With Insect Screen)

Solenoid Valve

Float Type Air Pipe Head (With Flame-Proof Screen)

Air Motor Valve

Vent Pipe with Flame Screen

Electric Motor Valve

Vent Pipe

Gate Valve

Diaphragm Operated Valve

Suction Bellmouth

Butterfly Valve

Diaphragm Operated Valve with Positioner (3-Way Control)

Simplex Water Strainer

Wax Expansion Type Control Valve

Sea Chest

Butterfly Valve With Air Actuator

Drain Silencer

Spool Piece

Centrifugal Fan

Bilge Hat

Flow Meter

Fusible Plug

Drain Trap

Thermometer Pocket

LNG Vapour

Angle Stop Valve

P1

P2

Warm LNG Vapour

Inert Gas

Angle Screw-Down NonReturn Valve

S

FI

Domestic Fresh Water

Lift Check Non-Return Valve

A

High Temperature Cooling Water Low Temperature Cooling Water

Swing Check Non-Return Valve

M

Nitrogen

Sea Water

Air Trap / Deaerating Valve

Boss

Foot Valve

Boss and Plug

Needle Valve and V-Port Valve

Simplex Auto Backflushing Filter

Needle Valve

Dublex Oil Strainer

Locked Cock

Oil Tray Coaming

Mud Box

Auto Vent Valve ve

Ullage Stand with Cover

Rose Box

Remote Operated Valve

Pressure Reducing Device

Scupper

Hydraulic Oil

W Lubricating Oil

Saturated Steam

Ball Valve

2-Way Cock

A

Condensate

3-Way Cock (L-Type)

Piston Valve

Feed Water

3-Way Cock (T-Type)

Hose Valve

Y-Type Strainer

Emergency Shut-Off Valve (Wire Operated)

Safety / Relief Valve

Pilot Operated Tank Relief Valve

Observation Glass

Cylinder Operated Valve with Positioner (3-Way Control Rotary Plug Type)

A

Air Horn

Angle Safety / Relief ef Valve

Valve Locked Open Closed

Water Separator

Self-Contained Type Control Valve

S

Steam Horn

Regulating Valve

Orifice

Gear or Screw Type Pump

Simplex Oil Strainer

Self-Closing Valve

Blind (Blank) Flange

Centrifugal Pump

Hopper Without Cover

Quick-Closing Valve (Hydraulic Operated)

Flexible Hose

Eductor (Ejector)

Hopper With Cover

Quick-Closing Valve (Air Operated)

Spectacle Flange Open Shut

Hand Pump

Hose Coupling

Fire/Deck Water CO2 Fuel Oil Marine Diesel Oil

Sludge/Waste Oil Air

Discharge/Drain

N.O or N.C

Normally Open or Normally Closed

Bilges

Tank Penetration

Electrical Signal

Instrumentation

Flap Check Non-Return Valve


IMO No. 9333591






Electrical and Instrumentation Symbols 6,600V AC

Earth

440V AC

Battery bank

220V AC

10M Manual Control I/O Ethernet Network

Vacuum Circuit-Breaker (Open Position)

Redundant 100M Ethernet Network

Vacuum Circuit-Breaker (Closed Position)

10M Field I/O Ethernet Network

Vacuum Circuit-Breaker (Closed or Open Position)

Air Circuit-Breaker

Moulded Case CircuitBreaker Vacuum Contactor Switch with Fuse

Disconnecting Switch

ST

Starter Panel

PD

Power Distribution Board

LD

Lighting Distribution Board

Connection Box

Distribution Transformer

Propulsion Transformer

DG

Diesel Generator

EG

Emergency Generator


A: AMC: AS: AVC: BCS: BCS-B1: BCS-B2: CB: COS-A: COS-BT: COS-M: CTT: ECR: ECS: EGD: ETS: F: FVS: GCS: HM: IRM: I/O: LT: MB: NB: PB: PC: PE: PEC: PHS: PLC: PLS: PM: PMS: PSI: PST: PT: PTM: PTT: RPRY: RTS: SB: SC: SE: SHS: SM: ST: STM: STR: SY: SYS: TIB: TL: V: VR: W: WHM:

Ammeter “A” series Marine Controller Ammeter Selection ion Switch AlstomVessel Control Emergency Generator ACB Switch No.1 Bus Tie ACB Control Switch No.2 Bus Tie ACB Control Switch Circuit-Breaker Control Mode Selection Switch Bus Tie Control Mode Key Switch Control Position Selection Switch (ESB-IAS) Current Test Terminals Engine Control Room Engine Control Switch - Start/Stop Ethernet Global Data Earth Test Switch Frequency Meter Frequency and Voltmeter Selection Switch Governor Control Switch Run Hour Meter Insulation Resistance Meter Input/Output Lamp Test Pushbutt on Mac hi ne Br Bridge Network Bridge Port Synchroconverter Port Propulsion Control Cabinet Port Propulsion Excitation Cabinet Power Electronic Controller Panel Heater Switch Programmable Logic Controller Propulsion Power Limitation System Port Propulsion Motor Power Management System Phase Sequence Indicator Meter Phase Sequenc e Test Switch Port Propulsion Transformer Port Propulsion Premagnetising Transformer Potential Test Terminals Reverse Power Relay (Inside Panel) Emergency Generator Sequence Test Switch Starboard Synchroconverter Starboard Propulsion Control Cabinet Starboard Propulsion Excitation Cabinet Space Heater Switch Starboard Propulsion Motor Starboard Propulsion Transformer Starboard Propulsion Premagnetising Transformer Short-Circuit Trouble Reset Switch Synchroscope Synchroscope Selection Switch Transceiver Interface Board Synchro Lamps Voltmeter Voltage Regulator Wattmeter Watt/Hour Meter

IMO No. 9333591

RI RPM Indicator CP Capacitance RCO RPM Counter CI Compound Indication RX Revolution Transmitter CO2 CO2 Meter RC Revolution Controller O2 O2 Meter SAH Salinity Alarm (High) DP Differential Pressure SI Salinity Indication DPAH Differential Pressure Pressure Alarm (High) SX Salinity Transmitter DPS Differential Pressure Switch SM Smoke Indication DPX Differential Pressure Transmitter SMX Smoke Transmitter DPI Differential Pressure Indicator TR Temperature ure Recorder DTAH Differential Temperature Alarm (High) (High) TOC Temperature ure Control EM Electromagnetic Flow Meter TI Temperature ure Indication FAL Flow Alarm (Low/Non) TIAH Temperature ure Alarm/Indicator (High) FOC Flow Controller TIAL Temperature ure Alarm/Indicator (Low) FX Flow Transmitter TIAHL Temperature ure Alarm High/Low Indicator FI Flow/Frequency Indication TS Temperature ure Switch FS Flow Switch TT Temperature Transmitte r FSL Flow Slowdown (Low/Non) TSH Temperature ure Shutdown (High) FLG Float Type Level Gauge TSL Temperature ure Shutdown (Low) HY Hydrazine Detector/Meter VX Vacuum Transmitte r H2O Hydrometer VS Vacuum Switch LAH Level Alarm (High) VA Vacuum Alarm LAVH Level Alarm (Very High) VSH Vibration Shutdown LAEH Level Alarm (Extremely (Extremely High) VI Viscosity Indication LAHH Level Alarm (High High) VC Valve Control LAL Level Alarm (Low) VAH Viscosity Alarm (High) LOC Level Controller VAHL Viscosity Alarm (High/Low) Low) LCH Level Controller (High Alarm) VAL Viscosity Alarm (Low) LCL Level Controller (Low Level) XA Binary Contact LCG Local Content Gauge XSH Other Shutdown LI Level Indication XSL Other Slowdown LIAL Level Alarm/Indicator (Low ) ZI Position Indication LIAH Level Alarm/Indicator (High) ZS Limit Switch LIAHL Level Alarm/Indicator Indicator (High/Low) LR Level Recorder LS Level Switch Function is Locally MS Microswitch XXX Available MC Motor Control and Indication MI Motor Indication (Run/Normal) OAH Oil Content Alarm (High) Functions are Available XXX OI Oil Content / O 2 Indicator XXXX in Control Room PAH Pressure Alarm (High) PAL Pressure Alarm (Low) XXX Functions are Available PIAL Pressure Alarm/Indicator (Low) XXXX on a Local Panel PIAH Pressure Alarm/Indicator (High) PIAHL Pressure Alarm High/Low High/Low Indicator PICAHL Pressure Alarm High/Low Indicator/Control H XXX Letters outside the circle POT Proportional Position Indicator XXXX of an instrument symbol PX Pressure Transmitter L indicate whether high (H), POC Pressure Controller high-high (HH), low (L) PR Pressure Recorder or low-low (LL) function PI Pressure Indication is involved PS Pressure Switch O = Open PSH Pressure Shutdown C = Closed PSL Pressure Slowdown PH PH Detector/Meter






