Cargo Operating Manual: Lng Al Wosail (H1440) 1 draft / 2004.10.29

3J Cargo Operating Manual LNG AL WOSAIL (H1440) st

1 draft / 2004.10.29

3J LNG AL WOSAIL Issue and Update Control .................................................................................. 2 Cargo Machinery Symbols and Colour Scheme .............................................. 3 Abbreviations ...................................................................................................... 4 Part 1 : Design Concept of the Vessel 1.1 Principal Particulars...........................................................................1 - 1 1.1.1 Principal Particulars of the Ship .............................................1 - 1 1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3 1.1.3 Maker List...............................................................................1 - 5 1.1.4 General Arrangement ..............................................................1 - 7 1.1.5 Tanks and Capacity Plan .........................................................1 - 8 1.2 Classification, Rules and Regulations..............................................1 - 10 1.3 Design Concept of the Cargo System ..............................................1 - 14 1.3.1 Cargo Containment System Principle ...................................1 - 14 1.3.2 Membrane Cargo Containment.............................................1 - 22 1.3.3 Deterioration or Failure ........................................................1 - 24 1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26

Cargo Operating Manual 4.8.2 Float Level Gauge.................................................................4 - 48 4.8.3 Trim-List Indicator................................................................4 - 50 4.9 Nitrogen Production System ............................................................4 - 52 4.10 Inert Gas and Dry Air System ........................................................4 - 54 4.11 Gas Detection System ....................................................................4 - 58 4.12 Cargo and Ballast Valve Control....................................................4 - 60 4.12.1 Cargo Valve Control System ...............................................4 - 60 4.12.2 Ballast and F.O Valve Control System ................................4 - 64 4.12.3 Emergency Shutdown System.............................................4 - 68 4.12.4 Ship Shore Link ..................................................................4 - 71 4.12.5 Mooring Load Monitoring System......................................4 - 75 4.13 Relief Systems ...............................................................................4 - 80 4.13.1 Cargo Tank Relief Valves....................................................4 - 80 4.13.2 IBS & IS Relief Valves .......................................................4 - 80 4.14.3 Pipe Relief Valves ...............................................................4 - 80

Part 3 : Integrated Automation System (IAS) 3.1 General ..............................................................................................3 - 4 3.2 IAS Overview ....................................................................................3 - 4 3.3 IAS Function Operation.....................................................................3 - 6 3.4 IAS Operation Guide .......................................................................3 - 10

Part 5 : Cargo Auxiliary and Ballast System 5.1 Temperature Monitoring System........................................................5 - 3 5.2 Insulation Space Nitrogen Control System ........................................5 - 6 5.3 Cofferdam Glycol Heating System ..................................................5 - 10 5.3.1 Glycol Water Heater..............................................................5 - 10 5.3.2 Cofferdam Glycol Heating System .......................................5 - 12 5.3.3 Hull Ventilation .....................................................................5 - 14 5.4 Cargo Machinery FW Cooling System ............................................5 - 16 5.5 Ballast System..................................................................................5 - 18 5.6 Fire Fighting System........................................................................5 - 20 5.6.1 Fire and Deck Wash System..................................................5 - 20 5.6.2 Water Spray System ..............................................................5 - 22 5.6.3 Dry Powder System ..............................................................5 - 26 5.6.4 CO2 System...........................................................................5 - 30 5.6.5 Fire Detection System...........................................................5 - 32

Part 4 : Cargo System 4.1 Cargo Piping System .........................................................................4 - 2 4.1.1 Cargo System Piping Systems ................................................4 - 2 4.1.2 Material and specification of pipes and fittings ......................4 - 5 4.2 Cargo Tank Pressure Control System ................................................4 - 7 4.2.1 Cargo Tank Pressure Control ..................................................4 - 7 4.2.2 Cargo Tank Vent Control ........................................................4 - 7 4.2.3 Mode Selection .......................................................................4 - 8 4.3 Cargo Pumps....................................................................................4 - 10 4.3.1 Main Cargo Pumps ...............................................................4 - 10 4.3.2 Stripping/Spray Pumps .........................................................4 - 14 4.3.3 Emergency Cargo Pump .......................................................4 - 18 4.4 Cargo Compressors..........................................................................4 - 22 4.4.1 HD Compressors...................................................................4 - 22 4.4.2 LD Compressors ...................................................................4 - 28 4.5 Boil-off / Warm-up Heater ...............................................................4 - 34 4.6 LNG Vaporizer.................................................................................4 - 36 4.7 Forcing Vaporizer ............................................................................4 - 38 4.8 Custody Transfer System .................................................................4 - 40 4.8.1 Radar-Based Level Gauging ................................................. 4 - 40

Part 6 : Cargo Operations 6.1 Post Dry Dock Operation...................................................................6 - 2 6.1.1. Procedure for Normal Inerting ...............................................6 - 2 6.1.2 Drying Cargo Tanks ................................................................6 - 4 6.1.3 Inerting Cargo Tanks...............................................................6 - 6 6.1.4 Gassing-up Cargo Tanks .........................................................6 - 8 6.1.5 Cooling Down Cargo Tanks ..................................................6 - 12 6.2 Ballast Passage.................................................................................6 - 13 6.2.1 Cooling Down Tanks Prior to Arrival ...................................6 - 16 6.2.2 Spraying During Ballast Voyage ...........................................6 - 18 6.3 Loading ............................................................................................6 - 19 6.3.1 Preparations for Loading.......................................................6 - 19 6.3.2 Cargo Lines Cool Down........................................................6 - 22 6.3.3 To Load Cargo with Vapour Return to Shore ........................6 - 26 6.3.4 Nitrogen Set-up during Loading ...........................................6 - 28 6.3.5 De-Ballasting ........................................................................6 - 30 6.4 Loaded Voyage with Boil-Off Gas Burning.....................................6 - 32 6.4.1 Normal Boil-Off Gas Burning ..............................................6 - 32 6.4.2 Forced Boil-Off Gas Burning................................................6 - 34 6.5 Discharging with Gas Return from Shore ........................................6 - 36

Part 2 : Properties of Gases 2.1 Characteristics of LNG ......................................................................2 - 2 2.1.1 Physical Properties and Composition of LNG ........................2 - 2 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures ....2 - 3 2.1.3 Supplementary Characteristics of LNG ..................................2 - 4 2.1.4 Avoidance of Cold Shock to Metal .........................................2 - 6 2.2 Properties of Nitrogen and Inert Gas .................................................2 - 7

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6.5.1 Preparations for Unloading ...................................................6 - 36 6.5.2 Liquid Line and Arm Cooldown before Discharging ............6 - 38 6.5.3 Discharging with Gas Return from Shore .............................6 - 40 6.5.4 Ballasting...............................................................................6 - 44 6.6 Pre-Dry Dock Operations.................................................................6 - 46 6.6.1 Stripping and Line Draining..................................................6 - 46 6.6.2 Tank Warm Up ......................................................................6 - 48 6.6.3 Inerting ..................................................................................6 - 50 6.6.4 Aeration .................................................................................6 - 52 6.6.5 Aeration of Cofferdam Space ................................................6 - 54 Part 7 : Emergency Procedures 7.1 Water Leakage to Barrier Space .........................................................7 - 2 7.2 Fire and Emergency Breakaway.........................................................7 - 3 7.3 Emergency Cargo Pump Installation..................................................7 - 6 7.4 One Tank Operation ...........................................................................7 - 8 7.4.1 Warm Up (No.3 Cargo Tank) ..................................................7 - 8 7.4.2 Inerting (No.3 Cargo Tank) ...................................................7 - 10 7.4.3 Aeration (No.3 Cargo Tank) ..................................................7 - 12 7.4.4 Drying and Inerting (No.3 Cargo Tank) ................................7 - 14 7.4.5 Gassing-up (No.3 Cargo Tank)..............................................7 - 16 7.4.6 Cool Down (No.3 Cargo Tank) .............................................7 - 18 7.5 Ship to Ship Transfer........................................................................7 - 19 7.6 Jettisoning of Cargo .........................................................................7 - 21

Index

Cargo Operating Manual

3J LNG AL WOSAIL Issue and Update Control

2. General

4. Description

This manual was produced by:

Although the ship is supplied with Shipbuilder’s plans and manufacturer’s instruction books, there is no single handbook which gives guidance on operating complete systems.

The concept of this Cargo Operating Manual is based on the presentation of operating procedures in the form of one general sequential chart (algorithm) which gives a step-by-step procedure for performing operations. The manual consists of introductory sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable. This is then followed where required by detailed operating procedures for the system or equipment involved.

PENTATECH CO., LTD. For any new issue or update contact:

The purpose of this manual is to fill some of the gaps and to provide the ship’s officers with additional information not otherwise available on board. It is intended to be used in conjunction with the other plans and instruction books already on board and in no way replaces or supersedes them. In addition to containing detailed information of the machinery and related systems, the machinery manual provided by each vendor contains safety procedures and procedures to be observed in emergencies and after accidents. Used in conjunction with the SMS MANUAL, this information is designed to ensure the safe and efficient operation of the ship. Quick reference to the relevant information is assisted by division of the manual into Parts and Sections, detailed in the general list of contents on the preceding pages.

3F, Ansan Business Incubator 932, Wongok-Dong, Danwon-Gu, Ansan-Si, Gyeonggi-Do, Korea E-Mail: [email protected] Introduction 1. Modification/Correction Records Modification/Correction Records

Date

Reference is made in this book to appropriate plans or instruction books. For other information refer to: 1) Books and Publications contained in the SMS Directory 2) SMS Manual In many cases the best operating practice can only be learnt by experience. Where the information in this manual is found to be inadequate or incorrect, details should be sent to Hull Piping Design Team of DSME so that revisions may be made to manuals of other ships of the same class. 3. Safe Operation 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 onboard. 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. 1) Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. 2) Make a point of testing all safety equipment and devices regularly. 3) Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs. 4) Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour. 5) Never start a machine remotely from the control room without checking visually if the machine is able to operate satisfactorily. In the design of equipment and machinery, devices are 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 these safety devices are neglected, the operation of any machine is potentially dangerous.

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The overview of machinery operations consists of a basic operating algorithm which sets out the procedure for operations, from preparing the plant for operation from dead ship condition, to shutting down the plant in readiness for dry dock. The relevant illustration and operation section number is located on the right hand side of each box. Each machinery operation consists of a detailed introductory section which describes the objectives and methods of performing the operation, related to the appropriate flow sheet which shows pipelines in use and directions of flow within the pipelines. Details of valves which are OPEN during the different operations are provided in the text for reference. 5. Illustrations All illustrations are referred to in the text and are located either within or above the text where sufficiently small, so that both the text and illustration are 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. 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. Details of colour coding used in the illustrations are given in the colour scheme. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages. 6. 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 danger to life or limb may occur. Note Notes are given to draw reader’s attention to points of interest or to supply supplementary information.

Issue and Update Control


3J LNG AL WOSAIL Cargo Machinery Symbols and Colour Scheme

DIV

Symbol

Description

Horn

Flow Rate Regulating Valve

DIV

Symbol

Description Solenoid Actuator

Color Symbol Cargo Liquid Line

Fire Hose Box

Bellows Type Expantion Joint

HR

Fire Hose Reel

Remote Operated Em'cy Shut-off Valve (Globe / Angle)

FB

Foam Box

Safety / Relief Valve (Globe / Angle)

Centrifugal Type Pump

Pressure Reducing Valve

Potary (Gear, Screw, Mono) Type Pump

Nitrogen Line

Hand Pump

Inert Gas Line

Reciprocating Type Pump

Compressed Air Line

Rubber Compensator

P1

P2

Expansion Bend Pipe

Hose Coupling

Blind (Blank) Flange

Glycerine Pot

Ball Float Valve

Spectacle Flange ( : Open, : Shut)

Vacuum Breaker

Manual Adjusting Globe Valve (Cone Disc Type)

Oil Tray Coaming

A

Pump

HB

Deck Stand (Reach Rod)

Cargo Vapour Line

Eductor (Ejector)

Cargo Spray Line

Hydr. Operated Butterfly Valve

Deck Stand (Hydraulic)

Air Motor Valve

Diaphram Pump

Electric Motor Valve

Flow Meter

Steam Line

Scupper for Coaming

Gate Valve

Hopper without Cover

Butterfly Valve

Thermostatic Temp. Regulating Valve

Observation Glass

Fresh Water Line

Hopper with Hinged Cover

Screw Down Non Reutrn Valve (Globe / Angle)

Pneumatic Cylinder Rotary Disc Type 3-way Temp. Control Valve

Float Type Level Gauge

Sea Water (Including Fire Main) Line

Sounding Head with Cap / Filling Cap

Lift Check Non Reutrn Valve (Globe / Angle)

Solenoid Valve

Sounding Head with Self-Closing / Device&Self-closing Sampling Cock

Swing Check Valve

Pneumatic Piston Valve

Boss

Hose Valve (Globe / Angle)

Pneumatic Diaphragm Control Valve

Boss with Plug / Drain Plug

3-way Valve

Pneumatic Diaphragm Control Valve With Hand Wheel

Manometer

Foot Valve

Air Filter Regulator

Glycol Water LIne

Storm Valve with Handle

Hand Operated

Bilge, Sewage & Soil Line

Y-type Strainer

Storm Valve without Handle

Remote Control

Steam Trap With Strainer & Drain Valve

2-way Cock (S-type)

Spring

Disc Type Steam Trap & Stop V/V (Steam Trap Unit : Jokwang Type)

3-way Cock (L-type / T-type)

Air Trap

2-way Ball Valve

Auto Deaerating Valve

3-way Ball Valve (L-type / T-type)

Air Vent Pipe

Soil Valve (3-way, Rotary Disc)

Pneumatic Diaphragm Actuator

WS

Water Self Globe Valve

Pneumatic Position Actuator

Water Self Gate Valve

M

WS

Electric Motor Driven

Pressure Regulating Valve (Spring Loaded)

A

Air Motor Driven

Simplex Strainer Duplex Strainer with Change Over Cock

Air Vent Pipe with Flame Screen Float Type Air Vent Pipe Head without Flame Screen Float Type Air Vent Pipe Head with Flame Screen

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Special Valve

Mud Box

M

M

Gauge

Stop Valve (Globe / Angle)

General Valve & Cock

Discharge / Drain

Rose Box

Fitting

Symbol

Flexible Hose Joint

Orifice

st

DIV

Self Closing Valve (Globe / Angle)

Fitting

Expansion Joint

Dresser Type Expansion Joint

Description

Operating Device

Description

Special Valve

Symbol

Operating Device

DIV

Sight Glass

Steam Drain Line

Heavy Fuel Oil Line Light Fuel Oil (D.O., Gas Oil) Line Lub. Oil & Hydraulic Oil LIne

Sludge & Waste Oil LIne Starting, Control & Service Air LIne

Float Hydraulic Operated

Fuel Gas (B.O.G.) in Engine Room

Intermediated Position Control

Acetylene Line

3

Oxygen Line CO2 Fire Exting Line Boiler Chemical Dosing Line

Symbols and Colour Scheme


3J LNG AL WOSAIL Abbreviations

BRG

BEARING

D/G

DIESEL GENERATOR

FG

FUEL GAS

BW

BILGE WELL

DGPS

FLOAT LEVEL GAUGE

BRIDGE WING CONSOLE

DIFFERENTIAL GLOBAL POSITIONING SYSTEM

FLG

BWC

FM

FROM

BWL

BALLAST WATER LINE

DI

DIGITAL INPUT

FO

FUEL OIL

DIAMETER

FPT

FORE PEAK TANK

DIAMETER

FRP

FIBER REINFORCED PLASTIC

DIFF

DIFFERENTIAL

FW

FRESH WATER

DISCH

DISCHARGE

FWC

FEED WATER CONTROL

DK

DECK

FWD

FORWARD

DMCR

DERATE MAXIMUM CONTINUOUS RATING

FWE

FINISHED WITH ENGINE

GA

GENERAL ARRANGEMENT

DO

DIESEL OIL/DIGITAL OUTPUT

GACP

GENERATOR AUTO CONTROL PANEL

DP

DIFFERENTIAL PRESSURE

GALV.

GALVANIZED

DV

DRAIN VALVE

GC

GLASS CLOTH

DW

DISTILLED WATER/DRINKING WATER

GE

GENERATOR ENGINE

DWG

DRAWING

GEN

GENERATOR

GMS

GAS MANAGEMENT SYSTEM

GRP

GROUP

A

AIR/ALARM

A/B

ABOVE BASE LINE

BZ

BUZZER

DIAM

ABNOR

ABNORMAL

C

CARGO/CONTROL

DIA

ABS

ABSOLUTE

CAS

CASCADE

ACB

AIR CIRCUIT BREAKER

CIRC

CIRCULATING

CO

CHANGE-OVER

CAB

CABINET

ACC

AUTOMATIC COMBUSTION CONTROL

ACCOM

ACCOMMODATION.

A.C./h

AIR CHANGES PER HOUR

ACK

ACKNOWLEDGE

ACT

ACTIVATE

ADJ

ADJUST

ADV

ADVANCE

A/E

AUXILIARY ENGINE

AFT

AFTER

AHD

AHEAD

AI

ANALOG INTPUT

ALM

ALARM

AM

APPLICATION MODULE

ANG

ANGLE

CCR C/D

CENTRAL CONTROL ROOM COFFERDAM

CENT

CENTRAL/CENTRIFUGAL

CFW

COOLING FRESH WATER

CH-VR

CHANGE-OVER

CIRC

CIRCULATING

CL

CLOSE

CLASS

CLASSIFICATION SOCIETY

CLR

COOLER

CRT

CATHODE RAY TUBE

DRN

DRAIN

DRV

DRIVE, DRIVING

DSHTR

DESUPERHEATER

ECDIS

ELECTRONIC CHART DISPLAY & INFORMATION SYSTEM

GLYCOL WATER

CO2

CARBON DIOXIDE

H

HIGH/HOUR

EDSHTR

EXTERNAL DESUPERHEATER

HD

HIGH DUTY

C/D

COFFERDAM

EER

ELECTRIC EQUIPMENT ROOM

HDR

HEADER

COMP

COMPRESSOR

ELE.

ELECTRIC

HFO

HEAVY FUEL OIL

COND

CONDENSATE/CONDENSER

EL

ELECTRIC

HH

HIGH-HIGH

CONN

CONNECTION

ELEV

ELEVATOR

HLA

HIGH LEVEL ALARM

CONT

CONTROL

EMCY

EMERGENCY

HORI.

HORIZONTAL

COOL.

COOLING

EM’CY

EMERGENCY

HP

HIGH PRESSURE HIGH PRESSURE TURBINE

APT

AFT PEAK TANK

AST

ASTERN

ATM

ATMOSPHERE

ATOM

ATOMISING

AUTO

AUTOMATIC

AUX

AUXILIARY

B

BASE

B/L

BALLAST/LADEN

B/T

BOW THRUSTER

BA

BALLAST

CST

BATT

BATTERY

BGB

CP

CONTROL PANEL

EMR

ELECTRIC MOTOR ROOM

HPT

CPP

CONTROLLABLE PITCH PROPELLER

ENG

ENGINE

HSE

HEALTH SAFETY AND THE ENVIRONMENT

CSB

CARGO SWITCHBOARD

E/R

ENGINE ROOM

HSC

HIGH SEA CHEST

HR

HOUR

H/T

HIGH TEMPERATURE

CSBD

CARGO SWITCH BOARD

E.R.

ENGINE ROOM

CSL

CONSOLE

E.R.W

ELECTRIC RESISTANCE WELDING PIPE

CENTISTOKES

ESBD

CSW

COOLING SEA WATER

BOILER GAUGE BOARD

CTS

CUSTODY TRANSFER SYSTEM

BHT

BILGE HOLDING TANK

CUR

CURRENT

BHD

BULKHEAD

BLG

BILGE

CYL

CYLINDER

BLK

BLOCK

D

DUMP

BLR

BOILER

DB

DOUBLE BOTTOM/DISTRIBUTION BOARD

BLWR

BLOWER

DBT

DOUBLE BOTTOM TANK

BMS

BURNER MANAGEMENT SYSTEM

D/A

BNR

BURNER

st

GAZ TRANSPORT & TECNIGAZ

GW

EXHAUST GAS ECONOMIZER

APPROXIMATELY

HTR

HEATER

EMERGENCY SWITCHBOARD

HVAC

HEATING VENTILATION AND AIR CONDITIONING

ECR

ENGINE CONTROL ROOM

HYD

HYDRAULIC

ESB

EMERGENCY SWITCHBOARD

I

INDICATOR

ESD

EMERGENCY SHUT DOWN

IAS

INTEGRATED AUTOMATION SYSTEM

ESDS

EMERGENCY SHUT DOWN SYSTEM

I.B.S

INTER BARRIER SPACE

EXHAUST

IG

INERT GAS

IGG

INERT GAS GENERATOR

IGV

INLET GUIDE VANE

IN

INLET

INCIN.

INCINERATOR

IND

INDICATION

INH

INHIBIT

EXH EXP

EXPANSION

EXT

EXTENSION

DEAERATOR

FCV

FLOW CONTROL VALVE

DEL

DELIVERY

FDB

FORWARD DEEP BALLAST

DET

DETECTOR/DETECTION/ DETAIL

FDF

FORCED DRAFT FAN

BOIL-OFF GAS

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EGE

APPROX

BOG

GENERAL SERVICE

CORNER

ANALOG OUTPUT

BOIL OFF / WARM-UP

GLASS REINFORCED PLASTIC

G/S

CNR

AO

BO/WU

GRP

4

Abbreviation


3J LNG AL WOSAIL

OF LIFE AT SEA

INSUL

INSULATION

MIN.

MINIMUM

PURIF.

PURIFIER

IR

INFRA-RED

MSB

MAIN SWITCHBOARD

PV

PROCESS VALUE

SP

SPACE/SET POINT

IGG

INERT GAS GENERATOR

MSBD

MAIN SWITCHBOARD

PVC

POLYVINYL CHLORIDE

SPR

SPRAY

ILLC

INTERNATIONAL CONVENTION ON LOAD LINES

MSBR

MAIN SWITCHBOARD ROOM

MT

MAIN TURBINE

PWR

POWER

ST

START

MT.

METRIC TONNES

PX

PRESSURE TRANSMITTER

S/T

STERN TUBE

MTH

METRES IN HEIGHT

Q’TY

QUANTITY

STBD

STARBOARD

MTR

MOTOR

R

REDUNDANT

ST-BY

STAND-BY

MV

MAGNETIC VALVE

RECIRC

RECIRCULATING

STC

STEAM TEMPERATURE CONTROL

N2

NITROGEN

REG

REGULATOR

STM

STEAM

NAV

NAVIGATION

REM

REMOTE

STOR

STORAGE

NCR

NORMAL CONTINOUS RATING

REV

REVERSE

STR

STARTER/STRAINER/STRAIGHT

RM

ROOM

STR’G

STEERING

RPB

REMOTE PUSH BUTTON

SUC

SUCTION

RPM

REVOLUTIONS PER MINUTE

SUP

SUPPLY

IMO

INTERNATIONAL MARITIME ORGANIZATION

IRD

INERNATIONAL RESEARCH DEVELOPMENT

I.S

INSULATION SPACE

ISO

ISOLATING

IWRC

INDEPENDENT WIRE ROPE CORE

JIS

JAPANESE INDUSTRIAL STANDARD

JSRA

SHIPBUILDING RESEARCH ASSOCIATION OF JAPAN

K

KG/cm2G

NIM

NETWORK INTERFACE MODULE

KS

KOREAN INDUSTRIAL STANDARD

NO.

NUMBER

L

LOW/LEVEL/LITRE

NOM.

NOMINAL

LBP

LENGTH BETWEEN PERPENDICULARS

NOR

NORMAL

LCV

LEVEL CONTROL VALVE

NPSH

NET POSITIVE SUCTION HEAD

RTN

RETURN

SV

SOLENOID VALVE

LCV

LOWER CALORIFIC VALUE

NOZZLE

ROTOR VIBRATION INDICATION

SVB

SOLENOID VALVE BOX

LOW DUTY

NZL

RVI

LD LDO

LIGHT DIESEL OIL

OBS

OBSERVATION

R.W

ROCK WOOL

SW

SEA WATER/SWITCH

LG

LEVEL GAUGE

O/C

OPEN/CLOSE

S

SECONDARY/ STARBOARD

SWBD

SWITCHBOARD

LIQ

LIQUID

OCIMF

SBT

SEGREGATED BALLAST TANK

SWL

SAFETY WORKING LOAD

LL

LOW-LOW

OIL COMPANIES INTERNATIONAL MARITIME FORUM

SEC

SECOND

SYN

SYNCHRONIZE

O2

OXYGEN

SEQ

SEQUENCE

SYS

SYSTEM

OIL MIST DETECTOR

LLA

LOW LEVEL ALARM/LOW-LOW ALARM

LNG

LIQUEFIED NATURAL GAS

OMD

S/S

SHIP SIDE

TC

TURBOCHARGER/THERMOCOUPLE

LO

LUBRICATION OIL

OP

OPEN/OUTPUT

S/T

STERN TUBE

T/C

TURBO CHARGER

LOA

LENGTH OVER ALL

OVBD

OVERBOARD

LP

LOW PRESSURE

SAH

STEAM AIR HEATER

TCV

TEMPERATURE CONTROL VALVE

OVFL

OVERFLOW

LPT

LOW PRESSURE TURBINE

SAL

SALINITY

TEMP

TEMPERATURE

OVLD

OVERLOAD

LS

LEVEL SWITCH

SB

SOOT BLOWER

T/G

TURBO GENERATOR

LSC

LOW SEA CHEST

OVRD

OVERRIDE

SC

SEA CHEST

THK

THICKNESS

LT

LOW TEMPERATURE

P

PRESSURE/PRIMARY/PORT

SDC

STEAM DUMP CONTROL

THR

THRUSTER

LTG

LIGHTING

PB

PUSH BUTTON

SEC

SECONDARY

TI

TEMPERATURE INDICATOR

PRESSURE CONTROL VALVE

SEL

SELECT

TK

TANK

LVL

LEVEL

PCV

L.W.L

LOW WATER LINE

PD

PIPE DUCT

SEPTR.

SEPARATOR

TPS

TANK PROTECTION SYSTEM

LWR

LOWER

PI

PRESSURE INDICATOR

SEQ

SEQUENCE

TRB

TROUBLE

MACH.

MACHINERY

PST

PISTON

SERV.

SERVICE

T.S.W.T

TOP SIDE WING TANK

MAN

MANUAL

PKG

PACKAGE

MANI

MANIFOLD

SETT

SETTLING

TYP.

TYPICAL

MARVS

MAXIMUM ALLOWABLE RELIEF VALVE SEETING

PMS

POWER MANAGEMENT SYSTEM

S/G

STEERING GEAR

TX

TEMPERATURE TRANSMITTER

PNL

PANEL

SHP

SHAFT HORSE POWER

UPP

UPPER

M/B

MAIN BOILER

POS

POSITION

MBL

MINIMUM BREAKING LOAD

SHTR

SUPERHEATER

UPS

UNINTERRUPTED POWER SUPPLY

P/P

PUMP

MCR

MAXIMUM CONTINUOUS RATING

SIGTTO

V

VOLTAGE/VALVE

PRESS

PRESSURE

SOCIETY OF INTERNATIONAL GAS TANKER & TERMINAL OPERATION

M/E

MAIN ENGINE

SEAMLESS

VAPOUR

MFWPT

MAIN FEED WATER PUMP TURBINE

PRIMARY/PRIMING

SMLS

VAP

PRI

MG

MASTER GAS

SOCIETY OF NAVAL ARCHITECT AND MARINE ENGINEER

VOYAGE DATA RECORDER

PROVISION

SNAME

VDR

PROV

VDU

VISUAL DISPLAY UNIT

POWER SUPPLY UNIT

SOL

SOLENOID

VIB

VIBRATION

PURIFIER

INTERNATIONAL CONVENTION FOR SAFETY

VISC

VISCOSITY

MGPS

MARINE GROWTH PREVENTING SYSTEM

PSU

MID

MIDDLE

PURI

st

1 Draft / 2004.10.29

SOLAS

5

Abbreviation

3J LNG AL WOSAIL VL

VERY LOW

VPR

VAPOUR

VRC

VALVE REMOTE CONTROL

V/V

VALVE

WTR

WATER

W/H

WHEELHOUSE

WHC

WHEELHOUSE CONSOLE

WIND

WINDING

WO

WASTE OIL

WS

WORKSHOP

WU

WARM UP

X

CROSS/TRANSMITTER

st

1 Draft / 2004.10.29


6

Abbreviation

3J LNG AL WOSAIL


Part 1 : Design Concept of the Vessel 1.1 Principal Particulars...........................................................................1 - 1 1.1.1 Principal Particulars of the Ship .............................................1 - 1 1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3 1.1.3 Maker List...............................................................................1 - 5 1.1.4 General Arrangement ..............................................................1 - 7 1.1.5 Tanks and Capacity Plan .........................................................1 - 8 1.2 Classification, Rules and Regulations..............................................1 - 10 1.3 Design Concept of the Cargo System ..............................................1 - 14 1.3.1 Cargo Containment System Principle ...................................1 - 14 1.3.2 Membrane Cargo Containment.............................................1 - 22 1.3.3 Deterioration or Failure ........................................................1 - 24 1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26

Part 1 Design Concept of the Vessel st

1 Draft / 2004.10.29

Part 1 Design Concept of the Vessel


3J LNG AL WOSAIL Part 1 : Design Concept of the Vessel 1.1 Principal Particulars 1.1.1 Principal Particulars of the Ship Shipbuilder:

Yard Number: Ship Name: Delivered: Nationality: Port of Registration: Call Sign: Inmarsat-C I.D.: Type of Cargo: Type of Ship: Stem: Stern: Navigation: Classification:

Samsung Heavy Industries Co., Ltd. Okpo Shipyard Republic of Korea 1440 Al WOSAIL 2005. 03. Oman ******* ******* LNG Segregated Ballast LNG Carrier Bulbous Bow and Raked Stem Transom Foreign going

Length Overall: Length Between Perpendiculars: Breadth Moulded: Depth Moulded: Draft Design: Scantling Draft: Cargo Tank Capacity: Cargo Tank Safety Valve: Insulation Safety Valve: Designed Speed: Fuel Oil Consumption:

st

1 Draft / 2004.10.29

283 m 270 m 43.4 m 26.0 m 11.4 m 12.4 m 145,000 m3 25 kPag 1 kPag

Main Steam Turbine Maker: No. of Sets: Type:

Steam:

Mitsubishi Heavy Industries Ltd. 1 Parallel, cross compound, direct reversible steam turbine. MCR 39,500 SHP x 90 RPM 29,052 kW NCR 33,580 x 85.3 RPM 24,698 kW 5.74MPa, 520 ºC

Main Boiler Maker: No. of Sets: Type: Type: Max. Evaporation: Nor. Evaporation: Steam:

Mitsubishi Heavy Industries Ltd. 2 Water tube, foced draft, marine boiler. 66,000 kg/h 51,000 kg/h 5.88 MPa , 525 ºC

Steam Turbine Generator Maker: No. of Sets: Type: Steam: Generator output & speed:

Mitsubishi Heavy Industries Ltd. 2 AT42CT-B 5.74 MPa , 520 ºC 3450 kW , 10000/1800 RPM

Diesel Generator Engine Maker: No. of Sets: Model: Capacity: Generator output & speed:

STX Engine Co., Ltd. 1 8L32/40 AC6600V, 60Hz 3664kW, 720 RPM

EM’CY Generator with D/Engine Maker: No. of Sets: Model: Capacity: Generator output & speed:

STX co.,Ltd / Korea 1 KTA38DMGE AC450V, 60Hz 850 kW, 1800 RPM

Steering Gear Maker: Type: No. of Sets: Hyd. Pump Capacity:

Tong Myung heavy ind. co. Ltd. FE42 1 39.2 MPa

Ballast Pump Maker: Type:

Shinko Ind. Ltd. Vertical Centrifugal

Output:

1-1

Model: No. of Sets: Capacity:

GVD500-3M 2 (No.1 & 2 Pump) 3000 m3/h x 30 MTH x330kW

Model: No. of Sets: Capacity:

GVD500-3MS 1 (No. 3 Pump) 3000 m3/h x 30 MTH x330kW

Ballast Stripping Eductor Maker: Type: No. of Sets: Capacity:

KiWon Ind./Korea Sea Water Driven Eductor 1 300 m3/h

Fire & G.S. Pump Maker: Type: Model: No. of Sets: Capacity:

Shinko Ind. Ltd. Vertical Centrifugal RVP200-2MS 2 245m3/h x 35MTH x 45kW 150 m3/h x 120MTH X 150kW

Fire Pump Maker: Type: Model: No. of Sets: Capacity:

Shinko Ind. Ltd. Vertical Centrifugal RVP200-2MS 1 180 m3/h x 120 MTH x 132kW

Em’cy Fire Pump Maker: Type: Model: No. of Sets: Capacity:

Shinko Ind. Ltd. Vertical Centrifugal RVP200-2MS 1 72 m3/h x 120 MTH x 132kW

Aux. Jockey Pump Maker: Type: Model: No. of Sets: Capacity:

Shinko Ind. Ltd. Vertical Centrifugal SHQ50M 1 2 m3/h x 120 MTH x 7.5kW

Water Spray Pump Maker: Type: Model: No. of Sets: Capacity:

Shinko Ind. Ltd. Vertical Centrifugal GVD300-3M 1 700 m3/h x 90 MTH x 290 kW



3J LNG AL WOSAIL Deck Mach. Cooling F.W. Pump Maker: Type: Model: No. of Sets: Capacity:

Shinko Ind. Ltd. Vertical Centrifugal SVS 125-2M 2 80 m3/h x 40 MTH

Main Cooling S.W. Pump Maker: Type: Model: No. of Sets: Capacity:

Shinko Ind. Ltd. Vertical Centrifugal SVS 400M 2 1,300 m3/h x 20 MTH

Windlass Maker: Type: No. of Sets: Chain cable diameter: Nomimal Speed: Nominal pull: Max pull: Brake capacity:

FRIEDRICH KOCKS GMBH 1908 2 ø 102 mm grade 3 9 m/min 494 kN 741 kN 3294 kN

Mooring Winch Maker: Type: No. of Sets: Stowing capacity: Dimension of drum: Winding speed: Light line speed: Winding pull: Brake holding power: Oil flow: Max. oil-temp.: Min. oil-temp.: Type of motor: Type of pump:

FRIEDRICH KOCKS GMBH 5530 7 ø 76mm x 280m + ø 85mm x 11m ø 1980mm x ø 710mm x 755m long 15 m/min 45 m/min 300 kN 997 kN 250 l/min 90˚C -18˚C A6VM 200 A4VG 180

Capstan Maker: Type: No. of Sets: Capacity: Air pressure:

Jung-A Marine Equipment MFG Air motor drivrn, Vertical type 4 1000 Kg, 25 m/min 7 Kg/cm2

st

1 Draft / 2004.10.29

Hose Handling Crane (STBD) Maker: Type: No. of Sets: Capacity: Working Radius: Lifting Height:

Samsung-Macgregor HH 400-1025 1 10 tonnes 5.0 – 25.0m 55m

Hose Handling Crane (PORT) Maker: Type: No. of Sets: Capacity: Working Radius: Lifting Height:

Samsung-Macgregor GP 250-1018 1 10 tonnes 3.6 - 18.0m 50m

Provision Crane (STBD) Maker: Type: No. of Sets: Capacity: Working Radius: Lifting Height:


Provision Crane (PORT) Maker: Type: No. of Sets: Capacity: Working Radius: Lifting Height:


Anchor Maker: No. of Sets: Weight:

Ini Steel /Korea 3 13350 Kg

Anchor Chain Cable Maker: No. of Sets: Dimension:

DaiHan Anchor Chain MFG. 2 ø102 X 742,500 mm

Fire wire reel Maker: Type: No. of Sets: Drum capacity: Air Motor: Air Pressure: Winding Speed:

Life Boat Davit & Winch Maker:

No. of Sets: Max. Design Load: Ship Hoisting Load: Height of Lowering:

Oriental Precision & Engineering co.,Ltd. Davit : D-73-30 Winch : BWE-15-030 2 7300kg 3278kg 19.0m

Accommodation ladder Maker: Type: No. of Sets:

Sam Gong Co., Ltd. Horizontally both end supporting 2

Mooring Rope Type: No of Sets: Size:

6 X 36 IWRC Galv’d 20 + 2 (SPARE) 42 mm Dia. X 275 m

Type:

Jung-A Marine Equipment MFG. Air motor driven sys. with manual 2 38 mm Dia. X 90 m 2.5 HP, 300 rpm 7 Kg/cm2 10 ~ 20 m/min

1-2



3J LNG AL WOSAIL 1.1.2 Principal Particulars of Cargo Machinery Main Cargo Pump Maker: Model: Type: Capacity: Shaft power: Efficiency: Minimum flow: Design pressure: Design temperature: No. of sets:

Shinko Ind. Ltd. SM350 Submerged, Centrifugal, Fixed 1,700 m3/h x 155 MLC 443 kW 81 % 650 m3/h 1.0 MPaG -163 ˚C 8 (2 per each cargo tank)

Motor Type: Rated output: Synchronous speed: Electric power source: Starting & Rated current: Starting Method: Min. starting voltage:

Vertical submerged 3-phase induction 530 kW 1800 rpm AC 6600 V, 60Hz 400 A, 62 A Soft Start 80 %

Stripping/Spray Pump Maker: Model: Type: Capacity: Shaft power: Efficiency: Minimum flow: Design pressure: Design temperature: No. of sets:

Shinko Ind. Ltd. SM65-2 Submerged, Centrifugal, Fixed 50 m3/h x 145 MLC 19 kW 52 % 20 m3/h 1.0 MPaG -163 ˚C 4 (1per each cargo tank)


Vertical submerged 3-phase induction 24 kW 3600 rpm AC 440 V, 60Hz 300 A, 50 A Line Start 80 %

Emergency Cargo Pump Maker: Model: Type: Capacity: Shaft power:

Shinko Ind. Ltd. SMR200 Submerged, Centrifugal 550 m3/h x 155 MLC 161 kW

st

1 Draft / 2004.10.29

Efficiency: Minimum flow: Design pressure: Design temperature: No. of sets:

72 % 220 m3/h 1.0 MPaG -163 ˚C 1


Vertical submerged 3-phase induction 200 kW 3600 rpm AC 440 V, 60Hz 2500 A, 360 A Line Start 80 %

HD Compressor Maker: Model: Type: Volume Flow: Inlet pressure : Outlet pressure: Inlet Temperature: IGV setting: No. of sets: LD Compressor Maker: Model: Type: Volume Flow: Inlet pressure : Outlet pressure: Inlet Temperature: IGV setting: No. of sets: Cargo Heater Maker: Model: Type: Mass Flow: Inlet volume flow & temp: Outlet volume flow & temp: Heat exchange: Design temperature: Design pressure: No. of sets:

Cryostar CM 400/55 HD Centrifugal. Single stage. Fixed speed with adjustable guide vanes. 32,000 Nm3/h 103 kPaA 200 kPaA -140˚C -30 ~ +80 2

Cryostar CM 300/45 LD Centrifugal. Single stage. Adjustable guide vanes. 8,000 Nm3/h 103 kPaA 200 kPaA -40˚C -30 ~ +80 2

Cryostar 65-UT-38/34-3.2 BEU 16,000 Kg/h (Design) 10,139 m3/h, -25˚C (Design) 24,052 m3/h, 80˚C (Design) 1,064 kW (Design) -196/+186 1 MPa 2

1-3

LNG Vaporizer Maker: Model: Type: Mass Flow: Inlet volume flow & temp: Outlet volume flow & temp: Heat exchange: Design temperature: Design pressure: No. of sets:

Cryostar 65-UT-38/34-5.6 BEU 24,180 Kg/h (LNG disch) 54 m3/h, -163˚C (LNG disch) 13,695 m3/h, -140˚C (LNG disch) 3,783 kW (LNG disch) -196/+186 1 MPaG 1

Forcing Vaporizer Maker: Model: Type: Mass Flow: Inlet volume flow & temp: Outlet volume flow & temp: Heat exchange: Design temperature: Design pressure: No. of sets:

Cryostar 34-UT-25/21-3.6 BEU 7,402 Kg/h 16 m3/h, -163˚C 7,345 m3/h, -40˚C 1,627 kW -196/+186 1 MPaG 1

Steam Heater for Glycol Water Maker: Type: Capacity: Inlet pressure: No. of sets:

DongHwa Entec BEU 30000 Kg/hr 0.5 MPaG 2

Glycol Water Circ. Pump Maker: Type: No. of Sets: Capacity:

Shinko Ind. Ltd. Horizontal, Centrifugal 2 30 m3/h x 30 MTH

Nitrogen Generator Maker: Type: Capacity: N2 Purity(N2+Argon): Dew point: Outlet pressure: N2 Buffer Tank stat/stop Switch: No. of sets:

Air Products AS Membrane Separation of Nitrogen from Air 2 X 90 Nm3/h 97% -70 ˚C 650kPag 300/650 kPaG 2



3J LNG AL WOSAIL Nitrogen Buffer Tank Maker: Capacity: Mach. Design Temperature: Mech. Design Pressure: Hydrostatic test pressure: Max Operating Pressure: Pressure Safety Valve – Set Pressure: No. of sets: Inert Gas Generator Maker: Type: Capacity: Delivery pressure: Temperature: Dew point after dryer: No. of sets:

Air Products AS 24 m3 70 ˚C 1.3 MPaG 1.95 MPaG 1.0 MPaG (Max. normal:650kPaG) 1.3 MPaG 1

SMIT Gas System. Gln 14,000 – 0.25 BUFD 14,000 m3/h 25 kPaG 30˚C (Max.: 60˚C) -45˚C 1

Pilot operated Safety Valve for Cargo Tank Maker: Fukui Seisakusho co., Ltd. Type & Size: PSL-MD13-131-LS1(B), 10”x 12” Relieving Capacity: 28,260 Nm3/h Relieving Pressure: 0.1313 MPaA Set Pressure: 25 kPaG Reseating Pressure: 22 kPaG Vacuum Relieving: -1.0 kPaG No. of sets: 8 Pilot operated Safety Valve for I.B.S Maker: Type & Size: Relieving Capacity: Relieving Pressure: Set Pressure: Reseating Pressure: Vacuum Block: No. of sets:

Fukui Seisakusho co., Ltd. PSL-MD13-131-S1(B), 2”x 3” 420 Nm3/h 0.1049 MPaA 3.0 kPaG 1.8 kPaG -80 kPaG 8

Pilot operated Safety Valve for I.S Maker: Type & Size: Relieving Capacity: Relieving Pressure: Set Pressure: Reseating Pressure: Vacuum Block: No. of sets:

Fukui Seisakusho co., Ltd. PSL-MD13-131-S1(B), 2”x 3” 431 Nm3/h 0.1055 MPaA 3.5 kPaG 2.1 kPaG -80 kPaG 8

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1 Draft / 2004.10.29

Conventional Safety Valve for Cargo Piping System Maker: Fukui Seisakusho co., Ltd. Type: REC131-S1(E) Relieving Pressure: 1.2013 MPaA Set Pressure: 1.0 MPaG Reseating Pressure: 0.9 MPaG No. of sets: 19 Conventional Safety Valve for Cargo Piping System Maker: Fukui Seisakusho co., Ltd. Type: REC131-S1(N) Relieving Pressure: 1.2013 MPaA Set Pressure: 1.0 MPag Reseating Pressure: 0.9 MPag No. of sets: 16 Conventional Safety Valve for N2 Pressure Header Maker: Fukui Seisakusho co., Ltd. Type: REC131-S1(N) Relieving Pressure: 0.1673 MPaA Set Pressure: 60.0 kPaG Reseating Pressure: 54.0 kPaG No. of sets: 1 Mist Separator Maker: Model: Mass flow: No. of sets:

Cryostar VMS-10/12-1000 7,600 kg/h (Design) 1

Drain cooler Maker: Type: Capacity: No of sets:

DongHwa Entec Shell/Tube Type 50 m3/h X 2 (tube) 1

1-4



3J LNG AL WOSAIL 1.1.3 Maker List NO. 1

EQUIPMENT CARGO PUMP

MAKER SHINKO, JAPAN

MAKER ADDRESS & TELEPHONE

AGENT

5-7-21, OHZU, MINAMI-KU, TEL. 81-82-508-1000

SAMKONG TRADING

HIROSHIMA JAPAN

TEL. 82-51-246-7793

FAX. 81-82-508-1020

NO. 14

EQUIPMENT ELEC. GLYCOL

MAKER DONG HWA ENTEC.

WATER HEATER

FAX. 82-51-244-7596 2

HIGH DUTY CARGO

CRYOSTAR-

ZONE INDUSTRIELLE

TEL 33-3-89-70-27-27

TACHYON CO.

COMPRESSOR

FRANCE SA

BP 48 F-68220 HESINGUE,

FAX 33-3-89-70-59-54

TEL. 82-2-514-4516

FRANCE 3

4

5

6

CRYOSTAR-

ZONE INDUSTRIELLE

TEL 33-3-89-70-27-27

TACHYON CO.

COMPRESSOR

FRANCE SA

BP 48 F-68220 HESINGUE,

FAX 33-3-89-70-59-54

TEL. 82-2-514-4516

FRANCE

FAX. 82-2-544-5579

CRYOSTAR

ZONE INDUSTRIELLE BP48 TEL 33-3-89-70-27-27

TACHYON CO.

FRANCE SA

F-68220 DESINGUE,

TEL. 82-2-514-4516

FRANCE

FRANCE

FAX. 82-2-544-5579

FORCING

CRYOSTAR

ZONE INDUSTRIELLE BP48 TEL 33-3-89-70-27-27

TACHYON CO.

VAPORIZER

FRANCE SA

F-68220 DESINGUE,

TEL. 82-2-514-4516

FRANCE

FRANCE

CRYOSTAR

CRYOSTAR-FRANCE

TEL 33-3-89-70-27-27

TACHYON CO.

FRANCE SA

SA, FRANCE

FAX 33-3-89-70-59-54

TEL. 82-2-514-4516

HD / LD HEATER

FAX 33-3-89-70-59-54

FAX 33-3-89-70-59-54

MOTOR FOR HIGH

NISHISHIBA ELEC.

DUTY CARGO

CO., LTD

15

GLYCOL WATER

SHINKO, JAPAN

CIRC. PUMP 16

NISHISHIBA ELEC.

DUTY CARGO

CO., LTD

17

18

10

CARGO PIPE

KANGRIM

505 SINPYEONG-DONG

TEL. 82-51-220-6000

INSULATION

SAHA-GU BUSAN, S.KOREA

FAX. 82-51-220-6006

796 JUNAM-RI, UNGSANG,

TEL. 82-55-367-0360

YANGSAN-SI, KYONGAM,

FAX. 82-55-367-0361

CRYOGENIC BALL

SEO HEUNG METAL

VALVE

CO., LTD.

CARGO STRAINER

KOREA FILTER,

19

CARGO SPRAY

ILJIN AND CO.