INTRODUCTION

General Although this ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no single document which gives guidance on operating complete systems as installed on board, as distinct from individual items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform and guide competent ship’s staff and trainees in the operation of the systems and equipment on board and to provide additional information that may not be otherwise available. In some cases, the competent ship’s staff and trainees may be initially unfamiliar with this vessel and the information in this manual is intended to accelerate the familiarisation process. It is intended to be used in conjunction with shipyard drawings and manufacturer’s instruction manuals, bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing Orders, and in no way replaces or supersedes these publications, all of which take precedence over this manual. Information relevant to the operation of this vessel has been carefully collated in relation to the systems of the vessel and is presented in three on board volumes, a CARGO OPERATING MANUAL, a BRIDGE SYSTEMS AND EQUIPMENT OPERATING MANUAL and a MACHINERY OPERATING MANUAL The vessel is constructed to comply with MARPOL 73/78. These regulations can be found in the Consolidated Edition, 1991 and in the Amendments dated 1992, 1994 and 1995. The information, procedures, specifications and illustrations in this manual have been compiled by WMT personnel by reference to shipyard drawings and manufacturer’ss publications that were made available to WMT and believed to manufacturer’ be correct at the time of publication. The systems and procedures have been verified as far as is practicable in conjunction with competent ship’s staff under operating conditions.

Safe Operation

Illustrations

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 and are detailed in the various manuals available on board. However, records show that even experienced operators sometimes neglect safety precautions through over-familiarity and the following basic rules must be remembered at all times.

All illustrations that are referred to in the text are located either in-text where sufficiently small, or above the text, so that both the text and illustration are accessible when the manual is laid open. When text concerning an illustration covers several pages the illustration is duplicated above each page of text.

•

•

Never continue continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting any equipment. regularly. In particular, overspeed trips on auxiliary turbines must be tested before putting the unit to work.

•

Never ignore any unusual or suspicious suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs.

•

Never underestimate underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour.

•

Never start a machine remotely from the cargo and and engine control room without confirming visually that the machine is able to operate satisfactorily.

In the design of equipment, protection devices have been included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If any of these safety devices are bypassed, overridden or neglected, then the operation of any machinery in this condition is potentially dangerous.

Details of colour coding used in the illustrations are given in the Mechanical Symbols and Colour Scheme which is detailed on earlier pages in this Front Matter section. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are also given on previous pages in this Front Matter section.

Notices The following notices occur throughout this manual: WARNING Warnings are given to draw reader’s attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR. CAUTION Cautions are given to draw reader’s attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR. Note: Notes are given to draw reader’s attention to points of interest or to Note: Notes supply supplementary information.

Description

It is impossible to anticipate every circumstance that might involve a potential hazard, therefore, warnings and cautions used throughout this manual are provided to inform of perceived dangers to ship’s staff or equipment. In many cases, the best operating practice can only be learned by experience.

The concept of this manual is to provide information to technically competent ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible, thus aiding their understanding and knowledge of the specific vessel. Special attention is drawn to emergency procedures and fire fighting systems.

If any information in these manuals is believed to be inaccurate or incomplete, the officer must use his professional judgement and other information available on board to proceed. Any such errors or omissions or modifications to the ship’s installations, set points, equipment or approved deviation from published operating procedures must be reported immediately to the company’s Technical Operations Office, who should inform WMT so that a revised document may be issued to this ship and in some cases, others of the same class.

The manual consists of a number of parts and sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable.


Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration.

Safety Notice It has been recorded by International Accident Investigation Commissions that a disproportionate number of deaths and serious injuries occur on ships each year during drills involving lifesaving craft. It is therefore essential that all officers and crew make themselves fully conversant with the launching, retrieval and the safe operation of the lifeboats, liferafts and rescue boats.

The valves and fittings identifications and symbols used in this manual are the same as those used by the shipbuilder.

IMO No. 9333591


SECTION 1: DESIGN CONCEPT OF THE VESSEL 1.1

Principal Particulars 1.1.1

Principal Particulars of the Ship

1.1.2

Principal Particulars of Cargo Equipment and Machinery

1.1.3

General Arrangement

1.1.4

Tanks and Capacity Plan

Illustrations 1.1.3a General Arrangement 1.1.3b Cargo Machinery Room Layout 1.1.4a Tank Location Plan

1.2

1.3

Rules and Regulations

Cargo System Technology 1.3.1

Cargo Containment System Principle

1.3.2

GTT Mark III Cargo Containment

Illustrations 1.3.1a Cargo Tank Lining Reinforcement 1.3.2a Membrane Cargo Containment (GTT Mark III) 1.3.2b Interbarrier Space (IBS) Insulation Space (IS) Flat Panel Junction 1.3.2c IBS IS Section of Longitudinal Corner 1.3.2d Hull Steel Grades

1.4

Hazardous Areas and Gas Dangerous Zones

Illustrations 1.4a

Hazardous Areas and Gas Dangerous Zone Plan



Document Section 1: British Emerald


British Emerald


IMO No. 9333591

Section 1.1.1 - Page 1 of 2





1.1 1.1.1

PRINCIPAL PARTICULARS PRINCIPAL PARTICULARS OF THE SHIP

Ship Name:

British Emerald

Radio Call Sign:

MIBR

IMO No:

9333591

Official No:

739297

MMSI No:

235050369

Nationality:

British

Port of Registry:

Douglas (Isle of Man)

Type of Cargo:

LNG

Type of Ship:

GTlll Membrane Gas Tanker

Navigation:

Worldwide

Class Notation:

Lloyds Register of Shipping +100A1, Liquefied Gas tanker, ShipRight (FDA plus), CM, *IWS, L1, EP, +LMC, UMS, ICC, CCS, NAV1 with descriptive notes (Pt. HT., BWMP(S), SEA(Hss4), SERS, SCM, MCM, MPMS.