DONGJU BLDG 8F, 13, 5-KA

TEL. 82-51-463-5752

NOZZLE

KOREA

CHUNGANG-DONG,

FAX. 82-51-463-5755

CHUNG-KU, PUSAN, KOREA

FAX. 82-2-544-5579 20

CARGO EXPANSION SFZ, FRANCE

8, RUE DES FRERES

TEL. 33-4-72-47-62-00

BELLOWS

LUMIERE, 69680 CHASSIEU

FAX. 33-4-72-47-62-01

FRANCE EXPANSION

SFZ, FRANCE

BELLOWS

AIR PRODUCTION

P.O.BOX 8100,

TEL. 47-38-03-99-00

GENERATOR

AS

VAAGSBYGD N-4675

FAX. 47-38-01-11-13

SMIT GAS SYSTEM

ST. HUBERTUSSTRAAT 10,

TEL. 31-24-352-31-00

GENERATOR

BV

6531 LB NIJMEGEN P.O

FAX. 31-24-356-49-95

PARC INDUST. DES HAUTS

TEL. 32-4-240-68-86

BELGIUM

SARTS-3E AVENNUE

FAX. 32-4-248-02-46

B-4040 HERSTAL, BELGIUM

VALVE 23

CRYOGENIC

AMRI, FRANCE

BUTTERFLY VALVE

TEL. 82-51-970-1070

WATER HEAT

DONG, KANGSEO-GU,

FAX. 82-51-970-1071

EXCHANGER

BUSAN, KOREA DONG HWA ENTEC.

WATER HEATER

TEL.33-5-53-92-44-69

SEIL-SERES CO.,

FAX.33-5-53-92-44-05

TEL. 82-2-237-3451 FAX. 82-2-232-0936

ROCHE-CHALAIS, FRANCE

1575-6, SONGJEONG-

ELEC. GLYCOL

KSB AMRI ZONE INDUSTRIELLE GAGNAIRE FONSECHE 24490 LA

24

1575-6, SONGJEONG-

TEL. 82-51-970-1070

DONG, KANGSEO-GU,

FAX. 82-51-970-1071

CONTROL VALVE

MASONEILAN

FOR CARGO PART

3 RUE SAINT-PIERRE,

TEL. 33-2-31-59-59-59

14110 CONDE-SUR-

FAX. 33-2-31-59-59-60

NOIREAU, FRANCE 25

12

FAX. 33-4-72-47-62-02

TRUFLO-RONA

BOX 6664, 6503 GD

DONG HWA ENTEC.

SVC. COMMERCIAL

FAX. 33-4-72-47-62-01

GLOBE, CHECK & GATE

KRISTIANSAND S NORWAY

INERT GAS

STEAM/GLYCOL

TEL. 33-4-72-47-62-00

FRERES LUMIERE, 69680

CRYOGENIC

NIJMEGEN, NETHERLANDS 11

SFZ S.A.S 8, RUE DES CHASSIEU, FRANCE

NITROGEN

SYSTEM

FAX. 81-82-508-1020

KOREA

22

SYSTEM

TEL. 81-82-508-1000

HIROSHIMA JAPAN

KOREA

COMPRESSOR 9

5-7-21, OHZU, MINAMI-KU,

CO., LTD

21 MOTOR FOR LOW

FAX. 82-51-970-1071

INSULATION

COMPRESSOR 8

TEL. 82-51-970-1070

BUSAN, KOREA

FAX. 82-2-544-5579

FRANCE 7

1575-6, SONGJEONGDONG, KANGSEO-GU,

AGENT

FAX. 82-2-544-5579

LOW DUTY CARGO

LNG VAPORIZER


VALVE REMOTE

AMRI-SEIL

CONTROL

1579-3, SONGJEONG-

TEL. 82-51-831-1857

DONG, KANGSEO-KU,

FAX. 82-51-831-1863

PUSAN, KOREA

BUSAN, KOREA 26 13

GLYCOL WATER CIRC. PUMP

st

1 Draft / 2004.10.29

SHINKO, JAPAN

CARGO LINE

FKI SAFETY &

6,1-CHOME

TEL. 81-72-857-9598

DONGJIN INTEC CO.


TEL. 81-82-508-1000

SAFETY RELIEF

RELIEF VALVES

SHODAITAJIKA, HIRAKATA

FAX. 81-72-857-9599

TEL. 82-51-463-5771

HIROSHIMA JAPAN

FAX. 81-82-508-1020

VALVE

1-5

OASKA 573-1003 JAPAN

FAX. 82-51-462-7907



3J LNG AL WOSAIL

NO. 27

EQUIPMENT

MAKER


GAS DETECTION

RIKEN KEI KI

301-16, PUGOK-DONG

TEL. 82-51-831-1860

SYSTEM

KOREA

KEUMJUNG-GU, PUSAN,

FAX. 82-51-512-7737

AGENT

NO. 40

EQUIPMENT STEAM DRAIN

MAKER DONG HWA ENTEC.

COOLER

KOREA 28

B’FLY VALVE FOR

AMRI, FRANCE

HULL SYSTEM

KSB AMRI ZONE

TEL.33-5-53-92-44-69

INDUSTRIELLE GAGNAIRE

FAX.33-5-53-92-44-05 TEL. 82-2-237-3451

SEIL-SERES CO.,

41

SHINKO, JAPAN

GRP FOR

AMERON

WATER BALLAST

FAX. 82-51-970-1071

1601-5 SONGJEONG-DONG

TEL. 82-51-601-3025

SYSTEM

KANGSEO-KU, PUSAN

FAX. 82-51-831-1850

LTD.

KOREA FIXED CO2 FIRE

NK FIRE

497, SHINPYUNG-DONG,

TEL. 82-51-204-2211


TEL 81-82-508-1000

SAMKONG TRADING

42

EXTINGUISHING

PROTECTION

SAHA-GU, BUSAN, KOREA

FAX. 82-51-2042215

HIROSHIMA JAPAN

FAX. 81-82-508-1020

TEL. 82-51-246-7793

SYSTEM DRY POWDER

NK FIRE

497, SHINPYUNG-DONG,

TEL. 82-51-204-2211

SYSTEM

PROTECTION

SAHA-GU, BUSAN, KOREA

FAX. 82-51-2042215

CUSTODY

KONGSBERG

N-7005, TRONDHEIM,

TEL. 47-73-58-1000

HYUNDAI KONSBERG

TRANSFER

MARITIME

NORWAY

FAX. 47-73-58-1417

MARITIME

SYSTEM (CTS)

SHIP SYSTEMS AS

FAX. 82-51-244-7596 30

TEL. 82-51-970-1070

REMOTE SOUNDING HANLA LEVEL CO.,

FAX. 82-2-232-0936

ROCHE-CHALAIS, FRANCE BALLAST PUMP

1575-6, SONGJEONG-DONG, KANGSEO-GU, BUSAN,

AGENT

KOREA

FONSECHE 24490 LA

29


7A TUAS AVE 3

TEL. 65-861-6118

DAEWON

SINGAPORE 639407

FAX. 65-862-1186

TEL. 82-2-352-8936

43

FAX. 82-2-322-8937 31

FIRE & G.S. PUMP

SHINKO, JAPAN


TEL 81-82-508-1000

SAMKONG TRADING

HIROSHIMA JAPAN

FAX. 81-82-508-1020

TEL. 82-51-246-7793

44

FAX. 82-51-244-7596 32

EM’CY FIRE PUMP

SHINKO, JAPAN


TEL 81-82-508-1000

SAMKONG TRADING

HIROSHIMA JAPAN

FAX. 81-82-508-1020

TEL. 82-51-246-7793

FAX. 82-2-3497-8688 45

FAX. 82-51-244-7596 33

WATER SPRAY PUMP SHINKO, JAPAN


TEL 81-82-508-1000

SAMKONG TRADING

HIROSHIMA JAPAN

FAX. 81-82-508-1020

TEL. 82-51-246-7793

WATER SPRAY

ILJIN AND CO., Ltd

DONGJU BLDG 8F, 13,5-GA,

SYSTEM & NOZZLE

KOREA

CHUNGANG-DONG, CHUNG- FAX. 82-51-463-5755

46

BALLAST EDUCTOR

TEL.: 82-55-337-3300

KIMHAE, KOREA

FAX.: 82-55-337-3905

E&H (WHESSO),

TEL. 44-1325-350666

HOUSE, VALLEY,

FAX. 44-1325-465596

FOR CARGO TANK

DARLINGTON, CO. DARHAM,

INTERGRATED

YAMATAKE

SYSTEM (IAS)

TEL. 82-51-463-5752

KIWON IND./

UNIT 2D, ENTERPRISE

GAUGING SYSTEM

AUTOMATION

47

GU, PUSAN, KOREA

35

FLOAT LEVEL

DL1 1GY, ENGLAND

FAX. 82-51-244-7596 34

TEL. 82-2-3497-8614

48

EMERGENCY

1579-3, SONGJEONG-DONG,

TEL. 82-51-831-1857

SHUTDOWN

AMRI-SEIL

KANGSEO-KU, PUSAN,

FAX. 82-51-831-1863

SYSTEM

KOREA

PORTABLE GAS

RIKEN KEI KI

301-16, PUGOK-DONG

TEL. 82-51-518-3613

DETECTOR

KOREA

KEUMJUNG-GU, PUSAN,

FAX. 82-51-512-7737

KOREA 36

BILGE EDUCTOR

KIWON IND./

TEL.: 82-55-337-3300

KIMHAE, KOREA

FAX.: 82-55-337-3905

49

PROVISION & HOSE

MACGREGOR

HANDLING CRANE

S-891 85 ORNSKOLDSVIK,

TEL. 46-660-29 40 00

MACGREGOR(KOR)

SWDEN

FAX. 46-660-139 77

TEL. 82-51-441 0805 FAX. 82-51-442 5777

37

AUX. COOL S.W.

SHINKO, JAPAN

PUMP


TEL 81-82-508-1000

SAMKONG TRADING

HIROSHIMA JAPAN

FAX. 81-82-508-1020

TEL. 82-51-246-7793

50

FAX. 82-51-244-7596 38

AUX. COOL F.W.

SHINKO, JAPAN

PUMP


TEL 81-82-508-1000

SAMKONG TRADING

HIROSHIMA JAPAN

FAX. 81-82-508-1020

TEL. 82-51-246-7793

LIFE BOAT DAVIT &

ORIENTAL

1612-1(77B-1L), SONGJUNG-

WINCH

PRECISION &

DONG GANGSEO-KU, BUSAN, FAX. 82-51-831-3308

ENGINEERING

KOREA

TEL. 82-51-202-0101

CO.,LTD.

FAX. 82-51-244-7596 39

AUX. COOL F.W. COOLER

SHINKO, JAPAN


TEL 81-82-508-1000

SAMKONG TRADING

HIROSHIMA JAPAN

FAX. 81-82-508-1020

TEL. 82-51-246-7793 FAX. 82-51-244-7596

st

1 Draft / 2004.10.29

1-6



3J LNG AL WOSAIL 1.1.4 General Arrangement

AIR DRAUGHT (apprx. 50M A/B) AIR DRAUGHT (apprx. 50M A/B)

PROFILE CARGO MACH. ROOM

A. P . T.

D.L.W .L.

EM'CY EXIT

E/R

B.W 10

W

.B

.T .(

P&

.O

) LOW .(S .T SULPHUR H.F.O. T.(P)

NO.1 H.F.O. SETT.T.(S)

H.F.O. OVERFLOW T.(P)

S/T L.O DRAIN TK.

20

MAIN L.O SUMP TK

W .4 NO

B.W

30

(P .T. .B

&S

SIDE TA

NO. 3 CARGO TANK

)

NGENT LIN

NO .2 T RUNK

.3 NO

B. T W.

& .(P

NO .1 TRUNK

NO. 2 CARGO TANK

S) .2 NO

B.T W.

& .(P

NO. 1 CA RGO TANK

S) .1 NO

E

W

.T .B

) &S .(P

50

60

70

44000

80 2650

FS : 800

A.P .

90 3075 2900

3080

685

40035

100 3225 2900

3250

3225 2900

45475

2990

140

150

20800

2925 2650 FS : 800

29835

45475

) .(C .T O F. H.

) &S .(P .T .B W

130

120

110 3250

.1 NO

FW D. PUMP RM.

D FW

B.W

40

13600

NO. 4 CA RGO TANK

NO .3 T RUNK

COFFE RDAM

S)

H .F

ENGINE ROOM

C.W.T

B.L.

.2 NO NO.2 H.F.O. SETT.T.(S)

B.W

COFFE RDAM

S) ) & &S .(P P .T .T .( F .WT.W IS D

COFFE RDAM

D.O. T.(S STOR. )

D.O. SERV. T.(S)

NO .4 T RUNK

COFFE RDAM

B.W

B.W

COFFE RDAM

ELEC. MOTOR ROOM

MIDSHIP SECTION

UPPER DECK ST ORELO CKER

UP

UP DE CK

HYD. PO WER UNIT RO OM

STORE VEN T.

*

W.C W /B

CRO SS VENT .

*

W /B

VEN T.

LO BBY WO RKERS CRE W'S CHA NGSAFETY * CABI N(6 P) ROOMEQ UIP. FIR E ROOMCO NTRO L * ST AT * ION

20

30

ROOM

F OR ECR

*

10

NO 1

CA RGO SW ITCH BO AR D

DN TO E/R ELEVAT OR

* ESC APE TRU NK

ENG INE CASI NG

C.L.

* HL

* W/B* OFFICERS' CHANG ING RO OM *

LO BBY W.C

* LH

AIR HANDLING UNIT ROO M

40

50

60

*

*

UP

70

80

90

100

110

120

130

140

150

A.P. *

DUMB

WAITER W /T

UP DRY PRO V.

VEN T. OIL GREASE STORE

CRO SS VENT .

CHE MICAL

ST ORE

VEN T.

PAINT ST ORE

EL. TRU NK

UP

NO 2 . CA RGO SW ITCH BO AR D

LO BBY

VEG ET . M EAT ROOM ROOM

ST ORE CO2 AC E. OXY. REL EASE RM RM

DA IRY

ROOM

ROOM

FISH ROOM

*

ELEC. MOTOR ROOM

CARGO MACH. ROOM DECK STORE

* LOBBY

UP

CLASSIFICATION

PRINCIPAL PARTICULARS Length Overall Length Between Perpendiculars Breadth (mld) Depth (mld) Draft Design (mld) Scantling (mld)

283.0 270.0 43.4 26.0 11.4 12.4

American Bureau of Shipping : A1, Liquefied gas carrier, Ship type 2G, (Membrane Tank, Maximum Pressure 25 kPaG and Minimum Temperature -163℃, Specific Gravity 500 kg/m3) SH-DLA, SHCM, AMS, ACCU, UWILD, PMS including CMS, NIBS, NBLES.

m m m m m m

SERVICE SPEED 20.5 Knots at MCR with 15% S.M.

COMPLEMENT : Total 39 persons + 6 workers

MAIN ENGINE TYPE : MARINE STEAM TURBINE MCR : 39,500 SHP x 90.0 RPM

st

1 Draft / 2004.10.29

1-7



3J LNG AL WOSAIL 1.1.5 Tanks and Capacity Plan

Cargo Tanks

Compartment

Location Frame Number

Capacities

Fresh Water Tanks Centre of Gravity (95% Full)

Volume 3 100% (m )

Volume 3 98.0% (m )

L.C.G. From A.P (m)

V.C.G. Above B.L (m)

Max. MT of 4 Inertia (m )

No. 1 Cargo Tank

117-127

22118.1

21675.8

214.858

17.547

87728

No. 2 Cargo Tank

102-116

42909.0

42050.8

174.302

16.307

201636

No. 3 Cargo Tank

87-101

42908.9

42050.7

125.927

16.307

201636

No. 4 Cargo Tank

73-86

37707.5

36953.4

80.272

16.307

177212

145130

142730.7

-

-

-

Total

Compartment


Capacities Volume 3 100% (m )

S.G.=1.000 Centre of Gravity (100% Full)

Weight 100% (Tons)

L.C.G. From A.P (m)


Distilled W. TK (P)

8-17

207.8

207.8

10.000

17.792

53

Distilled W. TK (S)

8-17

207.8

207.8

10.000

17.792

53

Fresh Water TK (P)

8-17

262.9

262.9

10.291

17.969

190

Fresh Water TK (S)

8-17

262.9

262.9

10.291

17.969

190

-

941.4

941.4

Total

-

-

Fuel Oil Tanks Water Ballast Tanks

S.G.=1.025 Compartment

Compartment


Capacities

Centre of Gravity (99% Full)

Volume 3 100% (m )

Weight 99% (Tons)

L.C.G. From A.P (m)



F.P. TK (C)

162-185

1465.3

1487.0

265.546

12.118

1346

FWD W.B. TK (P)

127-154

2453.5

2489.7

240.829

12.199

2020

FWD W.B. TK (S)

127-154

2453.5

2489.7

240.829

12.199

2020

No. 1 W.B. TK (P)

116-127

5521.2

5602.7

211.191

10.653

9151

No. 1 W.B. TK (S)

116-127

5521.2

5602.7

211.191

10.653

9151

No. 2 W.B. TK (P)

101-116

6101.0

6191.0

172.583

8.485

26761

No. 2 W.B. TK (S)

101-116

6101.0

6191.0

172.583

8.484

26761

No. 3 W.B. TK (P)

86-101

6194.9

6286.3

124.473

8.381

27650

No. 3 W.B. TK (S)

86-101

6194.9

6286.3

124.473

8.381

27650

No. 4 W.B. TK (P)

72-86

5275.6

5353.4

79.453

8.641

22953

No. 4 W.B. TK (S)

72-86

5275.6

5353.4

79.453

8.641

22953

E/R W.B. TK (P)

36-72

1916.7

1945.0

44.213

13.938

537

E/R W.B. TK (S)

36-72

1833.7

1860.8

43.708

14.363

537

A.P. TK (C)

-6-17

1032.8

1048.0

6.748

12.855

21771

Total

-

57340.9

58187.0

-

-

st


Capacities

-


Volume 3 100% (m )

Weight 95% (Tons)

L.C.G. From A.P (m)



No.1 H.F.O. Stor. TK (C)

128-154

4591.2

4143.5

241.657

12.749

5341

No.2 H.F.O. Stor. TK (P)

36-72

1008.1

909.8

42.388

17.037

114

No.2 H.F.O. Stor. TK (S)

45-72

937.8

846.3

46.214

17.894

134

No.1 H.F.O. Sett. TK (S)

63-72

198.1

178.8

54.000

17.654

45

No.2 H.F.O. Sett. TK (S)

51-63

264.1

238.4

45.600

17.654

60

Low Sul.HFO Stor. TK (P)

59-72

499.8

451.0

52.400

20.088

65

Total

-

7499.1

6767.8

-

-

Diesel Oil Tanks

Compartment




Weight 95% (Tons)

-

L.C.G. From A.P (m)



D.O. Stor. TK (S)

36-45

280.3

239.6

31.991

19.196

45

D.O. Serv. TK (S)

41-45

65.7

56.2

34.400

23.494

20

M.G.O Stor. TK (P)

36-45

147.9

126.4

32.400

23.494

45

-

493.9

422.2

-

Total

1 Draft / 2004.10.29


1-8

-

-

-



3J LNG AL WOSAIL

Lubricating Oil Tanks

Compartment




Weight 98% (Tons)

L.C.G. From A.P (m)


Other Tanks


Compartment


S.G.=1.000

Capacities

Centre of Gravity (100% Full) 3

Volume 100% (m )

L.C.G. From A.P (m)



Main L.O Stor. TK. (S)

41-48

77.8

68.6

35.600

11.147

36

No.1 Cofferdam

1786.1

231.055

19.073

2138.4

Main L.O Sett. TK. (S)

32-41

86.9

76.7

29.585

11.147

37

No.2 Cofferdam

2355.3

198.485

18.442

2375.1

Main L.O Sump. TK. (S)

27-38

84.8

74.8

26.244

2.320

118

No.3 Cofferdam

2936.0

150.110

17.140

2375.1

Main L.O Grav. TK. (S)

39-43

21.9

19.3

32.800

23.214

5

No.4 Cofferdam

2936.0

101.735

17.140

2375.1

G/E L.O Stor. TK (S)

43-46

8.2

7.2

35.600

23.214

0

No.5 Cofferdam

2601.7

58.951

17.103

2138.4

G/E L.O Sett. TK. (S)

46-48

5.5

4.8

37.600

23.214

0

No.1 Trunk Deck Space

1027.6

215.522

32.117

133.0

T/G L.O Stor. (S)

43-46

8.2

7.2

35.600

23.214

0


1597.3

175.011

32.118

220.4

T/E L.O Sett. (S)

46-48

5.5

4.8

37.600

23.214

0


1597.3

126.636

32.118

220.4


1399.1

80.969

32.118

190.0

Total

-

298.8

263.4

-

-

-

Total

Miscellaneous Tanks

Compartment


Capacities 3

L.C.G. From A.P (m) 40.697

V.C.G. Above B.L (m) 13.013

90.3

Bilge Primary TK. (P)

59-63

16.1

48.800

6.120

4

Purif. Sludge TK. (S)

51-58

8.5

43.600

9.058

2

Bilge Holding TK. (P)

63-72

129.2

54.265

1.513

631

Separate Bilge Oil TK (P)

56-63

31.1

47.600

1.950

114

Clean Drain TK. (P)

51-62

42.3

46.039

1.732

102

S/T L.O Drain TK. (C)

20-22

3.2

16.800

2.900

1

C.W.T (C)

10-17

78.2

11.600

4.063

16

Atmos. Drain TK. (P)

56-58

6.4

46.000

4.200

2

F.O Drain TK. (S)

53-54

2.4

42.900

3.675

1

B.W E/R AFT (C)

17-19

6.5

14.412

2.896

10

B.W E/R MID (P)

38-40

2.1

31.237

2.031

1

B.W E/R MID (S)

38-40

2.1

31.237

2.031

1

B.W E/R FWD (P)

66-69

7.3

54.141

1.920

10

B.W E/R FWD (S)

66-69

10.4

54.121

1.834

20

-

436.1

st

-

50

45-55

1 Draft / 2004.10.29

-


HFO Over Flow TK. (P)

Total

-


Volume 100% (m )

18236.4

-

-

-

1-9



3J LNG AL WOSAIL 1.2 Classification, Rules and Regulations

9) International Telecommunication Convention, 1973 with Annex and Revision 1974, 1982 and 1983/87.

1. Classification 10) Marine rules and Regulations of National Governments for ship entering into their ports.

The vessel, including her hull, machinery, equipment and outfittings, shall be constructed in accordance with the Rules and Regulations under survey of ABS.

11)

A1, Liquefied gas carrier, Ship type 2G (Membrane tank, Maximum pressure 25kPaG and Minimum Temperature -163 °C, Specific Gravity 500 kg/m3), SH-DLA, SHCM, SFA(40), AMS, ACCU, UWILD, PMS including CMS, NIBS, NBLES.

12) Rules of Navigation of the Suez Canal Authority, including Regulations for the Measurement of Tonnage.

2. Rules and Regulations The Vessel shall be registered in either Luxembourg, Liberia, Panama, Bahamas, Malta, or Marshall Islands and shall comply with the following Rules, Regulations and requirements of the Authorities. However the determination of the registered port among the above shall be decided in the early stage of design. The design/construction non-conformity due to an unknown registered port shall be born by the Buyer. 1) Relevant Rules and Regulations of the loading and discharging ports of Korea, Qatar, Japan, USA, India, Italy, Turkey for entry into those ports. 2) International Convention on Load Lines 1966, as amended by IMO Resolution A543 and A514(ΧШ). 3) International Convention for the Safety of Life at Sea Consolidated 1997 any later amendments. 4)

International Code for the Construction and Equipment of Ships Carrying Liquefied gases in Bulk (IGC Code)

5) International Convention for the Prevention of Pollution from Ships(MARPOL) 1973/78 Consolidated 1991 and later amendments, including 1997 Annex VІ “Prevention of Air Pollution from Ships”. 6) International Convention for Preventing of Collisions at Sea, 1972 and IMO Resolution A464(XΠ) Amendments. 7)

USCG Regulations for foreign flag Vessels operating in the navigable waters of the United States including pollution prevention(except Alaskan waters). - CFR Title 33 – part 155, 156, 159, 164. - CFR Title 46 – part 154. And public law 95-474 Oct. 17, 1978 “port and tanker safety act in 1978”

8) ILO Guide to Safety and Health in Dock work, 1976 as amended in 1979.

st

1 Draft / 2004.10.29

International Convention on Tonnage Measurement of Ships 1969, as amended by IMO Resolution A.493 and A.494(XШ)

13) IMO Publication No.978. Performance Standards for Navigational Equipment.

4) OCIMF “Ship to Ship Transfer Guide (liquefied gases)”, 1995. 5) OCIMF Recommendations for Manifolds for Refrigerated liquefied Natural Gas Carriers(LNG), 1994. 6) SIGTTO “Recommendation and Guidelines for Linked Ship/Shore Emergency Shutdown of Liquefied Gas Cargo Transfer, 1997”. 7) SIGTTO Guidelines for the Alleviation of Excessive Surge Pressure on ESD, 1987. 8) SIGTTO Recommendation for the installation of Cargo Strainers on LNG Carriers. 9) SIGTTO Port Information for LNG Export and Import Terminals.

14) DNV F-AMC, requirement with ABS letter of compliance. 10) ICS Guide to Helicopter / Ship Operations. 15) IMO Resolution A708(17) Navigation Bridge Visibility and Function. 11) International Electro-Technical Commission (IEC) Publication 92. 16) International Convention on Standards of Training, Certification and Watchkeeping (STCW), 1993 and later amendments.

12) IEC Publication 533 “Electromagnetic Compatibility of Electrical and Electronic installation on Ships”.

17) IMO Resolution A.468(XΠ), “Code on noise Levels on Board Ships”. 18) IMO Resolution A272/A330 Safe Access to and Working in Large Cargo Tanks and Ballast Space.

13) ISO 6954-1984 “Mechanical vibration and shock Guideline for the overall evaluation of vibration in merchant ships”. 14) ISO 2923 Acoustic Measurement of Noise on Board Vessels.

19) IMO Resolution A601(15) Provision and Display of Manoeuvring Information Onboard Ships. 20) IMO Resolution A686(17) “Code on Alarms and Indicators”.

16) ISO 10816-1 (1995, Mechanical Vibration Evaluation of Vibration on Non-rotating Parts, Reciprocating Piston engines and Compressors).

21) IMO Resolution A.719(17) “Prevention of Air Pollution on Ships”. 22) IMO Resolution manoeuvrability”.

A.751(18)

“Interim

standards

for

15) ISO standard 3945 – 1985.

17) ISO 484/1(1981, Manufacturing Tolerances for ship Screw Propellers>2.5 dia.).

ships 18) ISO 8573-1 (Compressed Air for general Use – containment and quality classes).

23) International Telecommunication Union(ITU) Radio Regulation, 1997. 19) ISO 4406 (Hydraulic system flushing). The following recommendations and guidelines shall apply : 1) OCIMF Recommendations on Equipment for the Towing of Disabled tankers, 1981).

20) Swedish Standard SS 780726 (Engine room ventilation on turbine Vessels) 21) ISO 7547 (Accommodation ventilation & air conditioning).

2) OCIMF Mooring Equipment Guidelines, 1997.. 3) OCIMF Guidelines and Recommendations for the safe Mooring of large Ships at Piers and Sea Islands, 1994(including special conditions of the intended terminal)

1 - 10

22) ISO 8309-1991 Refrigerated light hydrocarbon fluid measurement of liquid levels in tanks containing liquefied gases. 23) VDI 2063–1985 (Measurement and Evaluation of Mechanical Vibration of reciprocating liquefied gases.


3J LNG AL WOSAIL


24) BS 1807-1981. 25) VDI 2056 Criteria for Assessment of Mechanical Vibration in Machines. 26) IMO Resolution A343(ix) Recommendation on method of measuring noise levels at listening posts. 27) ILO Convention Concerning Crew Accommodation on Board Ships (No.92&133) 28) IMPA Recommendations for Pilot ladders. 29) Council Directive 96/98/EC on Marine Equipment as amended by Commission 30) Maritime Traffic Safety Law of Japan (Minimum applicable for foreign flag vessels to visit Japanese seaway. 31) IMO Resolution A868(XX) – Guidelines for the control and management of ship ballast water to minimise the transfer of harmful aquatic organisms and pathogens. The Builder shall provide the necessary assistance in preparing for and obtaining approval from the government authorities of the loading and discharging port for calibration of CTS and cargo tank tables. If the formal certificate(s) are not obtained at the time of the Vessel’s delivery, the Builder shall furnish the Owner with the provisional certificate(s). In such case(s), the Builder shall deliver the formal certificate(s) to the Owner as soon as available after the Vessel’s delivery.

st

1 Draft / 2004.10.29

1 - 11


3J LNG AL WOSAIL


Blank Page

st

1 Draft / 2004.10.29

1 - 12



3J LNG AL WOSAIL Illustration 1.3.1a Cargo Tank Lining Reinforcement

Void Area

Cofferdam

Membrane Sheet Primary Membrane

Secondary Membrane

Ballast

Inter Barrier Space Panel

Void Cofferdam

Insulation Space Panel

Duct Keel Ballast Tank

Duct Keel

st

1 Draft / 2004.10.29

1 - 13



3J LNG AL WOSAIL 1.3 Design Concept of the Cargo System General Description The cargo containment, cargo handling, control and measuring systems shall be designed, constructed and equipped to transport liquefied natural gas (hereinafter called LNG) in four (4) membrane cargo tanks at about -163˚C and at the absolute pressure of 106kPa. The cargo containment system shall be of the membrane type in accordance with the patent and design of the GTT MARK-Ⅲ and the requirements of the Class and the regulatory bodies concerned. The thickness of insulation shall be determined to limit the boil-off rate to less than 0.15% per day of methane during loaded voyages with tanks initially to 98.5% of their total capacity. The top part of tanks shall be chamfered athwartships by 45˚ to limit the effect of liquid motion. The bottom part shall be similarly chamfered to enable tanks to follow the lines of the ship. The vessel’s design shall be such as to allow any one or more cargo tanks to be empty with the remaining cargo tanks filled within the range acceptable to GTT in the sea going condition. The vessel shall be designed to allow any one of the cargo tanks to be emptied, warmed-up, inerted, aerated and made safe for access with the remaining tanks filled - within the range acceptable to GTT and while maintaining a permanent gas fuel capability from the remaining cargo tanks. Each tank shall be fitted with a rectangular insulated liquid dome (about 4.9 x 4.5 metres) situated at its aft side. This dome shall be used as a common access for the cargo handling equipment into the tank and also for various instrumentation and control lines, and as a means for personnel access into the tank.

The cargo handling piping system shall consist basically of fore and aft LNG liquid and vapour headers connected to their respective crossover and branch lines leading to each cargo tank. The shore connections with two (2) liquid crossovers with Y piece and one (1) vapour crossover shall be provided, and the lines shall be arranged to allow for easy access for operation. The cargo pumps and stripping/spray pumps shall be of the electric motor-driven, submerged type, and shall be installed in each cargo tank. High duty and low duty compressors (hereinafter called H/D compressor and L/D compressor), boil-off/warming up heaters, LNG vaporizer and forcing vaporizer shall be installed in the cargo machinery room electric motor room. An oil fired inert-gas generator unit shall be installed in a separate compartment within the engine room to supply the inert-gas and dry air necessary to prepare the cargo tanks for filling with LNG, or for inspection and repair. Two nitrogen generators shall be installed in engine room to supply the N2 gas necessary to fill and make up the insulated spaces and purge the pipes, etc. A cargo machinery room and an electric motor room shall be provided on the trunk deck.

Design pressure of cargo tank z z

Pressure range : -1 kPaG to 25 kPaG Normal operating pressure : 106 kPaA

Cargo composition The make up of the LNG to be handled as loaded is expected to be within the following range. Composition Nitrogen Methane Ethane Propane Butane Pentanes and Heavier Heat value (Average): HHV LHV

Range(Mole%) .. 0.04 – 1.00 86.70 – 90.40 7.00 – 8.50 1.10 – 3.10 0.10 – 1.15 0.007 – 0.10

Standard(Mole%) 0.35 88.0 7.8 2.8 1.0 0.05

53.8 MJ/kg 49.2 MJ/kg

During loading the cargo vapour shall be returned to shore.

Note Standard Composition and pure methane shall be used for designing equipment. The equipment shall work with any composition complying with the range shown in the above table.

1.3.1 Cargo Containment System Principle

Boil-off rate

The cargo containment, cargo systems and ship’s hull structures shall be designed on the following bases.

After delivery of the vessel, the Builder shall calculate the actual BOG rate in the specified condition and its result is to be calibrated in order to meet the design condition. The result of BOR calculated shall be submitted to the Shipowner under the shipbuilding contract.

Cargo z z z

Density, cargo LNG : 470kg/m3 for general design of the ship, 500 kg/m3 for hull scantlings, cargo containment system and cargo pumps. Density, pure methane : 425 kg/m3 Minimum design temperature : -163˚C

Each tank shall be also fitted with a gas line at the middle of cargo tank top.

The maximum boil-off rate of the cargo during a loaded voyage (tanks to be full but cargo piping to be empty) shall be less than 0.15% per day of the cargo volume at the fully loaded condition (98.5% of their total capacity) under the following conditions.

Ambient temperature conditions The domes shall be properly insulated inside to reduce thermal heat flow and provide feed-through for cargo pipes, electric power, instrumentation and for other necessary installations. A material-passing hole and a personnel access shall be provided on the liquid dome, from which a frame leads to the bottom of the tank between the six (6) intermediate platform levels with a slightly inclined ladder and one (1) vertical ladder on upper part.

z z z

Sea water temperature : max. +33˚C, min. 0˚C Air temperature (for cargo containment system & contiguous hull structure) : max +50˚C, min. -18˚C Air temperature for other systems : min -10˚C

Ambient pressure conditions z

atmospheric pressure range : 95 to 104 kPaA

z z z z z z z z z

temperature : +45˚C Sea water temperature : +32˚C Cofferdam temperature : +5˚C Other compartments : no heating Temperature of cargo : -161.5˚C Cargo : Pure methane Cargo tank pressure : 106 kPaA Sea condition : calm Cargo tank surface condition : 100% wetted

Each cargo tank shall be provided with a vent mast.

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3J LNG AL WOSAIL Note The natural boil-off rate of 0.15% per day shall be achieved without the use of vacuum conditions in the insulation space. The properties of pure methane at -161.5˚C used in the calculations are : z Specific gravity : 425 kg/m3 z Latent Heat : 511 KJ/kg

The pressure in these spaces shall be regulated at a pressure slightly above atmospheric pressure in order to prevent any air ingress. For the inter-barrier space the pressure shall be maintained between 0.5 kPa and 1.0 kPa above atmospheric pressure. For the insulation space the pressure shall be maintained between 1.0 kPa and 1.5 kPa above atmospheric pressure.

3. Secondary barrier “triplex” Triplex for construction of the membrane secondary barrier shall be supplied by manufacturers and approved by GTT. Aluminium foil z

Metered under a constant pressure of 106 kPaA in the cargo tanks (steady state established for 48 hours at least) Checked from readings made at sea in fine weather (Beaufort 5) during a voyage in the loaded condition, after the ship has been loaded and upon arrival in harbour before unloading takes place. No liquid pumping shall be done using the forcing vaporizer and sprayer during the voyage. The average of corrected calculated rates from the readings made during at least ten (10) voyages in the loaded condition, excluding the first voyage on entering service.

chemical composition ( for reference )

3. LNG filling limit Cargo tanks shall be said to be full when they are filled to within 98.5% of their total capacity. Filling ratios higher than 98% shall be applied subject to approval by the statutory body and Classification Society concerned. Sailing at sea with filling ratios between 10% of the tank length and 80% of the tank height shall be prohibited unless otherwise specified in accordance with the Class. However the Builder’s design target will be over 70% of the tank height and will be confirmed during design stage by GTT and Class in due course.

AL ≥ 99.2%, Mn ≤ 0.03 z z z

Design and calculation

Si ≤ 0.25%,

Cu ≤ 0.05%,

Zn≤ 0.03%,

Physical characteristics : Thickness : 0.7mm (about), Weight : 190 g/m2 about Ultimate tensile strength ≥ 60 kg/mm Elongation at break ≥ 10 %

Glasscloth z z z

Construction of the Insulation and Barriers

Fe ≤ 0.6%,

Warp contexture ≥ 10 per 25 mm Weft contexture ≥ 10 per 25 mm Weight : 330 g/m2 about

1. Stainless steel sheets 1. cargo tank pressure The design normal absolute operation pressure of cargo tanks during a laden voyage shall be 106 kPaA. The normal laden voyage operating pressure range shall be adjustable between 105 and 120 kPaA. During a ballast voyage, the operating gauge pressure of cargo tanks shall be maintained within the normal operating pressure range between 7 kPaG (about 108kPaA) and 19 kPaG (about 120 kPaA). The maximum pressure of gas in the tanks shall be 25 kPa MARVS (Maximum Allowable Relief Valve Setting) above atmospheric pressure.

4) Plywood The specified material for construction of the membrane primary barrier shall be supplied by manufacturers and approved by GTT. z z z

C ≤ 0.030, S ≤ 0.020, P ≤ 0.040, Mn ≤ 2, Cu ≤ 1 z

The minimum permissible pressure (vacuum condition) shall be 1 kPa below atmospheric pressure. 2. Insulated spaces There are two (2) different spaces located between the primary barrier and the inner hull. z The inter-barrier space (I.B.S) between the primary and the secondary barrier. z The insulation space (I.S) between the secondary barrier and inner hull. The two (2) spaces shall be maintained in a dry and inert condition using nitrogen gas.

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1 Draft / 2004.10.29

Type of steel : Nickel-Chromium stainless steel with very low carbon content, Nominal thickness : 1.2 mm Chemical composition ( for reference ) Cr = 17 to 20,

Ni = 9 to 12,

Corresponds approximately to AISI 304L.

The specified material for the thermal insulation of the tank shall be supplied by manufacturers and approved by GTT. Density : 120 kg/m3 Closed cells : > 94% Fibreglass content : 10 % Thermal conductivity at +24˚ : < 0.025 kcal/hr.m˚C Water absorption : 1.3% volume

Foaming agent used shall be HCFC 141b CO2 co-blowing type.

1 - 15

12mm plywood The 12mm plywood shall be used at the verso face in the fabrication of the insulating panels and top bridge pads:

Si ≤ 1,

2. Rigid polyurethane foam

z z z z z

The specified material for the prefabrication of the insulating panels shall be supplied by manufacturers and approved by GTT.

z z z z z z

Wood species : Birch Nominal thickness : 12mm Number of plies : 9 plies alternate crossing at 90˚ Appearance : ISO 2426 class Ⅱ Compressive strength : 50 Kg/cm2 at proportional limit and perpendicularly to the fibres. Ultimate bending strength : 30MPa for directions parallel and perpendicular to face grain.

9mm plywood The 9 mm plywood shall be used for the fabrication of the insulating panels z z z z

Wood species : Birch Nominal thickness : 9mm Number of plies : 7 plies alternate crossing at 90˚ Appearance : ISO 2426 classⅡ


3J LNG AL WOSAIL z z z


Ultimate tensile strength : 600 Kg/cm2 parallel to face grain 400 Kg/cm2 perpendicular to face grain Tensile strength perpendicular to the bonding plane : 2 MPa Shearing strength under tension : 3.5 MPa

92 mm plywood The 92mm plywood shall be made by the bonding of several plywood panels of 15mm nominal thickness. This plywood shall be used for the fabrication of hardwood keys. 5. Adhesive products Three (3) different kids of adhesive product shall be supplied by manufacturers and approved by GTT. z z z

Epoxy glue. Loading bearing epoxy mastic, Polyurethane glue.

Epoxy glue Epoxy glue shall be used for assembling the insulating elements Product with two components : resin + hardener Volumetric mass of mixture : 1.3 Load bearing mastic Loading bearing mastic shall be used for the supporting of insulating panels. Product with two components : resin + hardener Mixing and application with automatic machine Volume mass of mixture : 1.5 Polyurethane glue Polyurethane glue shall be used for the prefabrication of the insulation panels. Product with two components : resin + hardener Application by spraying system or automatic machine Volume mass of mixture : 1.3

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3J LNG AL WOSAIL Illustration 1.3.1b Cargo Tank General

Hull

Inner Deck

Secondary Insulation (170mm)

Side Passage Way

Secondary Barrier (Triplex : Aluminium Foil + Glasscloth)

Primary Insulation (100mm) Liquid Dome

Primary Barrier (Chromium Nical Stainless steel : 1.2mm)

Vapour Dome

Discharge Line

Filling Line Tripod Mast

Main Cargo Pumps Ballast Tanks

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1 Draft / 2004.10.29

Pipe Duct

Stripping/Spray Pump

1 - 17



3J LNG AL WOSAIL Illustration 1.3.2a Construction of Containment System

Angle Piece Membrane Sheet

Top Bridge Pad

Secondary Barrier Joint Flat Joint Plugs Anchoring Strip Flat Panel Stud Corner Panel

Load Bearing Mastic

Retainer

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1 Draft / 2004.10.29

Stud Levelling Weidge

1 - 18

Inner Hull



3J LNG AL WOSAIL Illustration 1.3.2b Construction of Containment System – Flat Area

Fitting Componets for Flat Panel

Cylindrical plug Top bridge pad

Cylindrical plug

Nut HM 10 Washer LL 10

Flat panel

Secondary barrier joint Stud Level wdege

Anchoring strip Secondary barrier

Flat joint

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3J LNG AL WOSAIL Illustration 1.3.2c Construction of Containment System – Corner Part. 1

Sandwich Panel Note : Actual dimension of inner hull are compensated by tolerance ±40

X : Resine rope thickness 12.5mm S: Secondary Insulation 170 mm P : Primary Insulation 10mm

B

A : Bonding with PU GLUE

B

B

B : Bonding with EPOXY GLUE

Secondary barrier curve joint

S+P S

P

Top plywood Th. 9mm

X

Glass wool Secondary barrier

Flat panel

Insulating foam

A

Black Plywood Th. 9mm A A

Large corrugation profile for B/A B/C D/A D/C

A Insulating foam A

525

Flat Panel

Back plywood Th. 9mm Plywood Th. 12mm

75 ±40

Junction band

Transversal Bulkhead

525

510 ±40

1020

340 ±40

210

340

(X+S+P)/tan(90˚/2)+210+210+40 = 742.5

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1 Draft / 2004.10.29

340

340

75 ±40

210

90 S+P+210+210 = 690

340

40

Longitudinal bulkhead

55

30

70 880

120

1 - 20

140



3J LNG AL WOSAIL Illustration 1.3.2.d Construction of Containment System – Corner Part. 2

X : Resine rope thickness 12.5mm S: Secondary Insulation 170 mm P : Primary Insulation 10mm

B

Sandwich Panel

Note : Actual dimension of inner hull +40 are compensated by tolerance

B

A

: Bonding with PU GLUE

B

: Bonding with EPOXY GLUE

B

Secondary barrier curve joint

-20

A Top plywood Th. 9mm

Secondary barrier A

A Insulating foam Plywood Th. 12mm

A

A

Corner 3 BIS

Top plywood A Th. 9mm

S+ P

A A Insulating foam

A

S

A Back plywood Th. 9mm

P

P

Back plywood Th. 9mm

S

S+ P

Corner 3

48

48

X

X

8 0.

Junction band

0.

396

8

Flat Panel 396 0. 24

+40 381 -20

+40

381 -20

4

151

340

340 +40

211 -20

-K -H G E-

-K -H G E-

+40 211 -20

Flat Panel

170

151

+40

340

340

170

45 -20

Fl at P

+40

45 -20

an el

0 +4 0 -2

45

0 +4 0 -2

45 39

6

321 39 6

70 15

40

A-C

321

70

55

15

70

55

20 (S+P)/Tan(135˚/2)+151+170 = 432.8

20 40

70 (S+P)/Tan(135˚/2)+321 = 432.8

(X+S+P)/Tan(135˚/2)+321+15 = 453.1

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F-J

(X+S+P)/Tan(135˚/2)+321+15 = 453.1

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3J LNG AL WOSAIL 1.3.2 Membrane Cargo Containment

The upper face plywood of insulation panels shall be used to fit stainless steel strips for the membrane fastening and also to support the membrane.

Tank construction Two and Three-way corner panels:

All welds shall be visually checked according to the appearance criteria and all surface defects shall be subjected to an examination with a magnifier, then all seam welds shall be subjected to a tracer gas check using nitrogen/ammonia mixture and reactive paint. The results shall be recorded.

1. General description The following components of the MARK-Ⅲ containment system shall be applied as follows: z

z

z

the 1.2mm thick stainless steel primary barrier, whose main feature consists of an orthogonal system of corrugations which compensate for thermal contraction and mechanical ship’s deflections. The insulation, which consists mainly of rigid polyurethane foam with reinforcing glass fibre in between two (2) plywood sheets. The insulation transmits cargo pressure to the internal structure of the vessel. The secondary barrier, which shall be laminated composite material, and which shall be made of two (2) glass cloths (for the resistance) with an aluminium foil (hereinafter called “Triplex”) in between, for tightness. The secondary barrier, whose purpose shall be to contain LNG in case of any accidental leakage through the primary barrier, shall be inserted in the insulating structure.

The corner panels include reinforcing components for anchoring of the membrane in the corners of the tank and are; z z

2) Prefabricated membrane sheets

These elements shall be mainly: z z

The prefabricated insulating panels (flat panels) The membrane sheets (flat sheets and angle pieces)

The assembling shall be performed by bonding and mechanical fastening (for the insulating panels) and by welding (for the membrane). 2. Manufacture

Welding procedures shall be approved by the GTT and the Class. The corrugations make a regular orthogonal pattern having a nominal pitch of 340mm in both directions. But the dimensions of corrugations are not similar in the longitudinal and transverse direction, i.e. slightly smaller corrugations shall be provided as below.

z

Large corrugations (LC) shall be displayed in the longitudinal direction of the membrane sheet. Small corrugations (SC) shall be displayed in the transverse direction.

The prefabrication (forming of the corrugations) shall be made in a workshop with specific tools and standard equipment such as presses.

Standard membrane sheets shall be of 3060 x 1020mm in dimensions. Angle pieces shall be provided for the tank corners to insure the continuity of the corrugations. Typical angles shall be of 90˚ and 135˚.

All welds shall be subjected to qualification tests for authorization and supervision by the GTT during the actual construction work. 2. Main work procedure Main procedure of the cargo containment works shall be carried out as follows.

Hold measurement shall be performed in order to determine the actual dimensions and the insulation positioning in the hold. Then tracing/marking of the positions for the stud bolt axes shall be done. 2) Installation of the mechanical attachment Welding of the studs for the panels and corner panels shall be done. Welding of retainers for corner panels shall be performed at the blockconstruction stages as their position is perfectly determined with respect to the edge of the tank.

Insulation and membrane erection

The insulating panels shall have a thickness of 270mm.

Welders and operators for the welding machines shall be certified on the basis of approved qualification procedures.

1) Hold preparation A folding process which was developed by GTT shall be made in a workshop with specific tools and standard equipment such as presses.

1) Prefabricated insulating panels Only manufacturers with service experience and approved by GTT shall be used for the fabrication of the components of the containment system.

Welder and welding machine control procedures for membrane, procedures for qualification tests of membrane welder and procedures for operator qualification tests of membrane auto-welding shall be approved by the Buyer. Welder qualification for manual welding shall be tested every month during QA, Class and Buyer’s attendance.

The membrane shall be made of 1.2mm thickness stainless steel sheets.

z The containment system shall be made of prefabricated elements which shall be assembled in the hold.

Hardwood keys, made of thick plywood. Heavy corner pieces, made of stainless steel (SUS340L) similar to the membrane material.

The QA system shall ensure full traceability for all manual welding (100%) and periodic control of automatic welding machines. Summary reports shall be issued to the Buyer for reference on a regular basis.

1. General

Standard flat panels:

Insulation manuals and check sheets for the components, approved by the GTT, the class and Buyer, shall be used at every stage of installation work and the results shall be recorded.