Summer Freeboard:

7.696m

Alternative Summer Draught:

11.155m

Alternative Displacement:

105,000

Alternative Deadweight:

73,099mt

Alternative Freeboard:

8,761m

mt

Ballast Draught:

9.65m

Ballast Displacement:

93,558.3mt

Ballast Deadweight:

62,358.3mt

Ballast Freeboard:

10.266m

Height (Keel to Mast Head):

63.89m

Distance Bow to Manifold:

146.47m

Distance Stern to Manifold:

141.96m

Distance Bridge to Manifold:

84.0m

Distance Manifold to Rail:

3500mm

Distance Manifold to Maindeck:

4.938mm

Distance Between Cargo Manifolds:

3000mm

Distance Between Bunker/Cargo Manifolds: 2000mm Distance Keel to Manifold:

30.938m

Inmarsat-F77 Tel:

761 114 064 (Bridge)

Summer Draught Waterline to Manifold:

18.718m

Inmarsat-F33 Tel:

761 114 038 (Bridge)

Ballast Waterline to Manifold:

21.288m

Inmarsat-F77 Fax:

761 114 065

Inmarsat-C (1):

423 500 542

Tonnages

Inmarsat-C (2):

423 500 543

Net Registered:

V-Sat Tel:

+44 1932 44 3770 - Bridge

Gross Tonnage:

102,064mt

+44 1932 44 3771 - General Office

Suez Canal Net:

91,206.94mt

+44 1932 44 3772 - Conference Room

Suez Canal Gross:

105,467.24mt

31,576mt

+44 1932 44 3773 - Telephone Booth (A deck) E-mail:

[email protected]

Operator:

BP Shipping Limited

Owner:

RBSSAF(19)Limited

Shipbuilder:

Hyundai Heavy Industries Ltd

Hull Number:

1777

Date Keel Laid:

03 April 2006

Delivered:

25 July 2007

Length Overall:

288.43m

Length BP:

275.00m

Moulded Breadth:

44.20m

Moulded Depth:

26.00m

Lightship Displacement:

31,901mt at 3.774m

TPC/FWA:

106.5/273mm

Primary Summer Draught: 12.220m Summer Displacement:

116,204mt

Summer Deadweight:

84,303mt


IMO No. 9333591






1.1.2

PRINCIPAL PARTICULARS OF CARGO EQUIPMENT AND MACHINERY

Accommodation Capacity:

2 Captain class cabins

Fast Rescue Boat

4 senior officer cabins

Manufacturer:

7 officer cabins

No. of sets:

1

1 superintendent cabin

Model:

FRR 6.5 ID - SF

Cargo Tanks

F.R. Fassmer & Co

4 cadet cabins

Dimensions:

(L x B x H): 6.10m x 2.23m x 2.56m

Tanks:

4

1 pilot cabin (2 berth)

Design draught:

0.37m

Insulation (Primary and Secondary):

279mm thick

3 petty officer cabins

Number of persons:

6 -15

Tanks:

38.00 metres width

12 crew cabins

Weight:

Light load (including loose equipment) 1,700kg

Design Specific Gravity LNG:

470kg/m 3

1 suez cabin (6 berth)

Hoisting load:

(6 persons) 2,150kg

Maximum Specific Gravity LNG:

500kg/m 3

Engine manufacturer:

Cargo Capacity @ 20ºC:

155.045.7m 100%

Bukh and Steyr 144VTI, 144bhp with Hamilton 213 water jet

Cargo Capacity @ -163ºC, SG 0.47:

71,778.4mt 98.5%

Engine type:

Diesel, two circuit water-cooled

Cargo Capacity @ -163ºC, SG 0.50:

76,360.1mt 98.5%

Starting system:

Battery

Maximum Design Pressure:

25kPa

Minimum Working Tank Pressure:

30kPa

Minimum Design Pressure:

-10kPa

3

Lifeboat F.R.Fassmer and Co.

Model:

GAR-T 8.8

No. of sets:

1

Dimensions (L x B x H): 8.82m x 2.70m x 3.35m

Cargo Tanks Cargo Capacity @ 20ºC:

Manufacturer:

155,045.70m3 100%

Number of persons:

40

Weight:

Light load (including loose equipment) 5,000kg 8,150kg

Cargo Capacity @ -163 ºC, SG 0.47:

71,778.40mt 98.5%

Total davit load for lowering:

Cargo Capacity @ -163 ºC, SG 0.50:

76,360.10mt 98.5%

Engine

Cargo Load Rates with Vapour Return All Tanks Maximum Loading Rate:

Diesel, water-cooled with header tank and external keel cooler

Set pressure:

25kPaG

Closing pressure:

22kPaG

F.R.Fassmer and Co.

No. of sets:

1

System type:

D-FH.85

4 x 16" each side

Liferafts

Liquid Crossover:

ND 400ASA 150 raised face, serrated

Manufacturer:

Viking Lifesaving Equipment Ltd

Vapour:

1 x 16" each side

Type:

4 x 25 person davit launch

Vapour Crossover:

D 400 ASA 150c raised face, serrated Total weight:

258kg each (20 person davit launch)

1 x 6 person manual launch 85kg each (6 person manual launch)

Cruising Range:

nm


CR105//405,107//407

Engine type:

Liquid:

20.0 knots

Tag No:

8

Manufacturer:

Service Speed:

PSL-MD13-131-NS1(B)

2

Davit

6275.5m 3 at 95%

PORV 10 *12

Model:

No. per tank:

12,500m /h

Diesel Oil Capacity:

Fukui Seisakusho

Type:

L3.139 LB

3,000m 3 /h

2 x 14" each side

Manufacturer:

Model:

Single Tank Maximum Loading Rate:

Diesel Oil:

Cargo Tank Safety Valves

No. of units:

3 Manifolds; not more than:

Bunker Shore Connections

100 litre

Sabb

8,500m3 /h

Cargo Shore Connections

28 knots with 3 persons, 23 knots with 6 persons

Fuel tank capacity:

Manufacturer:

2 Manifolds; not more than:

3

Speed:

Davit Manufacturer:

Ilho Marine Tech.

Type:

D-RC. 21/4.0

SWL:

2.1 tonne

No. of sets:

2

Working radius:

3m

IMO No. 9333591

Blowdown pressure:

3kPa

Flow rate per valve:

26,950Nm3 /h

Vacuum setting

-1kPaG

Blowdown pressure:

1kPa

Flow rate per valve:

2,716Nm3 /h

Fixed Gas Sampling System Manufacturer: System:

Consilium Marine AB Salwico

Salwico model: Type:

SW2020 Sample Draw Continuous 29 min cycle

Cargo part: Sampling range: Sampling range:

24 - Infrared detectors 0-100% LEL (0-5% vol) methane 0-100% Vol (0-5% vol) methane






High Duty Compressors

Cargo Pumps

Manufacturer:

Cryostar SA

Manufacturer:

No. of sets:

2

Model:

CM 400/55

Type: Volume flow:

No. of sets:

2

Ebara International Corporation

Type:

6-8-10 d42

Type:

16EC-24, fixed vertical

Capacity:

300m 3 /h at 6mwc suction lift

Liquid

LNG

Driving water:

230m3 /h at 11 bar

Centrifugal, single-stage, fixed speed with adjustable inlet guide vanes

Capacity:

1,800m 3 /h at 155mth

BEP flow:

1,879m3 /h (best efficiency point)

32,000 m3 /h

Minimum flow:

658m3 /h (continuous)

Mass flow:

48,818kg/h

Operating temperature: -163°C

Inlet gas pressure:

103kPa (absolute)

Design pressure:

9.6 bar(g)

Outlet gas pressure:

196kPa (absolute)

Power required:

487kW (rated)

Inlet gas temperature:

-140°C

497kW (best efficiency point)

Outlet gas temperature: -112.2°C

256kW (shut off)

Shaft speed:

520kW (maximum, at 120% rated capacity)

11,200 rpm

Main Machinery Diesel Electric Diesel Generator Engines Manufacturer:

Wärtsilä

Model:

12V50DF

No. of Engines:

2

Type:

Four-stroke, ‘V’ type, dual fuel, turbocharged

Maximum power:

11,400kW (MCR) in gas mode, 11,400kW (MCR) in diesel mode 9L50DF

Inlet guide vane setting: +80° to -30° angular rotation

No. of stages:

1

Type:

Single speed, asynchronous, 3-phase

No. of sets:

8 (2 per cargo tank)

No. of poles:

2

Motor rating:

6600V, 559.5kW, 60Hz, 4-pole

Model:

Protection:

IP55

Motor speed:

1,800 rpm

No. of engines:

2

Motor speed:

3,578 rpm

Starting time:

5.0 seconds (maximum)

Type:

Four-stroke, in-line, dual fuel, turbocharged

Shaft speed:

11,200 rpm

Current:

61A (full load)

Maximum power:

29,126kW at 90.6 rpm

Rated motor power:

900kW, 6,600V, 60Hz

Propeller type:

Fixed pitch

373A (starting) Starting Method

Direct on Line

Low Duty Compressors

No. of blades:

5

Diameter:

8,600mm

Cryostar

Ballast Pumps

No. of sets:

2

Manufacturer:

Shin Shin Hamworthy Machinery Co. Ltd.

Pitch (mean):

7,215.23mm

Model:

CM2 200

No. of sets:

3

Direction of rotation:

Right-handed

Type:

Centrifugal, two-stage, dual speed with variable diffusor vanes

Type:

Vertical, centrifugal with self-priming of No.3

Model:

CAD 450-12 V48 ASN (Nos.1 and 2 pumps)

Steering Gear

CAD 450-12 V48 ASN w/PG (No.3 pump)

Manufacturer:

Yoowon-Mitsubishi Industries Ltd

3,000m 3 /h at 30m (about 3 bar)

Model:

YDFT-400-4-(45°)

Manufacturer:

Rated motor power:

650/325kW, 6,600V, 60Hz

Motor speed:

3,578 rpm

Shaft speed:

29,775 rpm

Capacity: Motors

Inert Gas Generator

Torque:

3,432kNm at 35°

Main pump model:

3V-FH2B-MK x 4

Manufacturer:

Hyundai

Manufacturer

Aalborg - Smit Gas Systems B.V.

Motor:

55kW

No. of sets:

3

Model:

Gln15000-0.25BUFD

Torque motor type:

PV008

Type:

TEFC, IC411

Type:

Inert gas and dry-air

Model:

HLE5 352-66V

No. of sets:

1

Maximum power output: 375kW

Inert gas delivery rate:

15,000Nm 3 /h

Manufacturer:

Brunvoll AS

Speed:

1190 rpm

Dry air delivery rate:

15,000Nm3 /h

Model:

FU-100-LTC-2750

Starting Method:

DOL (Direct-on-line)

Delivery pressure:

25kPag

Type:

Electro-hydraulic


Bow Thruster

No. of sets:

1

Ballast Stripping Eductors

Input:

2,000kW at 1,180 rpm

Manufacturer:

Propeller speed:

256 rpm

Teamtec

IMO No. 9333591






Auxiliary Boiler

Emergency Generator

Manufacturer:

Kangrim Industries Co. Ltd

Manufacturer:

No. of sets:

1

No. of sets:

1

Model:

MB0406BS11

Model:

PM734C1

Type:

Vertical oil-fired water tube

Type:

Single bearing, brushless, self-excited, 4-pole

Evaporation:

15,000kg/h

Speed:

1800 rpm

Steam condition:

1.0MPa

Voltage:

450V

Output:

1,150kW, 1,844A, 1,437.5kVA, 0.8pf

Exhaust Gas Economisers Manufacturer:

Kangrim Industries Co. Ltd

No. of sets:

2

Type:

Water tube forced circulati on type

Exhaust gas flow:

78,480kg/h at 297°C

Evaporation:

1,500kg/h

Safety valve setting:

1.6MPa

Stamford

Enclosure:

IP23

Heating element:

220-260V, 210-325W

Bearing type:

Ball bearing, greased for life

Excitation:

PMG

Main Generators DG1 and DG4 Manufacturer:

Alstom

No. of sets:

2

Model:

B225T14

Type:

Two bearing, brushless, self-excited, 14-pole

Speed:

514 rpm, 60Hz

Voltage

6,600V, 3-phas e

Output:

902A, 10,312.5kVA, 0.8pf

Enclosure:

IP 44

Heating element:

230V, 3 x 915W

Bearing type:

Flange mounted, self-aligning, insulated sleeve

Excitation:

Inboard exciter and outboard shaft permanent magnet generator (PMG)

mounted

Main Generators DG2 and DG3 Manufacturer:

Alstom

No. of sets:

2

Model:

B225X14

Type:

Two bearing, brushless excitation, 14-pole

Speed:

514 rpm, 60Hz

Voltage

6,600V, 3-phas e

Output:

1,203A, 13,750kVA, 0.8pf

Enclosure:

IP 44

Heating element:

230V, 3 x 915W

Bearing type:

Flange mounted, self-aligning, insulated sleeve

Excitation:

Inboard exciter and outboard shaft permanent magnet generator (PMG)


mounted

IMO No. 9333591






1.1.3

GENERAL ARRANGEMENT

Illustration 1.1.3a General Arrangement Elevation

13

12

11

9

10

17

4 2 15

8

7

6

Cargo Tank

5 3

16

1

14

Cross-Section Upper Deck Key

14

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

13

Tank Top

-

Fore Peak Tank (Void) Chain Locker Bow Thruster Room Bosun’s Store No.1 Cargo Tank No.2 Cargo Tank No.3 Cargo Tank No.4 Cargo Tank Manifold Area Deck House Cargo Compressor Room Motor Room Accommodation Engine Room Steering Gear Room Aft Peak Tank Lifeboat Pipe Duct Store Space Rope Store

19

15

14

18

3

4

20

Principal Particulars Length OA Lenght BP Breadth (Mld) Depth (Mld) Draft (Mld) (Design) Draft (Mld) (Scant’g/Summer)

-

288.43m 275.00m 44.20m 26.00m 11.47m 12.20m


Freeboard C la ss

-

Propulsion Power

-

“A” Type L R, + 10 0A I L iq ue fi ed Ga s Ta nk er , S hi pR ig ht ( FD A P lu s) , CM, *IWS, LI, EP, +LMC, UMS, ICC, CCS, NAV1 with Descriptive notes (Pt. HT., BWMP(S), Sea(Hss-4) SERS, SCM, MCM, MPMS) Maximum Propulsion Power: 29,126kW x 90.6 rpm

Main Diesel Generator Engine -

IMO No. 9333591

Wartsila Wartsila 12V50DF (V-Type): 11,400kW x 514 rpm; Two (2) Sets Wartsila 9L50DF (L-Type): 8,550kW x 514 rpm; Two (2) Sets