The different components (reinforced PU foam (R-PUF), plywood and Secondary barrier) shall be bonded together in a workshop with a polyurethane adhesive.

The welding of the primary barrier shall be made using Tungsten-electrode Inert Gas (hereinafter called “TIG”) automatic welding or manual welding processes without filler metal in general to keep the liquid tightness of the primary barrier.

3) Setting of the levelling wedges Levelling wedges shall be fitted in order to compensate for double hull deformation and to minimize the quantities of load-bearing mastic used. 4) Insulating panels installation

The backing plywood of insulation panels shall be intended to be bonded on the double hull.

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3J LNG AL WOSAIL The cargo hold will be cleaned and all traces of rust, grease or pollution will be removed from the inner hull surface before commencing insulation installation.

Cargo Operating Manual Simultaneously, angle pieces shall be put in place and welded as for the membrane sheets.

Fitting of insulation panels to cargo holds shall be done by means of special handling and securing legs and tools and also special care shall be taken to protect the panels from damage. Load bearing mastic application and corner panel installation shall be done. Bonding and putting the flat wall panels at their locations shall be done. The panels shall be kept in place with the studs. 5) Inserting of the joint between panels The gap between panels shall be filled with glass wool. Form plugs shall be inserted to cover the studs. 6) Bonding of the secondary barrier joints. The completion of the secondary barrier shall be performed by bonding under pressure and with epoxy adhesive, flat Triplex scabs over the joints between flat wall panels and curved Triplex scabs between corner panels. Hot melt glue shall be considered based on recommendation by GTT. The tightness of the cover joints shall be checked by visual inspection and local vacuum box test. 7) Installation of the top bridge pads. Top bridge pads shall be installed between flat panels and also between two (2) adjacent corner panels which are fitted during bonding in the erection work stage in the cargo tanks. 8) Tracing Tracing and membrane sheet positioning shall be done. 9) Installation of membrane sheets Installation of the membrane sheets and temporary fixing by clamps shall be done. z maximum fitting gap permissible shall be 0.3 mm. 10) Tack welding Tack welding of the edge of membrane sheets onto the anchoring pieces and/or on the overlapped membrane sheet already in place shall be done. 11) Continuous welding operation Continuous welding operation shall be achieved in order to ensure tightness of the primary barrier. This welding operation shall be performed either manually or automatically.

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3J LNG AL WOSAIL 1.3.3 Deterioration or Failure 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 any reason, the effect may be a lowering of the inner hull steel temperature resulting in a cold spot and an increase in boil-off from the affected tank. Increased boil-off gas may be vented to the atmosphere via No.1 vent mast. 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 reliable way of detecting cold spots is by frequent visual inspections 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 that the primary barrier has failed, if the LNG is in contact with the secondary membrane. For the rules. • • • •

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 further action is required. If the cold spot is extensive, or tending to spread rapidly, salt water spraying should be carried out. Warning 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 spool piece fitted at the cargo liquid manifold, using a single main cargo pump. This course of action should only be considered after full consultation with Owners, Charterers and the relevant National Authorities.

Illustration 1.3.3a Hull Steel Grades A

E

contiguous hull, environmental conditions are issued from the USCG E

A

A

Air temperature = -18°C Sea water temperature = 0°C Wind speed = 5 knots LNG in contact with the secondary barrier.

For the outer hull, conditions are based on IGC z Air temperature = 5°C z Sea water temperature = 0°C z No wind z LNG in contact with the secondary barrier The minimum temperature of the inner steel will be about -26°C. For these conditions Classification Societies require a steel grade distribution as shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are in grade ‘E’ steel and the remaining longitudinal steelwork grade ‘DH’ both grades having a minimum operating temperature of -30°C. The transverse watertight bulkheads between cargo tanks are of steel grade ‘A’ with a glycol water heating system. In addition to the failure of the membrane, local cold spots can occur due to failure of the insulation.

E

A

E

E

DH

A

DH

DH

D

D A Watertight Bulkhead

Pipe Duct

Between Cargo Tanks

Whilst 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 the cofferdam spaces, of sufficient capacity to maintain the inner hull steel temperature at 0°C under the worst conditions.

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Minimum Operating Temp Grade A -5

A

A

Grade E -30

40mm

Grade D -20 Grade DH -30

20mm 20mm

1 - 24

and maximum plate thickness

15mm


3J LNG AL WOSAIL


Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan

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3J LNG AL WOSAIL 1.4 Hazardous Areas and Gas Dangerous Zone (See Illustration 1.4a, 1.4b) 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 3.0 m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and entrances and ventilation openings to the cargo compressor house. They also include the open deck over the cargo area and 3 m forward and aft of the cargo area on the open deck up to a height of 2.4 m above the weather deck, and a zone within 2.4 m of the outer space of the cargo containment system where such spaces are exposed to the weather. The entire cargo piping system and cargo tanks are also considered gas dangerous. In addition to the above zones, the Code defines other gas-dangerous spaces. The area around the air-swept trunking, in which the gas fuel line to the engine room is situated, is not considered a gas dangerous zone under the above Code. All electrical equipment used in these zones, whether a fixed installation or portable, is certified ‘safe type equipment’. This includes intrinsically safe electrical equipment, flame-proof type equipment and pressurised enclosure type equipment. Exceptions to this requirement apply when the zones have been certified gas-free, e.g. during refit.

Cargo Operating Manual All electrical equipment sited in hazardous areas is of the intrinsically safe type. Fresh air intakes, supply and exhaust ventilators for the cargo compressor room, cargo electric motor room, side passage and pipe duct are provided. When testing enclosed spaces for the presence of natural gas, it is important to ensure that pockets of gas are not trapped near deckhead structures, etc. In the case of a leak or spillage of LNG the following procedure must be carried out; 1) Isolate the source of LNG. If loading or discharging, stop all operations and close the manifold valves. 2) Summon assistance by sounding the alarm. 3) Protect hull from possible risk of cold fracture. Note 1. The plan shows the gas dangerous spaces and gas dangerous zones in order to guide the detail design of “EL. EQUIPMENT ARR’T ON DECK” (DWG NO. EF 061.40) 2. Intended cargo : Liquefied Natural Gas (LNG : temp. : -163c, Range of Densities: from 425 to 500Kg/m3) 3. Classification :American Bureau of Shipping 4. AI(E), Liquefied Gas Carrier, Ship Type 2G (membrane tank, maximum pressure 25kPaG and minimum temperature –163oC, specific gravity 500 kg/m3), SH-DLA, SHCM, SFA(40) AMS, ACCU, UWILD, PMS including CM, NIBS, NBLES.

Safety Precaution The piping system fitted on board enables the cargo system to be operated safely, provided that certain procedures are followed. Since flammable gases are involved, inert gas or nitrogen gas is used to eliminate the possibility of an explosive mixture existing in the cargo system during any part of the gas-freeing operation. The system will also enable the cargo tanks to be purged with inert gas or nitrogen prior to filling with cargo tanks. The piping has been arranged to eliminate the possibility of pockets of gas or air remaining after gas-freeing or purging. The gas-freeing process follows a distinct cycle from cargo vapour, to inert gas, to air, with the cargo vapour displaced by good quality inert gas before air is introduced into the tanks. The reverse procedure is adopted when preparing the ship for resumption of service after dry docking or lay-up. Boil-off gas is supplied to the main boilers through an air-swept trunk that is continuously monitored for gas leakage. Any interruption or failure of the gas supply initiates a closure of the gas supply and an automatic nitrogen purge of the whole engine room gas supply system.

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3J LNG AL WOSAIL Illustration 1.4b Hazardous Areas and Gas Dangerous Zone Plan

Cargo Operating Manual I. GENERAL NOTE (IGC CODE)

Cargo tank vent system (IGC Code - 8.2.10)

Gas dangerous space or zone (IGC Code - 1.3.17)

1. Cargo tank pressure relief valve vent exits should be arranged at a distance at least equal to B or 24m whichever is less from the nearest air intake or opening to accommodation spaces, service spaces and control stations, or other gas safe spaces.

1. A space in the cargo area which is not arranged or equipped in an approved manner to ensure that its atmosphere is at all times maintained in a gas safe condition; 2. An enclosed space outside the cargo area through which any piping containing liquid or gaseous products passes, or within which such piping terminates, unless approved arrangements are installed to prevent any escape of product vapour into the atmosphere of that space; 3. A cargo containment system and cargo piping; 4. a) A hold space where cargo is carried in a cargo containment system requiring a secondary barrier; b) A hold space where cargo is carried in a cargo containment system not requiring a secondary barrier; 5. A space separated from a hold space described in 4. a) by a single gastight steel boundary.

2.All other vent exits connected to the cargo containment system should be arranged at a distance of at least 10m from the nearest air intake or opening to accommodation spaces, services spaces and control station, or other gas safe spaces. Mechanical ventilation in the cargo area (IGC CODE 12.1.6) Ventilation exhaust ducts from gas dangerous spaces should discharge upwards in locations at least 10m in the horizontal direction from ventilation intakes and opening to accommodation spaces, service spaces and control stations and other gas safe spaces. II. IACS E12 Paint lamp store 3m radius of exhaust mechanical ventilation outlet, 1m radius of natural inlet & exhaust ventilation openings and access door III. GENERAL NOTE (LR)

6. A cargo pump room and cargo compressor room; 7. A zone on the open, or semi-enclosed space on the open deck, within 3m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve or of entrances and ventilation opening to cargo pump rooms and cargo compressor room; 8. The open deck over the cargo area and 3m forward and aft of the cargo area on the open deck up to a height of 2.4m above the weather deck;

- PART6 CHAP.2 SEC13.4.3 (E) Zones within a 3m radius of ventilation inlet or outlet, hatch or doorways or other opening into dangerous spaces - PART6 CHAP.2 SEC13.4.3 (H) CO2 room C2H2 room Battery room and 3m radius of mechanical ventilation outlet, 1.5m radius of natural ventilation outlet, ventilation inlet and access door

9. A zone within 2.4m of the outer surface of a cargo containment system where such surface is exposed to the weather; 10. An enclosed or semi-enclosed space in which pipes containing products are located. A space which contains gas detection equipment complying with 13.6.5 and a space utilizing boil-off gas as fuel and complying with chapter 16 (Use of cargo as fuel) are not considered gas dangerous spaces in this context; 11. A compartment for cargo hoses; or 12. An enclosed or semi-enclosed space having a direct opening into any gas dangerous space or zone;

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3J LNG AL WOSAIL


Part 2 : Properties of Gases 2.1 Characteristics of LNG ...................................................................... 2 - 2 2.1.1 Physical Properties and Composition of LNG ........................ 2 - 2 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures .... 2 - 3 2.1.3 Supplementary Characteristics of LNG .................................. 2 - 4 2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 6 2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 7

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Part 2 Properties of Gases


3J LNG AL WOSAIL

Fig.2 Boiling Point of Methane with Pressure

Fig.1 Density Ratio Methane/Ambient Air Versus Temperature

Pressure mbar A

+20 1300

0 - 20

Lighter than air 1250

- 40 Methane vapour temperature

- 60 1200

- 80 -100

1150 100% Methane

-120 Heavier than air

1100

-140 -160

1050

1.5

1.4

1.3

Ratio =

1.2

1.1

1.0

0.9

0.8

0.7

0.6

1000

0.5

Density of Methane vapour 950

Density of Air

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

) 900

-162

-161.5

-161

-160.5

-160

-159.5

-159

-158.5

Temperature

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2-1



3J LNG AL WOSAIL Part 2 : Properties of Gases

The composition of the LNG is changed by this boil-off because the lighter components, having lower boiling points at atmospheric pressure, vapourise first. Therefore the discharged LNG has a lower percentage content of nitrogen and methane than the LNG as loaded, and slightly higher percentages of ethane, propane and butane, due to methane and nitrogen boiling off in preference to the heavier gases.

2.1 Characteristics of LNG 2.1.1 Physical Properties and Composition of LNG Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear colourless and odourless liquid. LNG is usually transported and stored at a temperature very close to its boiling point at atmospheric pressure (approximately -160°C). The actual LNG composition of each loading terminal will vary depending on its source and on the liquefaction process, but the main constituent will always be methane. Other constituents will be small percentages of heavier hydrocarbons such as ethane, propane, butane, pentane and possibly a small percentage of nitrogen. A typical composition of LNG is given in Table 2, and the physical properties of the major constituent gases are given in Table 1. For most engineering calculations (e.g. piping pressure losses), it can be assumed that the physical properties of pure methane represent those of LNG. For custody transfer purposes, however, when accurate calculation of the heating value and density is required, the specific properties based on actual component analysis must be used. During a normal sea voyage, heat is transferred to the LNG cargo through the cargo tank insulation, causing vapourisation (boil-off) of part of the cargo.

The flammability range of methane in air (21% oxygen) is approximately 5.3 to 14% (by volume). To reduce this range, the air is diluted with nitrogen until the oxygen content is reduced to 2% prior to loading after dry docking. In theory, an explosion cannot occur if the O2 content of the mixture is below 13% regardless of the percentage of methane, but for practical safety reasons purging is continued until the O2 content is below 2%. This safety aspect is explained in detail later in this section.

Table 2 Composition of LNG

The auto-ignition temperature of methane, i.e. the lowest temperature to which the gas needs to be heated to cause self-sustained combustion without ignition by a spark or flame, is 595°C.

Das Islands

Standard

90.28

84.5

89.63

Methane

(mol %)

CH4

Ethane

(mol %)

C2H6

6.33

12.9

6.32

Propane

(mol %)

n-C3H8

2.49

1.5

2.16

Butane

(mol %)

n-C4H10

0.49

0.5

1.20

Iso-Butane

(mol %)

i-C4H10

0.00

0.00

0.00

Pentane

(mol %)

n-C5H12

0.02

0.00

0.00

Iso-Pentane

(mol %)

i-C5H12

0.00

0.00

0.00

Nitrogen

(mol %)

N2

0.41

0.6

0.69

17.88

18.56

18.12

-160.8°C

-161.0°C

-160.9°C

461.8

456.8

459.4

54,414

54,031

54,090

Average Molecular Weight Boiling Point at Atmospheric Pressure

The boil-off vapour from LNG is lighter than air at vapour temperatures above -110°C or higher, depending on the LNG’s composition (See Fig.1), Therefore, when vapour is vented into the atmosphere it will tend to rise above the vent outlet and be rapidly dispersed. When cold vapour is mixed with ambient air, the vapour-air mixture will appear as a readily visible white cloud due to the condensation of the moisture in the air. It is normally safe to assume that the flammable range of the vapour-air mixture does not extend significantly beyond the perimeter of the white cloud.

Ras Laffan

3

Density (kg/m ) Higher Specific Energy (kJ/kg)

Variation in Boiling Point of Methane with Pressure (See Fig.2) The boiling point of methane increases with pressure. 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 the boiling point and the pressure of LNG will approximately follow a line parallel to that shown for 100% methane.

Table 1 Physical Properties of LNG

Molecular Weight Boiling Point at 1 bar absolute Liquid Density at Boiling Point

°C Kg/m

3

Ethane

Propane

Butane

Pentane

Nitrogen

CH4

C2H6

C3H8

C4H10

C5H12

N2

16.042

30.068

44.094

58.120

72.150

28.016

-161.5

-88.6

-42.5

-5

36.1

-196°C

426.0

544.1

580.7

601.8

610.2

808.6

Vapour SG at 15°C and 1 bar absolute

-

0.554

1.046

1.540

2.07

2.49

0.97

Gas volume/liquid volume Ratio at Boiling Point and 1 bar absolute

-

619

413

311

311

205

649

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

Auto-Ignition Temperature

°C

595

510

510/583

510/583

-

Nonflammable -

Gross Heating Value at 15°C normalIso -

kJ/kg

55,550

51,916

50,367

49,530 49,404

49,069 48,944

Vapourisation Heat at Boiling Point

kJ/kg

510.4

489.9

426.2

385.2

357.5

199.3

°C

-82.5

-

-

-

-

-

43

-

-

-

-

-

Critical Temperature Critical Pressure

st

-

Methane

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bar(a)

2-2

-



3J LNG AL WOSAIL

2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures

Fig.3 Flammability of Methane, Oxygen and Nitrogen Mixtures

21

The ship must be operated in such a way that a flammable mixture of methane and air is avoided at all times. The relationship between gas/air composition and flammability for all possible mixtures of methane, air and nitrogen is shown in the diagram (See Fig.3).

Area EDFE flammable

B E

20

F

18 17 16

Y

15 14 G 13 12 % O x y g e n

The vertical axis A-B represents oxygen-nitrogen mixtures with no methane present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen (79% nitrogen) at point B. The latter point represents the composition of atmospheric air.

Caution This diagram assumes complete mixing which, in practice, may not occur.

19

The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane (0% nitrogen) at point C.

M N

Mixtures of air and methane cannot be produced above line BEFC

X D

Any single point in the diagram within the triangle ABC represents a mixture of all three components, methane, oxygen and nitrogen, each present in a specific proportion of the total volume. The proportions of the three components represented by a single point can be read off the diagram. For example, at point D:

11

y y y

10 9

The diagram consists of three major sectors:

8

1) The Flammable Zone Area EDF: Any mixture the composition of which is represented by a point that lies within this area is flammable.

7 6

2) Area HDFC: Any mixture the composition of which is represented by a point that lies within this area is capable of forming a flammable mixture when mixed with air, but contains too much methane to ignite.

5 Area HDFC capable of forming flammable mixtures with air, but containing too much methane to explode

4 3 2

3) Area ABEDH: Any mixture the composition of which is represented by a point that lies within this area is not capable of forming a flammable mixture when mixed with air.

1 A 0

10

H 20

30

40

50

60

70

80

Z

90

Methane % Area ABEDH not capable of forming flammable mixture with air

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1 Draft / 2004.10.29

Methane: 6.0% (read on axis A-C) Oxygen: 12.2% (read on axis A-B) Nitrogen: 81.8% (remainder)

C 100

Using the Diagram Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of composition Y is mixed with a methane-nitrogen mixture of composition Z, the composition of the resulting mixture will, at all times, be represented by point X, which will move from Y to Z as increasing quantities of mixture Z are added. Note In this example point X, representing changing composition, passes through the flammable zone EDF, that is, when the methane content of the mixture is between 5.5% at point M, and 9.0% at point N.

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3J LNG AL WOSAIL Applying this to the process of inerting a cargo tank prior to cool down, assume that the tank is initially full of air at point B. Nitrogen is added until the oxygen content is reduced to 13% at point G. The addition of methane will cause the mixture composition to change along the line GDC which, it will be noted, does not pass through the flammable zone, but is tangential to it at point D. If the oxygen content is reduced further, before the addition of methane, to any point between 0% and 13%, that is, between point A and G, the change in composition with the addition of methane will not pass through the flammable zone. Theoretically therefore, it is only necessary to add nitrogen to air when inerting until the oxygen content is reduced to 13%. However the oxygen content is reduced to 2% during inerting because, in practice, complete mixing of air and nitrogen may not occur. When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a similar procedure is followed. Assume that nitrogen is added to the tank containing methane at point C until the methane content is reduced to about 14% at point H. As air is added, the mixture composition will change along line HDB, which, as before, is tangential at D to the flammable zone, but does not pass through it. For the same reasons as when inerting from a tank containing air, when inerting a tank full of methane it is necessary to go well below the theoretical figure to a methane content of 2% because complete mixing of methane and nitrogen may not occur in practice. The procedures for avoiding flammable mixtures in cargo tanks and piping are summarised as follows: 1) Tanks and piping containing air are to be inerted with nitrogen or inert gas before admitting methane at ambient temperature until all sampling points indicate 2.0% vol. or less oxygen content and the dew point less than -40°C. 2) Tanks and piping containing methane are to be inerted with nitrogen or inert gas before admitting air until all sampling points indicate 2.0% vol methane and the dew point less than -40°C. It should be noted that some portable instruments for measuring methane content are based on oxidising the sample over a heated platinum wire and measuring the increased temperature from this combustion. This type of analyzer will not work with methane-nitrogen mixtures that do not contain oxygen. For this reason, special portable instruments of the infrared type have been developed and supplied to the ship for this purpose.

2.1.3 Supplementary Characteristics of LNG

4. Cryogenic Temperatures

1. When spilled on Water

Contact with LNG or with materials chilled to its temperature of about -160°C will damage living tissue. Most metals lose their ductility at these temperatures; LNG may cause the brittle fracture of many materials. In case of LNG spillage on the ship’s deck, the high thermal stresses generated from the restricted possibilities of contraction of the plating will result in fracture of the steel. The Illustrations 1.3.3a and 2.1.3a show a typical ship section with the minimum acceptable temperatures of the steel grades selected for the various parts of the structure.

1) Boiling of LNG is rapid, owing to the large temperature difference between the product and water. 2) LNG continuously spreads over an indefinitely large area, resulting in a magnification of its rate of evaporation until vapourisation is complete. 3) No coherent ice layer forms on the water.

5. Behaviour of LNG in the Cargo Tanks 4) Under particular circumstances, with a methane concentration below 40%, flameless explosions are possible when the LNG strikes the water. These result from an interfacial phenomenon in which LNG becomes locally superheated at a maximum limit until a rapid boiling occurs. However, commercial LNG is far richer in methane than 40% and would require lengthy storage before ageing to that concentration. 5) The flammable cloud of LNG and air may extend for large distances downwind (only methane when warmer than -100°C is lighter than air) because of the absence of topographic features which normally promote turbulent mixing. 2. Vapour Clouds 1) If there is no immediate ignition of an LNG spill, a vapour cloud may form. The vapour cloud is long, thin, cigar shaped and, under certain meteorological conditions, may travel a considerable distance before its concentration falls below the lower flammable limit. This concentration is important, for the cloud could ignite and burn with the flame traveling back towards the originating pool. The cold vapour is denser than air and thus, at least initially, hugs the surface. Weather conditions largely determine the cloud dilution rate, with a thermal inversion greatly lengthening the distance traveled before the cloud becomes nonflammable. 2) The major danger from an LNG vapour cloud occurs when it is ignited. The heat from such a fire is a major problem. A deflagration (simple burning) is probably fatal to those within the cloud and outside buildings but is not a major threat to those beyond the cloud, although there will be burns from thermal radiations.

When loaded in the cargo tanks the pressure of the vapour phase is maintained as substantially constant, slightly above atmospheric pressure. The external heat passing through the tank insulation generates convection currents within the bulk cargo; heated LNG rises to the surface and boils. The heat necessary for the vapourisation of LNG comes from the outer environment of the cargo tanks leaking through the cargo tank insulation. As long as the generated vapour is continuously removed by maintaining the pressure as substantially constant, the LNG remains at its boiling temperature. If the vapour pressure is reduced by removing more vapour than is generated, the LNG temperature will decrease. In order to make up the equilibrium pressure corresponding to its temperature, the vapourisation of LNG is accelerated because of an increased heat leak into the cargo tanks. If the vapour pressure is increased by removing less vapour than is generated, the LNG temperature will increase. In order to reduce the pressure to a level corresponding to the equilibrium with its temperature, the vaporisation of LNG is slowed down and the heat transfer from LNG to vapour is reduced. LNG is a mixture of several components with different physical properties and in particular with different vaporisation rate; the more volatile fraction of the cargo vaporises at a greater rate than the less volatile fraction. The vapour generated by the boiling of the LNG contains a higher concentration of the more volatile fraction than the LNG. The properties of the LNG, i.e. the boiling point, density and heating value, have a tendency to increase during the voyage..

3. Reactivity Methane is a greenhouse gas and as such is a pollutant.

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3J LNG AL WOSAIL Illustration 2.1.3a Temperature and Steel Grades

Note For environmental conditions, refer to section 1.3.3 Deterioration or Failure.

+20.4

LNG On Secondary Barrier -22.8

-27.1

-21.5

Insulation Thickness Secondary = 300 mm + Primary = 230 mm 530 mm

Grade A

Steel Grade Selection

Grade E

Grade A

Grade E

-22.5

-20

Cofferdam Without Heating

Steel Grade Selection

Grade E

Grade A

Grade E

Grade A

Grade E

+5

-15.9

Grade E

Dimensioning case for heating system and full redundancy ie 2 x 100% capacity -19.1

Grade E

Insulation Thickness Secondary = 300 mm + Primary = 230 mm 530 mm

Grade A

Grade E

Grade A

Grade E

Dimensioning case for heating system and full redundancy ie 2 x 100% capacity

-16

-14

Grade D

-60.8

LNG Cargo Temperature = -163℃

Cofferdam With Heating

Cofferdam Without Heating

-64.0

Grade E

-55

Grade D

-5.2

-3 -6.9

Grade A

Grade B

-4.0

Grade B

0

Grade B

-1.6

Grade B

-3.3

Grade A

0

st

Grade A

Grade B Grade B Grade B

-9

Grade B

-1.9

Grade D

Grade A

℃

Air Temperature Inside Compartment

℃

Air Temperature Inside Compartment

℃

Inner Hull Steel Plating Temperature

℃

Inner Hull Steel Plating Temperature

Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tanks No. 2, 3, 4

1 Draft / 2004.10.29

Grade A

Grade D

-53

Grade D

0

Grade E

0

LNG Cargo Temperature = -163℃

Cofferdam With Heating

-15.8

-23.3

0

-25.9

-16.9

-20.8

Grade A

Grade E

+5

-19.4

LNG On Secondary Barrier

Grade D

Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tanks No. 1

2-5



3J LNG AL WOSAIL 2.1.4 Avoidance of Cold Shock to Metal Structural steels suffer brittle fracture at low temperatures. Such failures can be catastrophic because, in a brittle steel, little energy is required to propagate a fracture once it has been initiated. Conversely, in a tough material the energy necessary to propagate a crack will be insufficient to sustain it when it runs into a sufficiently tough material.

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. In the event of a spillage or leakage, water spray should be directed at the spillage to disperse and evaporate the liquid and to protect the steelwork. The leak must be stopped and cargo operations suspended if necessary.

Plain carbon structural steels have a brittle to ductile behaviour transition which occurs generally in the range of -50°C to +30°C. This, unfortunately, precludes their use as LNG materials (carriage temperature -162°C). The effect is usually monitored by measuring the energy absorbed in breaking a notched bar and a transition curve, as shown in Illustration 2.1.4a, which is typical for plain carbon steels.

In the event of a major leakage or spillage, cargo operations must be stopped immediately, the general alarm sounded and the emergency deck water spray system put into operation.

For this reason, materials which do not show such sharp transition from ductile to brittle fracture as the temperature is lowered, have found obvious application for use in cryogenic situations in general and particularly in liquid methane carriers; for example, Invar (36% nickel-iron alloy), austenitic stainless steel, 9% nickel steel and some aluminium alloys such as 5083 alloy. All of these materials behave in a ductile manner at -162°C, so that the chance of an unstable brittle fracture propagating, even if the materials were overloaded, is negligible.

Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve

Fracture transition range (mixed fracture appearance)

Brittle fracture

Ductile fracture

In order to avoid brittle fracture occurring, measures must be taken to ensure that LNG and liquid nitrogen do not come into contact with the steel structure of the vessel. In addition, various equipment is provided to deal with any leakages that may occur. The manifold areas are equipped with a stainless steel drip tray which collects any spillage and drains it overboard. The ship, in way of the manifolds, is provided with a water curtain that is supplied by the deck fire main. The fire main must always be pressurised and the manifold water curtain in operation when undertaking any cargo operation. In addition, fire hoses must be laid out at each liquid dome to deal with any small leakages that may develop at valves and flanges. Permanent drip trays are fitted underneath the items most likely to cause problems and portable drip trays are provided for any other needs.

For a typical mild steel: T1 might be -30°C T2 might be +15°C Although this depends on composition, heat treatment etc. the curve can shift to left or right.

Notched bar test Energy absorbed

T1

T2

Temperature

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1 Draft / 2004.10.29

2-6



3J LNG AL WOSAIL 2.2 Properties of Nitrogen and Inert Gas

Warning Due to the absence or very low content of oxygen, nitrogen is an asphyxiant.

1. Nitrogen Nitrogen is used for the pressurisation of the insulation spaces, for purging of cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas compressors. It is produced either by the vaporisation of liquid nitrogen supplied from shore or by generators whose principle is based on hollow fiber membranes to separate air into nitrogen and oxygen. 1) Physical Properties of Nitrogen Nitrogen is the most common gas in nature since it represents 79% in volume of the atmospheric air. At room temperature nitrogen is a colourless and odourless gas. Its density is near that of air; 1.25 kg/m3 under the standard conditions. When liquefied, the temperature is -196°C under atmospheric pressure, density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.

At liquid state, its low temperature will damage living tissue and any spillage of liquid nitrogen on the ship’s deck will result in failure as for LNG. 2. Inert Gas Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping and compressors in order to prevent an air/CH4 mixture prior to aeration post warm up, before refit or repairs and prior to the gassing up operation post refit before cooling down. Inert gas is produced on board using an inert gas generator, which produces inert gas at 14,000 Nm3/h with a -45°C dew point burning low sulphur content gas oil. This plant can also produce dry air at 14,000 Nm3/h and -45°C dew point (See section 4.11 for more details). The inert gas composition is as follows: y

Oxygen:

< 0.5% in vol.

y

Carbon dioxide:

< 14% in vol.

y

Carbon monoxide:

< 100 ppm by vol.

y

Sulphur oxides (SOx):

< 2 ppm by vol.

y

Nitrogen oxides (NOx):

< 65 ppm by vol.

y

Nitrogen:

balance

y

Dew point:

< -45°C

y

Soot (on Bacharach scale):

0 (complete absence)

2) Properties of Nitrogen y

Molecular weight:

28.016

y

Boiling point at 1 bar absolute (0.1MPa(a)):

–196°C

y

Liquid SG at boiling point:

y

Vapour SG at 15°C and 1 bar absolute (0.1MPa(a)): 0.97

1.81

y

Gas volume/liquid volume ratio at –196°C:

695

y

Flammable limits:

None

y

Dew point of 100% pure N2 :

< –80°C

3) Chemical Properties

The inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0°C. Warning Due to its low oxygen content, inert gas is an asphyxiant.

Nitrogen is considered an inert gas; it is non flammable and without chemical affinity. However, at high temperatures, it can be combined with other gases and metals.

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2-7


3J LNG AL WOSAIL


Part 3 : Integrated Automation System (IAS) 3.1 General ............................................................................................. 3 - 4 3.2 IAS Overview ................................................................................... 3 - 4 3.3 IAS Function Guide.......................................................................... 3 - 6 3.4 IAS Operation Guide ...................................................................... 3 - 10

Part 3 Integrated Automation System (IAS) st

1 Draft / 2004.10.29

Part 3 Integrated Automation System


3J LNG AL WOSAIL Illustration 3.1.1a IAS Overview

CCR (Cargo Control Room)

ECR (Engine Control Room) COLOR HARD COPIER

COLOR HARD COPIER

EXTENSION VDU SYSTEM

Plasma Display

Ch/O DAY RM

Captain DAY RM

ALARM PRINTER

Cargo Control Console

LOGGING PRINTER

DOSS

DOSS

DOSS

Engine control Console

DOSS

DOSS

DOSS

DOSS

LOGGING PRINTER

ALARM PRINTER

DOSS

EXT. VDU NET (ETHERNET)

EXT. VDU SERVER

EXT. VDU SERVER

1/O DAY RM

DOGS

DOGS

2/O CABIN

DEO-NET (ETHERNET) 3/O CABIN

Ch/E DAY RM

DOPC

DOPC

DOPC

DOHS

CARGO I/O CABINET

RECEPTACLES FOR POTABLE EXTENSION VDU

Cargo/E DAY RM

- 2 IN SR OFF CABIN SPARE - 4 IN JR OFF CABIN SPARE - 1 IN GENERAL OFFICE - 1 IN CONFERENCE ROOM - 1 IN DOCUMENT ROOM - 1 IN EER - 1 IN No.1 CSB ROOM - 1 IN No.1 MSB ROOM - 1 IN Electrical work shop - 1 IN ENGINE STORE

2/E CABIN

3/E CABIN

PORTABLE EXTENSION VDU

CARGO I/O CABINET

OPC COMMUNICATION FOR CARGO & MACHINERY SYSTEM SHIPBOARD MANAGEMENT SYSTEM

DOSS

MACHINERY I/O CABINET

SERIAL COMMUNICATION I/F FOR CARGO SYSTEM - CUSTODY TRANSFER SYSTEM (DUAL) - LOADING COMPUTER (DUAL) - FLOAT TYPE LEVEL GAUGE SYSTEM - INTEGRATED NAVIGATION SYSTEM (INS) - GAS DETECTION SYSTEM

DOHS PERSONNEL EXTENSION DOHS ALARM SYSTEM DOHS ALARM PANEL

WHEEL HOUSE

SERIAL COMMUNICATION I/F FOR MACHINERY SYSTEM - FIRE DETECTION SYSTEM - SHIP PERFORMANCE MONITORING SYSTEM - VOYAGE DATA RECORDER(VDR)

LEGEND DOSS : DEO OPEN SUPERVISORY STATION DOHS : DEO OPEN HISTORY STATION DOPC : DEO PROCESS CONTROLLER DOGS : DEO OPEN GATEWAY STATION

27 PANELS

Electrical/E CABIN

DOSS

4 SETS

3 SETS

1/E DAY RM

DOPC

DOGS

3 SETS

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1 Draft / 2004.10.29

3-1



3J LNG AL WOSAIL Illustration 3.1.1b IAS Overview

W/H CONSOLE

EXTENSION & POTABLE VDUS

DOSS

CCC DOSS

DOSS

DOSS

DOSS

DOSS

DOSS

DOSS

DOSS

EXT. VDU NET (ETHERNET)

OPT. CONV.

To SMS(ETHERNET)

OPT (2 FIBERS)

OPT. CONV. OPT (2 FIBERS)

OPT (2 FIBERS)

ECC

CARGO I/O CABINET DOGS

DOGS

DOGS

OPT. CONV.

DOHS DEO-NET (ETHERNET)

DOPC

OPT (2 FIBERS)

DOPC

DOSS

OPT. CONV.

DOPC OPT. CONV.

OPT. CONV.

OPT. CONV.

I/O

I/O

SIM

I/O

I/O

I/O

I/O

OPT (2 FIBERS)

OPT. CONV.

DOPC

I/O

I/O

No.2 BLR CONTROL PANEL

I/O

OPT (2 FIBERS)

OPT (2 FIBERS)

OPT (2 FIBERS)

MACHINERY I/O CABINET

DOPC

DOPC

DOPC

I/O

No.1 BLR CONTROL PANEL

I/O

I/O

I/O

I/O

I/O

I/O

I/O

I/O

LEGEND

DOHS PERSONNEL EXTENSION DOHS ALARM SYSTEM DOHS ALARM PANEL

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1 Draft / 2004.10.29

DOSS : DEO OPEN SUPERVISORY STATION DOHS : DEO OPEN HISTORY STATION DOPC : DEO PROCESS CONTROLLER DOGS : DEO OPEN GATEWAY STATION OPT. CONV. : OPTICAL CONVERTOR SIM : SERIAL INTERFACE MODULE

3-2



3J LNG AL WOSAIL Illustration 3.1.1c IAS Overview

W/H

CCR

W/H CONSOLE

EXTENSION VDUS

DOSS

DOSS

DOSS

DOSS

CCC

DOSS

DOSS

DOSS

DOSS

DOSS

DOSS

DOSS

COLOR HARD COPIER

ALARM PRINTER

AC220V

LOGGING PRINTER

A A

DOSS

UPS

B

UPS

B

UPS

A B

BATTERY ROOM

ELECTRONIC EQUIPMENT ROOM No.1 UPS CABINET 440V (Normal) 440V (Emc’y)

No.1 UPS CABINET CABINET

ECR

A

UPS

TR

ECC

BAT

No.2 UPS CABINET No.2 UPS CABINET CABINET

440V (Normal) 440V (Emc’y)

DOSS

DOSS

DOSS

DOSS

DOSS

DOSS

DOSS

COLOR HARD COPIER

ALARM PRINTER

B

UPS

TR

DOSS

LOGGING PRINTER

BAT

CARGO I/O CABINET A B

A DOHS

DOGS

DOGS

UPS

B

DOGS

UPS

A UPS

B

A

No.1 BLR Control Panel

B PS

PS

PS

PS

PS

I/Os

PS

MACHINERY I/O CABINET A B PS

DOPC

I/Os

DOPC

I/Os

DOPC

I/Os

No.2 BLR Control Panel

LEGEND DOSS : DEO OPEN SUPERVISORY STATION DOHS : DEO OPEN HISTORY STATION DOPC : DEO PROCESS CONTROLLER DOGS : DEO OPEN GATEWAY STATION

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1 Draft / 2004.10.29

I/Os

TR : TRANSFORMER (AC220V / AC 100V) UPS : UNINTERRUPTED POWER SUPPLY UNIT BAT : BATTERY UNIT FOR UPS PS : POWER SUPPLY UNIT (AC 100V / DC 24V CONVERTER)

3-3

DOPC

PS

I/Os

PS

DOPC

PS

I/Os

PS

DOPC

PS

I/Os

DOPC



3J LNG AL WOSAIL Part 3 : Integrated Automation System (IAS) 3.1 General The ship’s Integrated Automation System (IAS) has been designed, programmed, and installed by Yamatake Industrial Systems. Two entirely separate systems have been provided within the IAS for cargo/ballast operations (referred to as the Cargo System) and machinery/electric generation plant operations (referred to as the Machinery System). Other, independent control systems are interfaced either with the Cargo or Machinery Systems.

3.2 IAS Overview

Power Supply - AC440v, 60Hz, 3 Phase - Voltage : - Frequency :

±10% nominal ±5% nominal

The Zener Barriers are applied to the 4-20mA Input/Output signals and the RTD Input signals from hazardous areas and contact barriers are applied to the contact input signals.

-

Pressure : Temperature :

Level : Flow : Controllers/Receivers : .

±0.75% of span reading ±0.75% of thermocouples ±3.0% for resistive temperature detectors for machinery ±1.5% for resistive temperature detectors for cargo mach. ±25mm ±1.5% unless otherwise specified ±2% of set point (steady states) ±5% of set point or better (transient)

Environmental Conditions -

-

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Operating temperature :

Relative humidity : Vibration : Ship Motion :

1 Draft / 2004.10.29

Cargo System

System monitoring

Data logging and trending Data interface to other system Control of the extension alarm system Operation planning and control Control of the extension VDU system Marine-DEO

This system is used in the control and monitoring of the cargo and ballast auxiliaries and valves. In addition, automatic sequence control logic programs are provided for the cargo and ballast operations. Displays available include overviews, operational graphics, monitoring graphics, operational guidance graphics and alarm displays.

Marine-DEO is a product name of the IAS(Industrial Automation System), This section describes the following component specification of Marine-DEO.

DOSS The emergency shutdown system (ESDS), cargo tank protection system (except the cargo tank filling valve close function due to the cargo tank level very high), and machinery trip and safety systems are operated totally independently of the IAS. Alarms for these systems are sent to the IAS. The cargo system signal from the dangerous zone inputs information through an Intrinsic Safety barrier (I.S.). The IAS circuit between the dangerous zone and the safety zone separate into a Highway coupler module to maintain safety circuit condition. The equipment, which is relative to the I.S., is supplied with power from the I.S. transformer.

: DEO Open Supervisory Station

DOHS

: DEO Open History Station

DOGS

: DEO Open Gateway Station

DOPC ІІ

: DEO Process Controller ІІ

1. DOSS (DEO Open Supervisory Station) DOSS is a human-machine interface of Marine-DEO that runs on the Windows 2000 operating system. The DOSS has the following features. - Display call-up toolbar

Machinery System 20 ~ 55˚ C Controlled environment 10 ~ 55˚ C Machinery space -20 ~ 70˚ C Open deck 95% To comply with IEC92.504 requirements ±22.5 ˚ , 10 seconds rolling period

As implemented on this ship, the IAS system controls and monitors almost all systems and equipments on board. The functions of the IAS are as follows:

Alarm handling, summary and acceptance

The grouping of alarms allows easy access for identification, action, and alarm handling.

-

Yamatake Industrial System

System operation

Intrinsic Safety An intrinsically safe system is provided in accordance with the requirements of the classification society.

Operating Conditions

:

General Note Two feeder (normal and emergency) are fed to both No.1 and No.2 UPS to ensure a dual redundant UPS system for the IAS. AC100V (60Hz, 1Phase) is provided as the power supply for each internal circuit component of IAS.

The IAS has been designed to easy and logical for the operator to use. Most functions run automatically but at any time the operator may be intervened.

As even a momentary interruption of electrical power supply (440V AC) to the IAS could cause the failure of the IAS, an Uninterruptible Power Supply (UPS) system is installed for uninterrupted power supply to the designated IAS operator station.

Maker

- Operational face plate facility

This system is capable of controlling and monitoring the main propulsion plant, Engine Room auxiliaries and the electric generating plant system.

- One line alarm indication - Touchscreen in addition to trackball - High resolution display (1280 X 1024)

In addition, the system is capable of controlling and monitoring specified control valves, e.g. superheated steam temperature, main turbine lubricating oil, cooling water, etc. However, auxiliary pump Standby/Auto selection can also be carried out through this system.

3-4

It is fully integrated with Marine-DEO and can be a client node for DOPC and DOHS for LNGC monitoring control.



3J LNG AL WOSAIL

2. DOHS (DEO Open History Station)

The DOSS has two(2) types of keyboard.

DOHS is a historian and provides history data for DOSS.

- Operation keyboard - Engineering keyboard

Collect process data on a periodic basis.

POWER GOOD FAIL

RESET

STATS

7

8

4

5

9

MAN

AUTO

6 SP

!

"

Q

W

A

SP

$

=

&

*

<

>

?

E

R

T

Y

U

I

O

P

S

D

F

G

H

J

K

L

-

Z

X

C

V

N

M

M

CAS

1

2

3

.

0

-

OUT

Process Alarm

y

Sequence Event

y

Message

y

Operator Change

y

System Alarm

y

System Status

DOCM (DOPC Control Module) DOCM Configuration shows the DOCM system. The DOCM is composed of the following modules. Control Module (MSC)

- Query and retrieve events by various conditions.

Ethernet Module (ETM)

- Archive data into backup media.

X-BUS Module (XBM)

ENTER

ACK

SIL

Prev Page

Next Page

Close Cancel

Prev Disp

Next Disp

Last Cancel

Message Clear

Execute

Reliability Adoption disk mirroring (RAID1)

TAB Alpha Shift

- Distributed I/O The I/O modules are mounted on DIN rail.

Collect various events; y

DOPC ІІ consists of ; - DOCM (DOPC Control Module) This is a main module of the DOPC ІІ consisting of the control modules and the communication interface modules.

Vessel data collection and history; The Engineering keyboard is used for software modification and installation only. The keyboard is furnished on the console with a cover. The following figures indicate the layout of keyboard.

- Memory back-up by flash ROM

H/W Specification

Layout of Operation Keyboard

CPU

: Intel Pentium ІІІ 850MHz

RAM

: 256MB

HDD

: 18GB

Three (3) sets of control modules (MSC) have redundant configuration, and execute the same processing synchronized with each other. The ethernet module (ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and get data by “logic of majority”, i.e., 2 out of 3. Even though one of MSC outputs incorrect data, the remaining two (2) data are correct and used for the control and monitoring. Control Module H/W Specification

3. DOGS (DEO Open Gateway Station)

CPU

: National Semiconductor Geode GX1 300MHz

RAM

: 32MB

Flash Memory

: 32MB

DOGS is a gateway between the DEO-NET and the Extension VDU. The processing period of 300ms is applied to PID controls. H/W Specification

Layout of Engineering Keyboard

CPU


RAM

: 256MB

HDD

: 10GB

The major Process Displays which are Graphic Display, Group Display, Trend Display and Alarm Summary Display.

4. DOPC ІІ (DEO Process Controller ІІ)

H/W Specification

DOPC ІІ is a multi-function controller employing control loops, logic functions, sequence control and I/O processing.

CPU


RAM

: 256MB

HDD

: 10GB

- Built-in control / calculation algorithms - Sequence control implemented by CL (Control Language) - Distributed I/O for space saving - Remote I/O capability by fibre optic connection - Peer to peer communication with other DOPC ІІs over the DEO-NET using the tag name basis

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1 Draft / 2004.10.29

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3J LNG AL WOSAIL

3.3 IAS Function Guide DOSS

DOHS Time Management The IAS has two time data. One is a marine DEO’s standard time, which could be the internal clock of IAS and the other is the ship’s time which is synchronized with the ship’s chronometer. The ship’s time is used for Alarm Summary Display, Alarm Printing and Report Printing. Standard time is applied to trend Group Display and Fast Alarm Printing.

DEO-NET A DEO-NET B

ETM E-1

E-A

ETM

E-2

E-B

E-3

E-A

E-2

E-B

MSC I-A

E-1

Alarm Management E-3

E-A

MSC I-B

I-1

I-2

I-3

The IAS provides several kinds of alarm as follows. 1) Process Alarm Input from ship process by analog and digital signals. Temperature High, Level Low, Pressure High, etc.

E-B

MSC

I-A

I-B

I-1

XBM

I-A

I-2

I-3

XBM

DOCM

I-B

2)

The alarms are indicated on the Alarm Summary Display within 2 seconds after receiving the signals on analog or digital input modules. System Abnormal DOSS abnormal Alarm Printer abnormal DOHS abnormal DOGS abnormal DORM abnormal DOPC abnormal DEO-NET communication abnormal

Alarm Print out

X-BUS A X-BUS B

The alarm printers of the IAS are located as follows.

I/O

The “ALM” is printed in red. In addition to the above, the system status changes including system abnormal are printed out on the alarm printer.

~

DOCM Configuration

I/O

1) Cargo system – 1set in CCR 2) Machinery system – 1set in ECR The historical alarm information is printed out on the alarm printer with a reference time. For the process alarm, the alarm printout provides the following events.

Example of Alarm Print-out Fast Alarm Function The fast alarm function is a high speed scanning function for finding out a trip cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open Supervisory Station) automatically. The operator can display and print the recorded Fast Alarms. If an equipment trips, the procedure for finding out the trip cause is as follows. 1) The representative trip alarm of this equipment is reported on the Alarm Summary Display and the alarm printer. 2) The Fast Alarms are indicated on the dedicated display and printed on the logging printer with operator’s request. 3) The Fast Alarms are indicated and printed chronological order. The Operator can find out the trip cause for that equipment. To realize the Fast Alarm Function, The IAS applies specialized digital I/O modules, i.e. DISOE, Digital Input Sequence of Event. The DISOE provides high-resolution scanning within 20 ms.