Illustration 1.1.3b Cargo Machinery Room Layout

Cooler for NBU Mist Separator Control Panel

Level Alarm

Bilge

1st Stage Engine After-Cooler Control Panel

GCU After-Cooler Control Panel

Bilge

2nd Stage

NBO Mist Separator

No.2 BOG Heater Control Panel

LO Cooler

No.2 LD Compressor

Escape Hatch

Drain Pot

Gearbox

Level Alarm

Auxiliary Lubricating Oil Pump

No.2 LD Control Panel

No.2 BOG Heater

1st Stage

Gearbox

Emergency Escape Hatch

Auxiliary Lubricating Oil Pump LO Cooler

No.1 LD Compressor 2nd Stage

No.1 BOG Heater Control Panel

No.1 BOG Heater

No.1 LD Control Panel

LO Cooler

Gearbox

Main No.1 Glycol Water Heater Auxiliary Lubricating Oil Pump

Compressor Room

LO Cooler

Gearbox Forcing Vaporiser Control Panel

LNG Vaporiser

Standby No.2 Glycol Water Heater

No.2 HD Compressor

LNG Vaporiser Control Panel

FBO Liquid Separator

Motor Room Auxiliary Lubricating Oil Pump

No.2 Glycol Water Pump

No.1 Glycol Water Pump No.1 HD Compressor Glycol/Water Mix Tank (0.2m³)

Forcing Vaporiser

Ladder to Glycol Header Tank Situated On Top of Air-Lock Door

From Fresh Water Filling To Header Tank

Bilge Pump Recess Bilge Drains Cooler

Reserve Oil Tank (1.0m3)

No.6 Solenoid Valve Box for Cargo

Gas Vent Drain Tank (1.34m 3)

Level Alarm Bilge

Compressor Room


IMO No. 9333591

Glycol Storage Tank (4.5m³)

Air-Lock Door

Motor Room






1.1.4

TANKS AND CAPACITY PLAN Diesel Oil Tanks

Cargo Tanks Capacity Frame No.

100% full at 20ºC m3

No.1 Cargo Tank

115-126

25,952.9

No.2 Cargo Tank

99-114

44,878.7

No.3 Cargo Tank

83-98

No.4 Cargo Tank

68-82

COMPARTMENT

Total

98.5% at -163ºC

Tonnes

Metres

Metres

368.7

-88.54

19.22

534.5

507.9

457.0

-90.50

19.88

127-151

2,491.1

2,366.5

2,129.9

107.53

12.91

127-151

2,460.2

2,337.2

2,103.5

107.62

12.91

MDO Settling Tank (P)

45-51

144.2

137.0

123.3

-99.10

15.37

MDO Settling Tank (S)

45-51

144.2

137.0

123.3

-99.10

15.37

MDO Service Tank (P)

51-59

200.2

190.2

171.2

-93.44

15.19

MDO Service Tank (S)

51-59

200.2

190.2

171.2

-93.44

15.19

6,605.8

6,275.5

5,648.1

-

-

Metres

Metres

79.70

17.80

Aft MDO Bunker Tank (P)

52-67

20,776.6

22,102.8

36.43

16.66

Aft MDO Bunker Tank (S)

45-67

44,885.0

20,779.5

22,105.9

-13.46

16.66

Forward MDO Bunker Tank (P)

39,329.1

18,207.4

19,369.6

-60.47

16.66

Forward MDO Bunker Tank (S)

155,045.7

71,778.4

76,360.1

-

-

100% Full

Total

LCG from VCG above Midship BL

Centre of Gravity

99% Full

LCG from Midship

VCG above BL

m3

m3

Tonnes

Metres

Metres

127-151

2,113.9

2,092.8

2,145.1

108.07

11.89

Forward Water Ballast Tank (S)

127-151

2,113.9

2,092.8

2,145.1

108.07

11.89

No.1 Water Ballast Tank (Port)

114-127

6,451.1

6,386.6

6,546.3

76.53

10.74

No.1 Water Ballast Tank (Starboard)

114-127

6,451.1

6,386.6

6,546.3

76.53

10.74

No.2 Water Ballast Tank (P)

98-114

6,673.7

6,607.0

6,772.1

34.77

8.81

No.2 Water Ballast Tank (S)

98-114

6,673.7

6,607.0

6,772.1

34.77

8.81

No.3 Water Ballast Tank (P)

82-98

6,789.3

6,721.4

6,889.4

-14.83

8.69

No.3 Water Ballast Tank (S)

82-98

6,789.3

6,721.4

6,889.4

-14.83

8.69

No.4 Water Ballast Tank (Port)

67-82

5,652.8

5,596.3

5,736.2

-61.13

9.12

No.4 Water Ballast Tank (Starboard)

67-82

5,652.8

5,596.3

5,736.2

-61.13

9.12

Engine Room Water Ballast Tank (P)

45-67

1,132.7

1,121.4

1,149.4

-92.09

14.54

Engine Room Water Ballast Tank (S)

45-67

1,147.4

1,135.9

1,164.3

-92.05

14.41

Aft Peak Tank (Centre)

-6.1-17


m3 409.6

Tonnes 12,781.8

Forward Water Ballast Tank (Port)

Total

m3 431.2

Tonnes 12,014.9

Volume 100% Full

Centre of Gravity Weight 95% Full

VCG above B.L.

(SG 1.025)

(SG 0.900)

Capacities Volume 95% Full

LCG from Midship

Capacities Frame No.

Frame No.

S G = 0.5 0

S G = 0. 47

Water Ballast Tanks

COMPARTMENT

COMPARTMENT

Centre of Gravity

1,483.0

1,468.2

1,504.9

-131.13

13.25

59,124.7

58,533.7

59,997.0

-

-

Inert Gas Generator Gas Oil Tank COMPARTMENT

IGGGO Service Tank (P)

Frame No.

45-52

Total

(SG 0.900)


Centre of Gravity

Volume 95% Full

Weight 95% Full


m3

m3

Tonnes

Metres

Metres

103.3

98.1

88.3

-98.70

23.18

103.3

98.1

88.3

-

-

Marine Diesel Oil Overflow Tank COMPARTMENT

MDO Overflow Tank (C) Total

IMO No. 9333591

Frame No.

57-61

(SG 0.900)


Centre of Gravity

Volume 95% Full

Weight 95% Full


m3

m3

Tonnes

Metres

Metres

41.6

39.5

35.6

-90.30

1.76

41.6

39.5

35.6

-

-






Lubricating Oil Tanks COMPARTMENT

Frame No.

(SG 0.900)


Centre of Gravity

Volume 95% Full

Weight 95% Full


m3

m3

Tonnes

Metres

Metres

No.1 G/E LO Sump Tank (P)

25-40

32.8

31.2

28.0

-111.50

9.30

No.2 G/E LO Sump Tank (P)

25-39

34.4

32.7

29.4

-111.90

9.30

No.3 G/E LO Sump Tank (S)

25-39

34.4

32.7

29.4

-11.90

9.30

No.4 G/E LO Sump Tank (S)

25-40

32.8

31.2

28.0

-111.50

9.30

G/E LO Storage Tank (P)

37-43

76.9

73.1

65.8

-105.50

17.64

G/E LO Storage Tank (S)

37-43

76.9

73.1

65.8

-105.50

17.64

G/E LO Settling Tank (P)

32-37

64.1

60.9

54.8

-109.90

17.64

G/E LO Settling Tank (S)

32-37

Total

64.1

60.9

54.8

-109.90

17.64

416.4

395.8

356.0

-

-

Fresh Water Tanks COMPARTMENT

Frame No.