---- Alarm occurrence ---- Alarm acknowledgement ---- Alarm recovery The major printout item is as follows. ---- “ALM”, “ACK”, “RTN” (Ship’s Clock) ---- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS) ---- TAG name ---- Description

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Example of Fast Alarm Print-out


3J LNG AL WOSAIL The available quantity of lines on the fast alarm display is as follows. 25 lines/display (Page function is applied) Max. 2000 lines (80 pages) Data Logging The logging printers of IAS are located as follows. 1) Cargo system – 1 set in CCR 2) Machinery system – 1 set in ECR The IAS provides data logging function in accordance with the following specification. 1) Fixed time Report This report is printed out automatically in accordance with the selected time interval (Based on Ship’s Time). - 1 hour interval : 0:00 ~ 23:00 - 2 hour interval : 0:00, 2:00, 4:00, 6:00, 8:00, 10:00, 12:00, 14:00, 16:00, 18:00, 20:00, 22:00 - 4 hour interval : 0:00, 4:00, 8:00, 12:00, 16:00, 20:00 - 8 hour interval : 0:00, 8:00, 16:00 - 12 hour interval : 0:00, 12:00 2) Demand Report This report is printed out at the operator’s request. The format of “Demand Report” is same as “Fixed Time Report”. The re-report function is available until the next log is activated. Setting of the logging interval, the demand request and the re-reporting request are done from “System Operation Display”

Cargo Operating Manual Alarm annunciation by the buzzer is suspended when no duty officer is selected. (Except in case of fire alarm occurrence)

1) Machinery extension alarm system All alarms detected by IAS are extended to extension alarm panels located in engineer’s cabins and public spaces by the extension alarm system. All alarms are grouped to 11 extension alarm groups and the group alarm status annunciates on extension alarm panels. Alarm annunciation on extension alarm panels are done by one audible buzzer and annunciation lamps corresponding to extension alarm groups. Group alarm indication lamps indicate as follows - New alarm Occurrence : Flashing Red - Alarm existing (ECC buzzer is stop) : Steady Red - No alarm : Steady Gray Secondary alarm in same group also annunciates on extension alarm panels. Duty engineer selector switches are provided on ECC in ECR, and result of duty selection is indicated on ECC and each extension alarm panel. Alarm annunciation by group alarm indication lamps is always available whether duty Engineer is selected or not. Alarm annunciation by the buzzer is suspended when no duty engineer is selected. (Except in case of fire alarm occurrence) When a fire alarm is initiated, a buzzer on the all Machinery extension alarm panels is activated whether duty Engineer is selected or not, and activated even if buzzer cut switch is “on”. The buzzer stop on extension alarm panels are invalid whilst a fire alarm exists. (Buzzer stop at fire alarm occurrence is only available at ECC.) If buzzer in ECC is not silenced within 10 minutes, the machinery emergency calling system is activated.

IAS provides an extension alarm system combined with an operator emergency calling system. Extension alarms are categorized into the following 3 systems: - Machinery extension alarm system - Cargo extension alarm system - Navigation extension alarm system Operator emergency calling system includes the following 3 systems: - Machinery emergency calling (Call from ECC) system - Cargo emergency calling (Call from CCC) system - Navigation emergency calling (Call from CBC) system

All alarms detected by IAS are extended to extension alarm panels located in officer’s cabins and public spaces by the extension alarm system. All alarms are grouped to 6 extension alarm groups and the group alarm status is annunciates on extension alarm panels. Alarm annunciation on extension alarm panels are done by one audible buzzer and annunciation lamps corresponding to extension alarm groups. Group alarm indication lamps indicate as follows - New alarm Occurrence : Flashing Red - Alarm existing (ECC buzzer is stop) : Steady Red - No alarm : Steady Gray

All alarms detected by IAS are extended to extension alarm panels located in the navigator’s cabins and public spaces by the extension alarm system of IAS. All alarms are grouped to 2 extension alarm groups in INS, and the group alarm status is transferred from INS to IAS and IAS annunciates the group alarm status on extension alarm panels. IAS receives the following digital input signal from INS. - Back-up navigator (Duty) selection signal (5 sets) : On when selected, Off when not selected. - Group alarm status signal ( 2sets) : On at alarm occurrence in the group, Off at alarm acknowledge of all alarm in the group. - Harbour mode signal (1 set) : On during when in harbour mode (in port condition), Off when in not harbour mode. Alarm annunciation on extension alarm panels are done by one audible buzzer and annunciation lamps corresponding to extension alarm groups.

Secondary alarm in same group also annunciates on extension alarm panels. Back-up navigator selector switches are provided on Navigation console in W/H, and result of back-up navigator selection is indicated on Navigation console and each extension alarm panel. Alarm annunciation by group alarm indication lamps is always available whether back-up navigator is selected or not. Alarm annunciation by the buzzer is suspended when no back-up navigator is selected. Alarm annunciation by the buzzer is suspended when harbour mode is selected.

Duty officer selector switches are provided on CCC in CCR, and result of duty selection is indicated on CCC and each extension alarm panel.

The extension alarm system and the emergency calling system is provided through the same hardware but the electrical circuits of both systems are separate from each other.

Alarm annunciation by group alarm indication lamps is always available whether duty officer is selected or not.

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3) Navigation extension alarm system

Secondary alarm in same group also annunciates on extension alarm panels.

One combined type extension alarm panel is provided in a room, and the panel is used for 3 extension alarms and 3 emergency calling systems.

1 Draft / 2004.10.29

If buzzer in CCC is not silenced within 10 minutes, the machinery emergency calling system is activated.

Group alarm indication lamp indicate as follows - New alarm Occurrence : Flashing Red - No non-acknowledged alarm : Steady Gray

2) Cargo extension alarm system Extension Alarm System

When a fire alarm is initiated, a buzzer on the all Cargo extension alarm panels is activated whether duty officer is selected or not, and activated even if buzzer cut switch is “on”. The buzzer stop on extension alarm panels are invalid whilst a fire alarm exists. (Buzzer stop at fire alarm occurrence is only available at CCC.)

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3J LNG AL WOSAIL Extension alarm group in Machinery System ID GROUP DESCRIPTION 1 2 3 4 5 6 7 8 9 10 11

BOILER TROUBLE M/T TRIP M/T TROUBLE M/T REMOTE CONTROL M/T SHUTDOWN GENERATOR TROUBLE AUX. MACHINERY ABNORMAL E/R BILGE ABNORMAL FIRE ALARM GAS ALARM SYSTEM TROUBLE

Extension alarm group in Cargo System ID GROUP DESCRIPTION 1 2 3 4 5 6

ESD NON ESSENTIAL ESSENTIAL FIRE ALARM GAS ALARM SYSTEM TROUBLE

Extension alarm group in Navigation System ID GROUP DESCRIPTION A B

PRIORITY A PRIORITY B

Extension VDU System The extension VDU system enables an operator to monitor display of DOSS in cabins, public spaces and room areas by fixed type extension VDU or portable type VDU. The extension VDU system is applied for plant monitoring, not for plant operation. Plant operation from an extension VDU is not available. Extension VDU provides the following two kinds of display. - Alarm summary display (Applied for each Cargo and Machinery system) : Simplified alarm summary display designed for extension VDU system is provided and indicates the current alarm status (100 points of latest alarms as maximum) for each Cargo and Machinery system. Acknowledge operation of an alarm is not available. The extension VDU requires no alarm acknowledge operation. - Graphic display (Applied for each Cargo and Machinery system) : Simplified alarm summary display designed for extension VDU system are provided. Process value, actual alarm status, device condition, etc. are indicated the same as on graphic displays of DOSS. Operation from extension VDU is not available.

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1 Draft / 2004.10.29

Location and Specification of Extension VDU Receptacle Extension Receptacle (AC220v & RJ45) No. Location VDU Panel Mount Type Note Type 1

Captain day RM

1

1

Flush

2 3

Chief Off day RM

1

1

Wall

1/Off day RM

1

1

Wall

4

2/Off Cabin

1

1

Wall

5

3/Off Cabin

1

1

Wall

6

Chief Eng day RM

1

1

Flush

7

1/Eng day RM

1

1

Wall

8

Cargo/Eng day RM

1

1

Wall

9

2/Eng Cabin

1

1

Wall

10

3/Eng Cabin

1

1

Wall

1

1. Navigation emergency calling system - By manual emergency call from Bridge. - When Bridge watch alarm is activated. 2. Machinery emergency calling system - By manual emergency call from ECC. - When IAS buzzer on ECC is not stopped within 10 minutes. - When E/R patrol man alarm is activated. 3. Cargo emergency calling system - By manual emergency call from CCC. - When IAS buzzer on CCC is not stopped within 10 minutes. - Extension alarm system communication fail. Color Printer Two sets of colour printers are provided. One is for Cargo System in CCR, and the other is for Machinery System in ECR. These printers are used to hard-copy of DOSS displays. Any DOSSs in CCR and ECR are available for display printing.

11

Electrical Eng Cabin

1

Flush

12

SR Off Cabin Spare (A)

1

Flush

13

SR Off Cabin Spare (B)

1

Flush

14

JR Off Cabin Spare (A)

1

Wall

Plasma Display

15

JR Off Cabin Spare (B)

1

Wall

16

JR Off Cabin Spare (C)

1

Wall

17

JR Off Cabin Spare (D)

1

Wall

One Plasma Display set is provided in CCR to show cargo overview display. The plasma display is connected to DOSS7, and always shows the same display as the LCD of DOSS7.

18

General Office

1

Flush

19

Conference RM

1

Flush

20

Document RM

1

Flush

21

EER

1

Flush

22

No.1 CSB RM

1

Flush

23

No.1 MSB RM

1

Wall with Cable Gland

24

Electrical work shop

1


CCR


CCC

25

3

Engine store

1

The plasma display should basically show cargo overview display but is not limited to this and the plasma display can show any display called up on DOSS7. Plasma Display Configuration

CCC2

CCC3

CCC6

CCC7

LCD

LCD

LCD

LCD

Calling Alarm System

Signal Distributor

1) E/R Patrol Man Alarm System

DOSS5

Location of start PB box of patrol man alarm: - ECR (Master Panel) – Elevator inside – Near E/R entrance (U-Dk) – Lobby entrance (U-Dk) – Incinerator RM (A-Dk) – Entrance (B-Dk) – Deaerator entrance (C-Dk) – S/G RM entrance to E/R (3rd -Dk) – E/R weather locker(P) (2nd-DK) - E/R weather locker(S) (2nd-DK)

DOSS6

DOSS7

DOSS8

Video Display

Plasma Display

2) E/R calling system (Engine room calling system is to be provided in ECC) 3) Emergency Calling System Emergency calling system is activated by following event.

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3J LNG AL WOSAIL Interfaces to Other Systems The IAS communicates with other systems in the following table. IAS

Sub System

Procedure

Custody Transfer System (CTS)

Cargo

Loading Computer

RS232-C

Float Level Gauging System (FLG)

RS232-C

Gas Detection System Integrated Navigation System (INS) Ship Performance Monitor (SPM)

Machinery

RS232-C

RS232-C

RS232-C

Fire Detection System (FDS)

RS232-C

Voyage Data Recorder (VDR)

RS232-C Hard Wiring

BLR ACC & BMS LD Compressor System Common

RS232-C

Control

Shipboard Management System (SMS)

Hard Wiring Ether-net

Protocol MOD-BUS RTU

KEY

Remarks

TOOLBAR

ASSOCIATE From Other Graphic Displays

Dual Port Graphic Display

MOD-BUS RTU

Process Monitoring Alarm Monitoring Pumps, Valves, Controllers,

MOD-BUS RTU

etc. Manipulating

MOD-BUS RTU MOD-BUS

KEY

TOOLBAR

RTU

KEY

TOOLBAR

ASSOCIATE

ASSOCIATE

MOD-BUS RTU

Graphic Display

Trend Display

MOD-BUS Pumps, Valves, Controllers, etc. Manipulating

RTU MOD-BUS

Trend Trace Monitoring

RTU

--

Remote I/O with optical fibre

-OPC

SELECT

Alarm Summary Display Alarm Monitoring Alarm Acknowledgment (Flicker Stop)

KEY TOOLBAR ASSOCIATE SELECT

KEY

: By Keyboard : By Toolbar : By Associated display call-up button : By select a desired alarm point

TOOLBAR

Display Function Assignment The DOSS provides the following major displays. Graphic Display Group Display Trend Display Alarm Summary Display The Graphic Displays take the initiative in basic operations. The function assignment and the relationship among displays are as follows.

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3J LNG AL WOSAIL


3.4 IAS Operation Guide

Section 2.System Status Display

Section 1.Display Structure

The display provides the running status of the Industrial-DEO system. On this display system alarms that show system trouble are monitored, and Access level is changeable. In addition, the status of each node can be monitored and command is executable for such node.

DOSS Operation display consists of two display parts the display consists of the Display Control Part and the Main Display Part. The Display Control Part is common in all displays and consists of a tool bar, a one-line alarm window and a system window for date/ time indication etc.

Display items on the System Status Display No. Display items Contents 1.

Status

Shows operation message for PRC(DOPC).

2.

Printer Status

Target to invoke Printer Status display.

3.

On Line Change

Target to invoke On Line Change display

4.

Console Status

Shows console status display.

5.

Access Level

Show current status based on 4 types, VIEWONLY, OPERATOR, SUPERVISOR and ENGINEER.

6.

VIEWONLY

Shows current status selected based on 2 types of operation levels, VIEWONLY or NON-VIEWONLY.

Shows free main memory in DOSS

7.

Message

Prompt message or operation guidance related to the latest CRT operation.

Free Disk (D:)

Shows free disk space in D Drive of DOSS

8.

ACK

Target to make acknowledge operation for the status on the system status display.

Date and Time

Shows Current Date and Time

9.

Page

Mode Indicator

Shows whether parallel operation keyboard is in High-speed mode or ordinary mode.

Shows current page No. and buttons are also available to move to the next or previous page.

10.

No.

Node No.(001 to 126)

Access Level Indicator

Shows current Access level

11.

Node name

Shows mode descriptor that is user-configurable.

One-Line Alarm Window

Shows latest process alarm

12.

Type

Node type e.g., PRC for DOPC, XPC for DOPCII, SS for DOSS, PL for DOPL.

Main Display Part

Main area for application displays

13.

Shows DEO-NET cable A/B communication status of non-redundant node or left node of redundant DOPC.

Table 1-1-b Display Items

Contents

Communication Status (left A/B) Communication Status (right A/B)

Display Control Part

Common area for displays

15.

Status (left)

Shows node status of non-redundant node or left node of redundant DOPC.

16.

Status (right)

Shows node status of right node of redundant DOPC, or [redundancy] of redundant DOPCII.

The Main Display Part is for invoked displays such as Graphic display, Group display, etc. Details of common display items on DOSS Table 1-1-a Display Items Contents Free Memory

14.

1. 2. 3.

SILENCE button

Used to turn off sound

ALARM button

Used to indicate process alarm status and to invoke alarm summary display

SYS STATS button

Used to indicate system alarm status and to invoke system status display

4.

MESSGE button

Used to indicate message status and to invoke message summary display

5.

SEQ EVENT button

Used to indicate sequence events status and to invoke sequence event summary display

6.

PREVIOUS button

Used to go back to previous display

7.

NEXT button

Used to go to next display

8.

GRAPHIC button

Used to invoke graphic display

9.

GROUP button

Used to invoke group display

10

TREND button

Used to invoke trend display

11.

DETAIL button

Used to invoke detail display

12.

REPORT button

Used to invoke report menu display

13.

SYS CONF button

Used to invoke system configuration/ command menu display

14.

PRINT button

Used to activate CRT screen print

Shows DEO-NET cable A/B communication status of right node of redundant DOPC.

Note button on tool bar change colour when an abnormality occurs: In case of severe failure (critical failure) Red Blink before acknowledgement Red On after acknowledgement but failure not yet recovered In case of soft failure (non-critical failure) Yellow Blink before acknowledgement Yellow On after acknowledgement but failure not yet recovered

Note The changeover of operability or inoperability of each operation button depends on access level. If the button is inoperable, the target frame is not displayed in principle, even if the mouse is moved onto the button. In this case, letters on the button are shown in grey. However, if letters on the button display the status, letters are not shown in grey and remain black.

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3J LNG AL WOSAIL


Section 3.Alarm Summary Display The alarm summary display provides the listing of process alarm messages generated. Newly generated alarms can be confirmed on the display page by page basis or by message basis. The alarm summary display provides listing of maximum 200 process alarm messages. “Overflow” indication is provided when more than 200 process alarm messages are generated. Newly generated alarms can be acknowledged on the display on a page by page basis or on a message basis. Unit management function is available so that process alarm messages can be grouped by unit (maximum 500 units), and grouped messages can be managed and shown on the display or not by unit selection function (details set on the unit assignment display are displayed, and they are connected with sequence event summary display and message summary display). When a message is selected among the summary list, detail display of the selected alarm point can be invoked by clicking button on the tool bar. In addition, by clicking the button, displays related to point are invoked. Display items on the Alarm Summary Display No. Display items Contents 1.

Filter

Listed alarms can be filtered by the selection. indicates all process alarm. indicates all process alarms with emergency and high alarm priority only. indicates alarms with emergency priority only.

2.

Sort by

Chronological or priority-wise alarm message sorting can be chosen.

3.

Update display

This is used to tentatively freeze display update or to reset display freeze.

4.

Associate display

Displays that are related to selected points are invoked.

5.

Unit alarm summary

This is used to invoke unit alarm summary display.

6.

Online manual

Opens the online manual specified in the point (supported in the future).(optional function)

7.

ACK

This is used to acknowledge alarm messages on the page.

8.

Page

This is used to show page No. of alarm summary display and to go to other pages.

Select button

Move alarm message line up and downward to select dedicated alarm message.

10.

9.

Priority

This indicates alarm priority of each alarm message (When items are sorted by priority)

11.

Time stamp

Shows time and date when the alarm occurs (When items are sorted by Time Stamp)

12.

Alarm indicator

This shows alarm type of each alarm message, e.g., PVHI for PV high alarm, BADPV for bad PV etc.

13.

Point description

Point descriptor of the each alarm point.

14.

EU

Engineering unit of point in alarm.

15.

Set value

Alarm trip point

16.

Alarm value

PV value when the alarm occurs or is returned to normal condition.

17.

ID

Unit to which the point in alarm is belonging.

18.

Tag name

Point name that is in alarm condition.

19.

Select unit

The selected units on the unit assignment display are indicated in cyan. The number of maximum usable units is 500, and only the alarm messages of selected units are listed. Pages are invoked by clicking the <<, <, > and >> buttons.

20.

Column resize

The width of each column can be resized by dragging with the left mouse button pressed.

21.

Horizontal scrollbar

The horizontal scrollbar appears when the width of all columns exceeds the screen width.

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1 Draft / 2004.10.29

Note 1. Alarm level and indication color Alarm level can be assigned for each alarm type during point configuration using the RTC editor. Based on the alarm level of the points in alarm, indication colour on button on tool bar and character of E, H, L, N on the alarm summary display is indicated by different colour as follows: -Emergency alarm Red Blink for non-acknowledged alarms Red On for acknowledged alarms Red in reverse for PV return to normal before acknowledge -High alarm Yellow Blink for non-acknowledged alarms Yellow On for acknowledged alarm Yellow in reverse for PV return to normal before acknowledge -Low alarm Magenta Blink for non-acknowledged alarms Magenta On for acknowledged alarm Magenta in reverse for PV return to normal before acknowledge -Notice alarm White Blink for non-acknowledged alarms White On for acknowledged alarm White in reverse for PV return to normal before acknowledge 2. Alarm level and buzzer tone Different buzzer tone can be assigned to each alarm priority level. 3. Alarm acknowledge Two(2) actions are provided, one is button on tool bar to stop buzzer and the other is to acknowledge newly generated alarms. The operation can be synchronized to other DOSS within the same alarm group.

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3J LNG AL WOSAIL


Section 4.Message summary display The display provides a listing of maximum 200 messages. Message is a tool for operators to converse with CL/DOPC, DOPCII sequence programs by acknowledging and confirming operation. CL/DOPC, DOPCII generates a message to inform operators of process status or to send operators guidance etc, so that operators can view the messages on the message summary display to take action or make a decision. Through the message summary display, details of PMDP points that manage the sequence program generating message can be invoked. Sequence phase and stem No. etc can be observed on the PMDP point

Note 1. Confirm operation and indication colour When a message is generated, button on tool bar is displayed in a various colours: -Message Red Blink when non-acknowledged messages still exist. Red On when messages requiring confirm operation exist. Yellow On when Messages exist on message summary display. 2. Buzzer tone Buzzer tone can b assigned to message.

ACK, confirm and clear are operable as to a page or selected message. 200 messages are displayed as a maximum, and “Overflow” is indicated when the number of messages exceeds 200. Unit management is available for message point, and the number of units is 500 at maximum. Message units selected from such 500 units are displayed on the lower side of the display (details that are set on the Unit assignment display are shown, and connected with alarm summary display and sequence event summary display). If you select a message on the message display, detailed displays of PMDP point for which sequence is executed by clicking the button of display control part are invoked. In addition, by clicking the button, displays related to the point are invoked. Contents of Display Items No. Display Items

Contents

1.

Status

C is indicated for a message requiring confirms operation by operators. “C” is blinking when a message is generated. After ACK operation, “C” stays On. After confirm, “C” goes off.

2.

Time

Time (hh:mm:ss) when a message is generated.

3.

Unit

Unit to which PMDP point generating a message is belonging.

4.

Tag name

PMDP point name

5.

Message

Message itself generated by CL/DOPC, DOPCII program.

6.

Associate display


7.

Unit message summary

This is used to invoke unit message summary display.

8.

ACK

This is used to acknowledge messages.

9.

Clear

This is used to erase messages that are already acknowledged.

10.

Confirm

This is used to execute a confirm operation for the message requiring confirm operation. Confirm operation is effective for each acknowledged message.

11.

Page

This used to show current page No. of message summary display and to go to other pages.

12.

Select button

This is used to move message line up and downward to select dedicated message.

13.

Online manual


Select unit

Selected unit on the unit assignment display is indicated in cyan. The number of maximum usable units is 500, and only the messages of selected units are listed. Pages are invoked by clicking <<, <, > or >> button.

14.

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3J LNG AL WOSAIL


Section 5.Sequence Event Summary Display

If you select a message on sequence event display, detailed displays of PMDP point for which sequence is executed by clicking the button of display control part are invoked. In addition, by clicking the button, displays related to the point are invoked.

Note 1. Event level and indication colour Event level can be assigned for each PMDP point during point configuration using the RTC editor. Based on the event level of the points configured, indication colour on button on tool bar and character of E, H, L on the sequence event summary display is indicated by a different colour as follows: -Emergency sequence event Red Blink for non-acknowledged events Red On for acknowledged events Grey in reverse when the event is recovered before acknowledge -High sequence event Yellow Blink for non-acknowledged events Yellow On for acknowledged events Grey in reverse when the event is recovered before acknowledge -Low sequence event Magenta Blink for non-acknowledged events Magenta On for acknowledged events Grey in reverse when the event is recovered before acknowledge

Display items on the Sequence Event Summary Display No. Display Items Contents

2. Sequence event level and buzzer tone Different buzzer tone can be assigned to each sequence event priority level.

Sequence event summary display provides a listing of a maximum 200 of sequence event massages. Sequence event occurs in the following situation: -CL/DOPC, DOPCII program stops and therefore cannot proceed to the next process due to some reason while CL/HA program is running. -CL/DOPC, DOPCII detect process critical situation and initiate abnormal sequences. “Overflow” indication is provided when more than 200 sequence events are generated. Newly generated events can be acknowledged on the display page by page basis or on an event basis. Unit management is available for alarm point, and the number of units is 500 at maximum. Message units selected from these 500 units are displayed on the lower side of the display (details that are set on the unit assignment display are shown, and connected with alarm summary display and message summary display).

1.

Filter

Listed events can be filtered by the selection. indicates all events. indicates all events with emergency and high priority only. indicates events with emergency priority only.

2.

Sort by

Chronological or priority-wise alarm message sorting can be chosen.

3.

Update display

This is used to tentatively freeze display update or to reset display freeze.

4.

Associate display


5.

Online manual


6.

ACK

This is used to acknowledge sequence events on the page.

7.

Page

This is used to show page No. on sequence event summary display and to go to other pages.

8.

Select button

Moves sequence event pointer up and down to select dedicated sequence event.

9.

Priority

This indicates event priority of each sequence event.

Time

Shows time and date when the event occurs.

10. 11.

description

Point descriptor of each PMDP point

12.

Tag name

PMDP point name that is generating sequence event.

13.

Execution status

PMDP point execution status when event is generated.

14.

Operation status

Operation status of PMDP point when sequence event is generated.

15. 16.

Phase Unit

Phase where sequence event is generated. Unit to which the PMDP point is belonging.

17.

Select unit

Selected unit on the unit assignment display is indicated in cyan. The number of maximum usable units is 500, and only the alarm messages of selected units are listed. Pages are invoked by clicking <<, <, > or >> button.