(SG 1.000)

Capacities

Centre of Gravity

Volume 100% Full

Weight 100% Full

LCG from Midship

VCG above BL Metres

m3

Tonnes

Metres

Fresh Water Tank (Port)

21-31

181.0

181.0

-116.51

17.75

Fresh Water Tank (Starboard)

21-31

181.0

181.0

-116.51

17.75

362.0

362.0

-

-

Total

Other Tanks COMPARTMENT

Frame No.

(SG 1.000)


Centre of Gravity

Volume 98% Full

Weight 98% Full


m3

m3

Tonnes

Metres

Cooling FW Drain Tank (C)

55-57

20.8

20.4

20.4

-92.70

Metres 1.76

Oily Bilge Tank (C)

51-55

41.6

40.8

40.8

-95.10

1.76

Bilge Holding Tank (C)

44-51

72.8

71.3

71.3

-99.50

1.76

Dirty Grey Water Holding Tank (C)

39-44

52.0

51.0

51.0

-104.30

1.76

CW Tank (C)

8.6-17

89.8

88.0

88.0

-125.77

4.93

Sludge Tank (S)

37-51

33.9

33.2

33.2

-102.30

9.25

310.9

304.7

304.7

-

-

Total


IMO No. 9333591






1.2

RULES AND REGULATIONS

Introduction Since the introduction of liquefied gas carriers into the shipping field, it was recognised that there was a need for an international code for the carriage of liquefied gases in bulk. At the beginning of the 1970s, the Marine Safety Committee (MSC) of the International Maritime Organisation (IMO), known then as the International Consultative Maritime Organisation (ICMO), started work on a gas carrier code with the participation of the major country delegations representing gas carrier owners, the International Association of Classification Societies, the United States Coast Guard and several other international associations. The result of this work was the ‘Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk’ introduced under assembly resolution A328 (IX) in November 1975. This was the first code developed by the IMO having direct applicability to gas carriers. The intention was to provide ‘a standard for the safe bulk carriage of liquefied gases (and certain other substances) by sea by prescribing design and constructional features of ships and their equipment, so as to minimise risks to ships, their crew and the environment’. The GC code has been adopted by most countries interested by the transport of liquefied gases by sea, as well as all classification societies, and is now part of SOLAS. The USCG have added some extra requirements to the GC Code for ships trading in the USA’s waters. The applicability of the code is as follows: Gas Carriers Built After June 1986 (the IGC Code) The code which applies to new gas carriers (built after June 1986) is the ‘International Code for the Construction and Equipment of Ships carrying Liquefied Gases in Bulk’ known as the IGC Code. At a meeting of the MSC in 1983 approving the second set of amendments to SOLAS, the requirements of the IGC Code become mandatory with almost immediate effect.


Gas Carriers Built Between 1976 and 1986 (the GC Code) The regulations covering gas carriers built after 1976 but before 1st July 1986 is the ‘Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk’ known as the Gas Carrier Code or GC Code and adopted under assembly resolution A328 (IX). Since 1975 the MSC has approved four sets of amendments to the GC Code, the latest in June 1993. Gas Carriers Built Before 1977 (the Existing Ship Code) The regulations covering gas carriers built before 1977 are contained in the ‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised under assembly resolution A 329 (IX). Its content is similar to the GC Code, though less extensive. The existing ship code was completed in 1976 and remains as an IMO recommendation for all gas carriers in this fleet of ships. The IGC Code requires that a certificate (International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk) must be issued to all new gas carriers. The certificate should comply to a pro-forma, as set out in ‘Model Form’ attached as an appendix to the code and should be available on board all new gas carriers. The basic philosophy behind the code is summarised in the International Code for the Construction and Equipment of ships Carrying Liquefied Gases in Bulk which is readily available on board in the ship’s library. Preamble Most of the provisions in the IMO code are covered by the Classification Society’s rules and regulations, however, attention must be drawn to the fact 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 Capability, chapter XIV Personnel Protection and chapter XVII Operating Requirements. However, where the societies are authorised to issue the International Certificate of Fitness, these requirements, together with any amendments or interpretations adopted by the appropriate national authority, will be applied where applicable. Since the IMO recommendations defer some matters to the discretion of each administration, and in other matters are not specific enough for Coast Guard regulatory purpose, several major changes have been introduced from the code in the proposed Coast Guard rules. These changes are discussed in the following paragraphs.

IMO No. 9333591

‘Liquefied gas’ is changed from the codes definition of ‘a product having a vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a product having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change in the definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs. The change in the Reid vapour pressure includes the ‘certain other substances’ referred to in para. 1.2 of the Code, but does not include any product in IMO’s Chemical Code except ethylene, which is presently listed in the Code and the Chemical Code. The change in the Reid vapour pressure was proposed by the U.S. delegation to the IMO but the change was not adopted, although there was apparently no objection to it. The change, however, does not affect the list of regulated cargoes. Chapter 4 of the Code includes a provision for the evaluation of the insulation and hull steel assuming, for the purpose of design calculations, that the cargo tanks are at the design temperature and the ambient outside air and sea design temperatures as follows: General Worldwide Still air:

+5°C (41°F)

Sea water:

0°C (32°F)

Chapter 4 also provides that each administration may set higher or lower ambient design temperatures. This document proposed the following temperatures: Any Waters in the World, Except Alaskan Waters Air (at 5 knots):

-18°C (0°F)

Still sea water:

0°C (32°F)

Alaskan Waters Air (at 5 knots):

-29°C (–20°F)

Still sea water:

- 2°C (28°F)

The proposed regulations specify enhanced grades of steel for crack arresting purposes in the deck stringer, sheer strake and bilge strake. The minimum acceptable grade for the deck stringer and the sheer strake is Grade E or an equivalent steel that is specially approved by the Commandant (G-MMT). The minimum acceptable grades for the bilge strake are Grade D, or Grade E or an equivalent steel that is specially approved by the Commandant (G-MMT). The Code allows pressure and temperature control of cargoes by venting cargo vapours to the atmosphere when the vessel is at sea and in port if accepted by the receiving administration. It is proposed to prohibit normal venting of cargo into the atmosphere in many ports.

Section 1.2 - Page 1 of 2





The Code requires the cargo system to be designed to withstand the full vapour pressure of the cargo under conditions of the upper ambient design temperature, or have other means to maintain the cargo tank pressure below the maximum allowable relief valve setting (MARVS) of the tank. These regulations propose that when the cargo carried is a liquefied gas, the cargo tank pressure must be maintained below the design vapour pressure indefinitely, the pressure on the LNG tank would be maintained below the design pressure for a period of not less than 21 days. Cargo tank pressure may be maintained below the design pressure by several methods including refrigeration systems, burning boil-off in waste heat or catalytic furnaces, using boil-off as fuel, or a combination of these methods. Using the boil-off as a fuel for propulsion is limited to a vessel carrying LNG.

1991, 1992 and 1994 and 1998. GMDSS amendments including International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC-code) (herein called ‘SOLAS’). d)

e)

International Convention for the Prevention of Pollution from Ships, 1973 (Annex I, IV &V), as modified by the Protocol 1978 relating thereto (herein called ‘MARPOL 73/78’) and amendment 1987, 1989, 1991 and 1992. Convention on the International Regulations for Preventing Collisions at Sea, 1972 with Amendments of 1981, 1987 and 1989 as amended by resolution A493(XII) and A494(XII).

q)

OCIMF Standardisation of Manifold for Refrigerated Liquefied Gas Carriers (LNG).

r)

OCIMF Guidelines and Recommendations for the Safe Mooring of Large Ship’s at Piers and Sea Islands (except special conditions of the intended terminal).

s)

OCIMF Ship to Ship Transfer Guide (Liquefied Gases) 1995.

t)

SIGTTO Recommendations for Emergency Shut Down Systems 1997.

u)

SIGTTO Recommendations for the Installation of Cargo Strainers.

v)

IMO Resolution A708(17) Navigation Bridge Visibility and Function.

w)

International Electro-technical Commission (IEC).

x)

IMO Publication No.978 Performance Standards for Navigational Equipment (1988 edition).

y)

ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids. Measurement of liquid levels in tanks containing liquefied gases electric capacitance gauges.

z)

IMO Resolution A601(15) Provision and display of manoeuvring information on board ships.

The proposed regulations also include the following: f) 1. Transfer requirements for vinyl chloride.

International Convention on Tonnage Measurement of Ships, 1969, as amended by IMO Resolution A493(XII) and A494(XII).

2. Loading requirements for methyl acetylene propadiene mixture. g)

International Telecommunication convention, 1973 with annex and revisions 1974, 1982 and 1983/87.

4. Requirements for inspection or re-inspection of US flag vessels at intervals that are the same as for vessels inspected under Sub-chapter D. Inspection 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 of Inspection.

h)

IMO Resolution A343(IX) Recommendation on method of measuring noise levels at listening posts.

i)

IMO Resolution A468(XII) Code on Noise Levels Onboard Ships.

5. Requirements for the initial and periodic inspections and tests of the cargo containment system, cargo and process piping, and hull heating and cold spots.

j)

USGG for foreign flag vessels operating in the navigable waters of the United States except Alaskan waters (CFR Title 33Navigation and Navigable Waters, Part 155, 156, 159 and 164 and CFR Title 46-Shipping, Part 154) and Public Law 95-474, 1978 ‘Port and Tanker Safety Act 1979’.

k)

ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation of Vibration in Merchant Ships, 1984’. ILO convention concerning crew accommodation on board ships, No.92 and 133.

3. Additional operating requirements.

The proposed Coast Guard regulations and the Classification Society’s rules have cross-references showing the corresponding IMO code numbers to allow identification of the required paragraph. The latest version of the following regulations and recommendations incorporating all subsequent additions and amendments currently in force, or agreed between the owner and the builder, but awaiting ratification, enactment or implementation at the time of signing of the contract shall be applied. a)

b)

c)

Maritime Rules and Regulations of Korea, Indonesia, Malaysia, Oman, Australia, Japan and Qatar for entry into those ports. International Convention on Loadlines, 1966, amendments 1971,1975, 1979 and 1983 and Protocol of 1988 as amended by Resolution A513(XIII) / A514(XIII). International Convention for the Safety of Life at Sea, 1974 with Protocol of 1978 and Amendments of 1981, 1983, 1989, 1990,


l)

m)

ILO Guide to Safety and Health in Dock Work, 1977 and 1979.

n)

SOLAS 1994 Chapter V, Emergency Towing Arrangements for Tankers.

o)

ICS guide to helicopter / ship operations.

p)

OCIMF Recommendations on Equipment for the Towing of Disabled Tankers, September 1981.

IMO No. 9333591

Section 1.2 - Page 2 of 2





GTT III TANK LAYOUT


IMO No. 9333591






1.3

CARGO SYSTEM TECHNOLOGY

1.3.1

CARGO CONTAINMENT SYSTEM PRINCIPLE

Illustration 1.3.1a Cargo Tank Lining Reinforcement

The Cargo Containment System consists of four double insulated cargo tanks encased within the inner hull and situated in-line from forward to aft. The containment system serves two purposes: •

To contain LNG cargo at cryogenic temperature (-160°C)

•

To insulate the cargo from the hull structure

Side Passageway

Trunk Void Cofferdam

The spaces between the inner hull and outer hull are used for ballast and will also protect the tanks in the event of an emergency situation, such as collision or grounding. The ballast spaces around the cargo tanks are divided into two double bottom wing tanks, port and starboard for each cargo tank. The double bottom tanks extend to the upper deck level. The cargo tanks are separated from other compartments, and from each other, by five transverse cofferdams which are all dry compartments. The LNG to be transported is stored in the four cargo tanks numbered 1 to 4, from fore to aft. All cargo tanks have an octagonal transverse section matching with the supporting inner hull. Between the two transverse bulkheads, each tank is composed of a prism placed in a direction parallel to the keel plate.

Primary Barrier (304L SS 1.2mm Thick)

Secondary Barrier (Triplex Scab 0.7mm Thick)

The boundaries of the tanks are as follows: •

One flat bottom, parallel to the keel plate raised along the ship’s plating by two inclined plates, one on each side.

•

Two vertical walls each extended at their upper parts by an inclined plate, in order to limit the liquid free surface effect when the tanks are full.

•

One flat top parallel to the trunk bottom.

The materials used for the hull structure are designed to withstand varying degrees of low temperature. At temperatures below their specified limits, these steels will crystallise and embrittle. The materials used for the containment system are required to reduce the heat transfer from the hull structure to minimise the boil-off gas from the cargo, as well as to protect the hull structure from the effects of cryogenic temperature. The inner hull is lined with the GTT Mark III integrated tank system, consisting of a thin and flexible membrane, called the primary barrier, which bears against a supporting insulation structure embodying a secondary barrier and further secondary insulation bolted and glued to the inner hull. This construction ensures that the entire cargo hydrostatic load is transmitted through the membrane and insulation to the steel plating of the inner hull structure and thereby to the hull plating of the vessel.


Primary Insulation (IBS)

Key Ballast

Secondary Insulation (IS)

Void Cofferdam

Ballast Tank

Pipe Duct Pipe Duct

IMO No. 9333591






Illustration 1.3.2a Membrane Cargo Containment (GTT Mark III)

Plywood

Plywood

Stainless Steel Corner

Plywood

Primary Barrier 304 SS 1.2mm Thick

Flat Joint

Secondary Barrier (Triplex, 0.7mm Thick)

Plywood

PUF Packing Glass Wool R-PU Foam

100mm

R-PU Foam 170mm

12.5mm

Mastic Cylindrical Plug


Level Wedge

IMO No. 9333591






1.3.2

GTT MARK III CARGO CONTAINMENT

Secondary Barrier

Membrane or Primary Barrier

Material:

The membrane is an assembly of corrugated sheets 1.2mm thick, made of AISI304L stainless steel. The sheets, lap-welded together, have two sets of orthogonal corrugations of ogival shape, where the nominal pitch is equal to 340mm by 340mm. The corrugations cross each other by means of geometrical surfaces which are termed knots.

The insulation and secondary barrier assembly is composed of the following elements, as shown in illustrations:

So that the elongation of the sheets in the two directions of the corrugations will be the same for the same applied load, it is necessary to give different dimensions to the corrugations of the two sets. Consequently there is one set of large corrugations, parallel to each other, and one set of small corrugations, also parallel to each other but at right-angles to the first set. Each sheet is formed on an automatic folding machine using special tools. On each of the tank walls, the corrugations present a pattern of squares, with each set of corrugations being parallel to one of the axes of the vessel. Along the edges of the tank the joining of the corrugations on two adjacent walls takes place by means of angle pieces, each one formed by folding corrugation into a specially designed knot. The sheets are fixed to the supporting insulation along half their perimeter by welding them onto small stainless steel strips solidly fixed in the insulation structure. This anchoring has three purposes; it takes up the unbalanced forces set up by non-uniform or transient temperature conditions, it supports the weight of the sheets on the vertical walls and roof of the tank, and it allows a small vacuum in the tank. The half perimeter is overlapped by, and lap-welded to, the adjacent sheet, the overlap being 30mm. Along the edges and corners of the tank, the sheets are anchored to rigid stainless steel corner pieces, and the corners in turn are secured onto the insulation by hardwood keys. The welding process is Tungsten Inert Gas (TIG) without filler metal. Insulating Foam Material:

Load bearing fibreglass reinforced polyurethane foam (RPUF)

Density:

Approximately 120kg/m 3 (10% fibreglass)

Close cell content:

95%

Thickness:

170mm below the secondary barrier 100mm above the secondary barrier

Composite material made out of a 70 microns aluminium foil bonded in between two glass cloth layers (overall thickness # 0.7mm)

Level wedges, fixed to the inner hull and forming a rectangular pattern, serve as a support for the insulation panels bonded to them. The plywood panels of the insulation barrier are secured to the inner hull by studs The level wedge thickness are individually calculated to take into account any slight irregularities in the inner hull surface. Insulating sandwich panels, composed of an outer plywood face, onto which is bonded the membrane sheets and two layers of insulating foam, form the actual interbarrier and insulation space barrier. Between the IBS and IS foam layers there is a triplex membrane (scab) bonded onto the IS foam and forms the impervious barrier to the nitrogen circulation, known as the secondary barrier. The insulating sandwich panels are assembled by bonding with polyurethane or epoxy glue. Insulation continuity between the panels is assured by glass wool (flat joint) which is sandwiched between PVC films. Tightness and continuity of the secondary barrier is achieved by means of a bonded scab-splice made of prefabricated ridged polyurethane foam with reinforcing glass fibres. For the corners of the tank, the sandwich panels are cut and assembled to form dihedral and trihedral corners, the joints between the panels of these corners being formed of precompressed expanded PVC. The insulation dimensions have been determined to ensure that: •

The heat flow into the tank is limited to such an extent that the evaporation, or boil-off rate, is less than 0.15% per day.

•

The inner hull steel does not attain a temperature below its minimum design value, even in the case of failure of the primary barrier.

•

Any deflections resulting from applied strains and stresses are acceptable by the primary barrier.

any reason, the effect may be a lowering of the inner hull steel temperature, ie, a cold spot and an increase in boil-off from the affected tank. Increased boil-off is of no direct consequence to the safety of the vessel, as any excess gas may be burnt as BOG, and as a last resort vented to atmosphere via the forward riser at No. 1 tank. The inner hull steel temperature must, however, be maintained within acceptable limits to prevent possible brittle fracture. Thermocouples are distributed over the surface of the inner hull, but unless a cold spot occurs immediately adjacent to a sensor, these can only serve as a general indication of steel temperature. To date, the only sure way of detecting cold spots is by frequent visual inspection of the ballast spaces on the loaded voyage. The grade of steel required for the inner hull of the vessel is governed by the minimum temperature this steel will reach at minimum ambient temperature, assuming the primary barrier, the stainless steel membrane, has failed, so that the LNG is in contact with the secondary barrier. In addition to failure of the membrane, local cold spots can occur due to failure of the insulation. While the inner hull steel quality has been chosen to withstand the minimum temperature likely to occur in service, prolonged operation at steel temperatures below 0°C will cause ice build-up on the plating, which in turn will cause a further lowering of steel temperature due to the insulating effect of the ice. To avoid this, glycol heating coils are fitted in each cofferdam space, of sufficient capacity to maintain the inner hull steel temperature at 5°C under the worst conditions. If a cold spot is detected either by the inner hull temperature measurement system, or by visual inspection, the extent and location of the ice formation should be recorded. Small local cold spots are not critical, and provided a close watch and record are kept as a check against further deterioration and spreading of the ice formation, no immediate action is required. If the cold s pot is extensive, or tending to spread rapidly, flooding of the ballast space should be carried out. The thermal capacity of the water, plus the improved heat transfer from outside, should maintain the steel temperature at, or near, the ambient sea water temperature. In the unlikely event that this remedy is insufficient and it is considered unsafe to delay discharge of cargo until arrival at the discharge port, the final recourse will be to jettison the cargo via a portable nozzle fitted to one of the midships liquid manifolds, using a single main cargo pump.

In addition to these requirements, the insulation acts as a barrier to prevent any contact between ballast water and the primary barrier, in the event of leakage through the inner hull. The insulation system is designed to maintain the boil-off losses from the cargo at an acceptable level and to protect the inner hull steel from the effect of excessively low temperature. If the insulation efficiency should deteriorate for


IMO No. 9333591






Illustration 1.3.2b Interbarrier Space (IBS) Insulation Space (IS) Flat Panel Junction

Fitting Components For Flat Panel

Cylindrical Plug Top Bridge Pad

Nut HM 10

Washer LL 10

Mastic Strip

Cylindrical Plug Stud Secondary Barrier (Triplex Scab)

Level Wedge

Flat Panel Secondary Barrier

Inner Hull Anchoring Strip

Flat Joint


IMO No. 9333591






Illustration 1.3.2c IBS IS Section of Longitudinal Corner

Flat Panel

Mastic PUF Packing

Stainless Steel Corner Temperature Sensor Pocket

Flat Panel Flat Joint Teflon Block

Primary Barrier 304 SS 1.2mm Thick

Knot

Flat Panel Plywood

Plywood R-PU Foam

100mm

R-PU Foam

170mm

Glass Wool

12.5mm Sensor Level Wedge

Mastic

Secondary Barrier (Triplex, 0.7mm Thick)

Cylindrical Plug Flat Panel


IMO No. 9333591






Illustration 1.3.2d Hull Steel Grades

12

29 28

11

38 22

Temperature

th ≤ 15

15th ≤ 20

20th ≤ 25

°C

mm

mm

mm

1

0

/

A

B

2

0

/

A

/

3

0

/

A

/

4

0

/

D

/

5 to 8

0

/

A

/

9 and 10

0

E

/

/

11 and 12

0

A

A

/

13

-7

/

B

D

Item 37 21

33

10

9

27 36 20 32

Ambient conditions for determining material gra de of the hull struct ures are based on the worldwide service except Alaskan water as follows: - Air temperature (at 5 knots) : -18 degrees C - Sea water temperature : 0 degrees C - LNG supposed on secondary barrier

35

26

19 8

31

The hull structure complies with requirements from Class Society, IGC- code requirements and USCG regulation for worldwide use except Alaska (46 CFR 154, Statement of Compliance issued).

7

25 18

30

17

16 5

15 14

-7

/

BZ

DZ

-7

/

B

/

18

-14

E

E

/

19

-24

E

E

/

20

-27

E

E

/

21 and 22

-29

E

E

/

23

-4

A

B

B

24

-3

A

B

B

25

-12

D

D

/

26

-20

D

/

/

27

-23

E

/

/

28

-25

E

/

/

29

-25

E

/

/

30

-7

EZ

/

/

31

-16

D

/

/

32

-22

EZ

/

/

33

-24

E

/

/

34

-14

E

/

/

35

-24

E

/

/

36

-27

E

/

/

37 and 38

-29

E

/

/

34

6

13

14 15 to 17

24

23 4

1


2

3

IMO No. 9333591


British Emerald Cargo Operating Manual

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