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3. Sequence event acknowledge Two (2) actions are provided: one is the button on the tool bar to stop the buzzer and the other is to acknowledge newly generated sequence events. Acknowledge operation can be executed page on a page basis or event by event basis. Section 6.Graphic display Graphic display is a custom-made display to draw plant schematics, piping and instrumentation with associated process dynamic data. Graphic display is a custom-made display so that not only indication but also customized data entry scenarios or conversational scenarios can be implemented. A maximum of 400 graphic displays can be implemented per DOSS.

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3J LNG AL WOSAIL Section 7.Group display

3. SP Status A maximum of 8 control points (tags) are displayable. Control point includes monitoring loops such as temperature and flow volume, control loops such as temperature control (PID) and feed forward control, On/ Off control (operation) loops such as electromagnetic valves and pumps, interlock control and sequence control functions, and individual tags are operable here.

Indicator

Contents of Display Items No. Display Items Contents 1.

Page

This is used to move to next or previous group No.

2.

Group No.

This shows current group No.

3.

Group Title

This shows group description of group display being Indicated.

4.

Faceplate

This consists of maximum 8 loops of faceplates assigned to the group No.

Contents

*

SP cannot be increased/decreased because of SP Windup High/Low.

H

SP exceed SP High Limit.

L

SP exceed SP Low Limit.

^

SP cannot be increased because of output limiting.(Windup High)

v

SP cannot be decreased because of output limiting.(Windup Low)

B

Bad SP

4. PV Status Indicator

Contents

B(red)

Bad PV

Indicators on Faceplate

H(red)

Bad PV and PV High Extended Range Violation

L(red)

Bad PV and PV Low Extended Range Violation

1. Box Warning Message

M(red)

Bad PV and PVSOURCE is “MANUAL”.

S(red)

Bad PV and PVSOURCE is “SUBSTITUTE”

Indicator I F (blank)

Contents

Note

U(yellow)

Uncertain PV

DOPC and DOPL is in “IDLE”

H(yellow)

Uncertain PV and PV is clamped to High Extended Range.

DOPC and DOPL detects failure

L(yellow)

Uncertain PV and PV is clamped to Low Extended Range.

Normal

M(yellow)

Uncertain PV and PVSOURCE is “MANUAL”

S(yellow)

Uncertain PV and PVSOURCE is “SUBSTITUTE”

2. Alarm/Alarm Enable Status

(blank)

Indicator

Contents

(blank)

The Point is not Alarm-inhibited nor Alarm-disabled and no alarms in the Point. Or the Point parameter is not accessible.

INH

Alarm Enable Status is in “INHIBIT”

DIS

Alarm Enable Status is in “DISABLE”

*(yellow)

st

Note

5. OP Status

Applicable to all Points.

Indicator

Contents Secondary Point of the Point is not in “CAS” mode. OP is not disposable.

H

OP at OP High Limit

L

OP at OP Low Limit

^

Integral part cannot be increased.

v

Integral part cannot be decreased.

Deviation alarm to Advisory SP

DOPC

BC

Controller Abnormal

DOPC

BP

Bad PV

DOPC

FB

Command Disagree Alarm for Digital Composite

DOPC/DOPL

HD

Deviation (PV-SP) High Alarm

DOPC

HP

PVHI Alarm

DOPC/DOPL

Indicator

2HP

PVHIHI Alarm

DOPC/DOPL

STOPPED

OP is stopped. Counter not increased.

LD

Deviation(PV-SP) Low Alarm

DOPC

RUNNING

Counter is running.

LP

PVLO Alarm

DOPC/DOPL

PVLOLO Alarm

DOPC/DOPL

OFN

OffNormal

DOPC/DOPL

RC+

PV Rate of Change High(positive)

DOPC/DOPL

RC-

PV Rate of Change High(negative)

DOPC/DOPL

UNC

Un-commended Change Alarm

DOPC/DOPL

1 Draft / 2004.10.29

Note

* DOPC

2LP

Note

Normal

Deviation(PV-SP) exceeds Overview Limit.

ADV

Note

6. Command Status

3 - 14

Contents

Note



3J LNG AL WOSAIL

11. Sequence Exec State/Sequence Error Status

7. Point Status Indicator

Contents

BYPASS

Interlock Bypass (BYPASS) ON.

TIME UP

Time-up of Timer

INACTIVE

Indicator NL DLL

Point Exec Status is in “Inactive”.

INIT

LOAD

The Point being initialised.

RED TAG SEL SHTDWN

Sequence Program is stopped by PAUSE statement.

In cyan colour

Failure: Sequence stopped because of Fxxx failure.

in red colour

Error: Sequence stopped because of Exxx error.

in red colour

Sequence ends and stops.

in yellow colour

12. Sequence Execution Mode Status

Up to 8 characters can be configured for status message.

Contents

MAN

Manual Mode: OP controlled by Operators

AUTO

Automatic Mode: OP is calculated by Algorithm.

CAS

Cascade Mode: OP or SP is from primary point.

------

PAUSE

END

Indicator

??????

In cyan colour

Exxx

8. Mode/Mode Attribute Status

P-BCAS

In cyan colour

Sequence Program is running.

Shutdown Flag ON. LOCALMAN Flag is on.

P-CAS

In cyan colour

Fxxx

LOCAL MAN

P-AUTO

Sequence Program being loaded.

Point is Red-Tagged.

In Standby Manual Mode.

P-MAN

Note

Backup Cascade Mode: OP or SP is from backup Point.

Indicator

Contents

AUTO

Sequence Program is in AUTO mode. In AUTO mode, Sequence Program runs automatically.

In cyan colour

SEMI

Sequence Program is in Semi-Auto mode. In Semi-Auto mode, Sequence Program stops at every PAUSE statement. Restart by Operator is required at every stop.

In cyan colour

SGNL

Sequence Program is in Single mode. In Single mode, Sequence Program stops at every statement. Restart by Operators is required at every stop.

In cyan colour

13. Sequence message Status

Program Auto

Indicator

Program Cascade

(Blank)

Program Backup Cascade

CFM

Contents

Note

Message not generated by the Sequence Program. Message required Confirm operation and not acknowledge yet, exists

In cyan colour

Cannot access to Mode

14. Description of Display of OPEN/CLOSE for Output

Invalid Mode

Indicator No display

Indicator

Contents

Note

EMSD

Emergency Shutdown sequence is ready to be started.

in red colour

SHDN

Shutdown sequence is ready to be started.

in yellow colour

HOLD

Hold sequence is ready to be started.

in yellow colour

Indicator

Contents

Note

OPOCDSP Parameter value is NOTDISP. OPOCDSP Parameter value is ZEROCLOS. CLOSE is displayed in the case of 0%. OPOCDSP Parameter value is ZEROOPEN OPEN is displayed in the case of 0%.

Note

Sequence Program is not running.

In green colour

NORM

Normal Sequence in progress.

In cyan colour

HOLD

Hold Sequence in progress

in yellow colour

SHDN

Shutdown Sequence in progress

in yellow colour

EMSD

Emergency Shutdown Sequence in progress

in red colour

1 Draft / 2004.10.29

O on the upper side of Bar Graph C on the lower side of Bar Graph C on the upper side of bar Graph O on the lower side of Bar Graph

Contents

Note OPOCDSP Parameters exist only on the Adjustment Control Point of DOPCII Controller. The whole Display is white.

10. Operation Status for PMDP Point

st

Note

Program Manual

9. Abnormal Handler Enable Status for PMDP Point

OFF

Note In cyan colour

The Point is selected by Override Selector.

STANDBY MAN

BCAS

Contents Not loaded. Sequence Program is not loaded Sequence Program Load completed.

RUN

The Point not selected by Override Selector.

NOTSEL

(aaaaaaaa)

Note

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3J LNG AL WOSAIL


Section 8.Trend display

Waiting: waiting for collection time or collection trigger Suspended: collection is being suspended

Industrial-DEO has the following 2 Trend displays for different purposes: 20.

-Remote Trend: displays the history data collected by DOHS -Local Trend: displays the history data collected by DOSS itself For each of those Trends, a maximum of 8 pens can be displayed for one group Trend display provides a maximum of 8 trend pens for indication of historical data on a CRT screen. Time span, display range etc can be manipulated on the trend display to focus on the particular plant dynamics.

1.

Add Pen button

The button is used to add new pen or to change trend parameter of active trend pens.

2.

Delete Pen button

The button is used to delete active pens that are being trended.

3.

Pen: Cascade button

The button is used to cascade all active pens in full size.

4.

Pen: Tile button

The button is used to tile all active pens.

Plot: ON/OFF button

The button is used to plot sampled data on the trend graph by *mark or to cancel.

1.

Trend No.

Trend No. currently displayed.

2.

Trend title

Shows trend title. The title can be changed system. Configuration/ command menu display.

5.

3.

Trend area

Space to show trend graph

6.

4.

Pen No.

Pen No. associated with each trend graph

5.

Face plate button

The button is used to pop up the face plate display on the left side of screen for selected pen. Pen can be selected by clicking point parameter area.

6.

Trend operation buttons

List of short-cut buttons used in the trend display

7.

Relative time

The time relative to the time at the right edge of the graph is displayed. When scrolled, the time relative to the time at the right edge of the graph before the scroll is displayed.

8.

Digital Value

Shown by bar when the Boolean value is 0 and shown by filling-in when the Boolean value is 1.

9.

Display range

Indicates the range for the analog-type pen that is now being displayed (the range for digital-type is not displayed).

10.

Trend display Time stamp

Shows newest and oldest time stamp for the displayed trend graph.

12. 13.

Point parameter Area Connection Information part Hair line cursor Operation buttons

14.

Display time span

15.

Time span change Buttons

16.

Scroll buttons

The buttons are used to scroll trend graph forward and backward.

17.

Time-axis scroll Slide buttons

18.

Display type (only for local trend)

The buttons are used to slide (scroll more precisely) trend graph forward and backward slide of trend graph take place when the button is released. Shows the graph display state Blank: when current trend is displayed Record: when record trend is displayed Save: when save trend is displayed

19.

Operation status (only for Local trend)

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1 Draft / 2004.10.29

7. 8. 9.

The buttons are used to change time span selection.

Grid: ON/OFF button Auto Update button HairLine: ON/OFF Pen: ON/OFF button

The button is used to display grid on the Trend Display Area or to cancel. The button is used to update the trend graph automatically or to freeze the graph. When past data is displayed in playback by Scroll button or Slide button, automatic update is cancelled. The button is used to invoke Hairline cursor or to cancel. The button is used to erase selected pens tentatively or to cancel the erase.

10.

TimeSpan: ZoomIn button

The button is used to zoom-in Time-axis. This is one touch button to make the current time span half.

11.

TimeSpan: ZoomOut button

The button is used to zoom-out Time-axis. This is one touch button to make the current time span two times.

12.

Save Pen Information button

The button is used to save pen information created during trend operation. Display information, e.g. Grid ON/OFF, Plot ON/OFF etc are not subject to the Save function.

Shows associated point parameters assigned to each trend pen. Shows node No., Node type and connection status (connected/not connected) of the group for which you wish to collect data. The buttons are used to move hair line cursor forward and backward. The buttons are available when hair line cursor is active. Shows selected display time span. This is not only standard time span, i.e., 1hour, 6hours, 1day and 6days, but also other time span resulting from zoom In/Out operation.

Shows the collection start time and collection stop time for displayed trend graph. For current trend, the collection stop time is shown is blank.

Function of Trend Operation Button No. Display Items Contents

Contents of display items No. Display Items Contents

11.

Collection period (only for Local trend)

13.

14.

15. 16.

Connection Change button (only for Remote Trend) Group information (only for Local Trend) Archive (only for Local Trend) Replay (only for Local Trend)

Change over displays of Group as well as the Group itself for which you are currently collecting data.

Display information about the collection group and changes the collection status. This is used to list/archive/delete the trend data file. Graph display is also possible by specifying collection files here. This is used to list/delete/graph display (replay) the archived data file.

Shows the data collection status Collecting: data is being collected by manual mode or automatic mode

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3J LNG AL WOSAIL


Section 9. Detail display

Display Item and Contents No. Display Items Contents

Detail Display provides faceplate information that is equivalent to the one Group Display, and detailed configuration and setting parameters associated with the Point name. Through the Detail Display, the following change operation can be made: - PID tuning parameters - Alarm trip point - Point Active/Inactive - Point configuration parameter - Others Section 10. System configuration / Command Menu Display System Configuration/Command Menu Display provides a tool to change system-wide parameters that need to be changed at on-line concurrently with normal plant operation and to shutdown the Harmonas system safely to prevent database corruption etc. Below is a main menu of the display. - Group Assignment : Set-up title TagName for Group Display - Graphic / Trend Assignment : Set-up Graphic Display Name and Trend Title - Alarm Sound Configuration : Set-up Alarm Sound On / Off and Tone - Print Screen configuration : Set-up Print Screen Enable / Disable - Set-up ShipClock : Set-up ShipClock - Close Screen : Display Screen Saver - Station Shutdown : Shutdown / Restart this Station

1.

Selection of Displayed Events

The type of the set event is displayed. When alarm/message/sequence-event/SOE is selected, the selected unit/area is also displayed. When operator-change/system is selected and a console is specified, the console is also displayed.

2.

Display Start Date

The display start date set in the setting dialog is displayed.

3.

Printer Name

The printer name selected by the Print button is displayed.

4.

Display End Date

The display end date set in the setting dialog is displayed.

5.

Status Display

The display status is displayed. - When the screen is displayed : default - While the event is being searched : in progress - When the transaction is complete : complete - When no data is specified : no data

6.

Overflow Display

Displayed when there are more than 2,000 display events.

7.

Page operation Button

Used to display the next/previous pages.

8.

Page Number

Current page number/number of total pages.

9.

Re-display Button

Used to re-display the screen with the current display settings.

10.

Setting Button

Used to set display items.

11.

Print Cancel Button

Used to cancel the print operation.

12.

Print Button

Used to print out all of the displayed events.

Section 11. Local Event Display This is to display / print the history of various events output on the log file such as process alarms, messages, sequence events or system events. Over a maximum of 2,000 lines, the message “Overflow occurred” is displayed. The event history to be displayed can be selected by date, type of unit/area/console. The displayed event history can be printed out.

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3J LNG AL WOSAIL


Part 4 : Cargo System 4.1 Cargo Piping System ......................................................................... 4 - 2 4.1.1 Cargo System Piping Systems ................................................ 4 - 2 4.1.2 Material and specification of pipes and fittings ...................... 4 - 5 4.2 Cargo Tank Pressure Control System ................................................ 4 - 7 4.2.1 Cargo Tank Pressure Control .................................................. 4 - 7 4.2.2 Cargo Tank Vent Control ........................................................ 4 - 7 4.2.3 Mode Selection ....................................................................... 4 - 8 4.3 Cargo Pumps.................................................................................... 4 - 10 4.3.1 Main Cargo Pumps ............................................................... 4 - 10 4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14 4.3.3 Emergency Cargo Pump ....................................................... 4 - 18 4.4 Cargo Compressors.......................................................................... 4 - 22 4.4.1 HD Compressors................................................................... 4 - 22 4.4.2 LD Compressors ................................................................... 4 - 28 4.5 Boil-off / Warm-up Heater ............................................................... 4 - 34 4.6 LNG Vaporizer................................................................................. 4 - 36 4.7 Forcing Vaporizer ............................................................................ 4 - 38 4.8 Custody Transfer System ................................................................. 4 - 40 4.8.1 Radar-Based Level Gauging ................................................. 4 - 40 4.8.2 Float Level Gauge................................................................. 4 - 48 4.8.3 Trim-List Indicator................................................................ 4 - 50 4.9 Nitrogen Production System............................................................ 4 - 52 4.10 Inert Gas and Dry Air System........................................................ 4 - 54 4.11 Gas Detection System .................................................................... 4 - 58 4.12 Cargo and Ballast Valve Control.................................................... 4 - 60 4.12.1 Cargo Valve Control System............................................... 4 - 60 4.12.2 Ballast and F.O Valve Control System ................................ 4 - 64 4.12.3 Emergency Shutdown System ............................................ 4 - 68 4.12.4 Ship Shore Link .................................................................. 4 - 71 4.12.5 Mooring Load Monitoring System ..................................... 4 - 75 4.13 Relief Systems ............................................................................... 4 - 80 4.13.1 Cargo Tank Relief Valves.................................................... 4 - 80 4.13.2 IBS & IS Relief Valves ....................................................... 4 - 80 4.14.3 Pipe Relief Valves ............................................................... 4 - 80

Part 4 Cargo System st

1 Draft / 2004. 10. 29

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.1a Cargo Piping System

KEY CG900

CG922

OF

CG913CG909 CG920

ESD

CL011

CS011

CL013

CS023

CS013

ESD

CL021

CS021

CG073

ESD

CS031

CG071

CS033

ESD

CL031

CL033

CL023

IGG LINE

SYMBOL

CG918

NO.2 B.O/W.U HEATER

NO.1 L/D COMPRESSOR CG906 CG914CG910

ESD

FM004

CG902

OF

VF

OF

NO.2 L/D COMPRESSOR CS904

DESCRIPTION

SYMBOL

GLOBE VALVE

BELLOWS TYPE EXPANSION JOINT

BUTTERFLY VALVE HYD. OPERATED BUTTERFLY VALVE (OPEN/SHUT TYPE) HYD. OPERATED BUTTERFLY VALVE (THROTTLING TYPE) HYD. OPERATED GLOBE VALVE (FLANGE OPEN/SHUT TYPE) HYD. MOTOR DRIVEN GLOBE VALVE (THROTTLING TYPE) LIFT CHECK NON RETURN VALVE (GLOBE / ANGLE)

CS906

SPECTACLE FLANGE OF

OF:ORIFICE VF:VORTEX

FLANGE METER

CONICAL TYPE STRAINER CG929

CS903

OF

LNG VAPORISER

FM005

CS902

CS901

CS905

Y-TYPE STRAINER

FORCING VAPORISER

SP02

RADAR BEAM TYPE TANK LEVEL GAUGE

SWING CHECK VALVE

F

FLOAT TYPE TANK LEVEL GAUGE

SCREW DOWN NON RETURN VALVE (GLOBE / ANGLE)

EMERGENCY SHUT DOWN SYSTEM

CONTROL VALVE

FLOW DIRECTION

NEEDLE VALVE

TIGHTNESS DIRECTION

RELIEF VALVE PILOT OPERATED TYPE

CG704

OF

CG703

FROM INERT GAS/ DRY AIR PLANT

CG707

CG708

CG706

R

ESD

CG705

DESCRIPTION

SPOOL PIECE

BLIND (BLINK) FLANGE CG928

CG930

FM006

CG924

STRIPPING/SPRAY LINE

MIST SEPARATOR

CG901

OF

LNG VAPOUR LINE

CS025

CS035

CG904

NO.2 H/D COMPRESSOR CG905

CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CL041

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

LNG LIQUID LINE

CG907 CG915CG911

CL043

CARGO MACHINERY ROOM (STBD ONLY)

GATE VALVE

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004. 10. 29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05

CS105 FOR ISB STRIP.

SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405

FOOT VALVE NO.2 (S) NO.1 (P)

CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404

SA451 SA453 SA455 SA457 SA459 SA450, SA452, SA454, SA456, SA458,

FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG702

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


4-1

S

NO.1 CARGO TANK C

C

S


Part 4 Cargo System


3J LNG AL WOSAIL Part 4 : Cargo System

4.1.1 Cargo System Piping Systems

4.1 Cargo Piping System

1. Liquid Lines

(See Illustration 4.1a) General

One (1) liquid header shall be led between No. 1 and No. 4 cargo tanks on the trunk deck and shall be connected with the crossovers.

The cargo piping system is illustrated in a simplified drawing showing only the principal features of the system (See illustration 4.1a).

One (1) liquid connection shall be branched off the liquid header and led to each cargo tank.

Two (2) main liquid, one (1) main spray and one (1)main vapour crossovers, common to all cargo tanks, shall be provided. Four (4) liquid shore connections and one vapour connection shall be provided at each side of the vessel.

In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom, and one (1) cargo filling line extended to the bottom shall be provided. In addition, a well shall be provided for lowering down the emergency cargo pump. These lines shall penetrate the liquid dome and shall be connected to the cargo liquid branch for each tank.

On common liquid header, one common vapour header, one common gas header and one stripping/ spray header shall be provided. The liquid lines terminated at the bottom at the aft end of each cargo tank. The liquid domes extend from inside the cargo tank up to a suitable height above the weather deck. The vapour line shall be connected at the middle of each tank dome.

The loading line shall be equipped with a striking plate at the bottom. The following valves shall be provided near the liquid dome.

Draining piping shall be arranged, if necessary, so that the liquid in cargo piping can flow down into cargo tanks from shore connections. An electrical bonding system shall be provided throughout to ensure that potential differences shall be avoided. Small drip and upper spray shields of 316L stainless steel shall be provided on all flanged connections in liquid cargo lines (fixed and removable type). Fluid velocities: The pipelines shall be designed for the following velocities during the normal loading and discharging procedures. Higher velocities shall, however, be used for other procedures, such as warming up operation, gas freeing, inerting and aeration where increased frictional losses are acceptable. • LNG and LN2 liquid lines 7m/sec: in general, maximum liquid flow rates shall not exceed 10m/sec except at the shore connection, where 15m/sec will be allowed. • Vapour lines Maximum vapour flow rate shall not exceed 40m/sec except at the shore connection.

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1 Draft / 2004. 10. 29

The float level gauge line shall be fitted with a cryogenic gate valve for removal of the gauge assembly with the cargo tank in service. Suitable means shall be provided to enable removal of the radar level gauge electronic parts with the cargo tank in service.

A hydraulic remotely operated globe valve and swing check valve for discharge line of each cargo pump. The swing check shall be located inside the cargo tank, immediately adjacent to the outlet of the cargo pump.

2. Stripping/Spray Lines

-

A hydraulic remotely operated butterfly valve for each cargo filling line.

-

A hydraulic remotely operated globe valve and lift check valve for the discharge line of the emergency cargo pump.

One (1) spray connection shall be branched off the spray header and led to each cargo tank.

-

All cargo and associated piping shall be laid on the trunk deck. Special attention shall be given to the arrangement in way of the dome area to allow safe and easy access for maintenance work.

Liquid dome connections: - Two (2) discharge lines. - One (1) filling line - One (1) emergency pump column - One (1) spray pump discharge line - Two (2) group of spray lines for tank cooling purpose - One (1) spray return line - Five (5) fixed tubes for cargo sampling - Instrumentation and electrical connections as required - One (1) radar CTS level gauge line - One (1) float level gauge line - Two (2) safety relief valves. - Pilot pipe of safety relief valve - One (1) safety valve outlet for cargo piping

-

A hydraulic remotely operated butterfly valve to the liquid header.

A connection between liquid line and safety return line shall be provided for purging. A connection between liquid line and spray line shall be provided for liquid filling. Those portions of the liquid line where liquid may be blocked between two (2) valves shall be protected by spring loaded pressure relief valves. The cargo liquid and spraying header shall be protected by at least two (2) relief valves, one on the fore part, one at the aft part. Relief valve set pressure shall be equal to the design pressure of the system. The relief valve shall discharge vapour to the cargo tank. In order to allow any tank to be put out of service, the outlet piping of these relief valves shall be connected to at least two (2) different cargo tanks. A spool piece with blank flanges shall be provided for closing the connection to the cargo tank not being connected. A non return valve shall be fitted at the tank connection.

4-2

The Spray Header shall be led between No. 1 and No. 4 cargo tank and shall be connected with crossovers at the shore connections and each tanks.

Valves shall be provided in the spray header to avoid unnecessary cooling down of header sections. The system shall be used for cooling down the cargo tanks before loading as necessary. At initial cooling down, the liquid shall be fed from shore to the spray header through the liquid crossover. The spray header shall be connected to two (2) groups of spray nozzles in each cargo tank. Liquid nitrogen will be supplied to the LNG vaporizer through the spray lines from the cargo manifold. The liquid supply to the spray header shall be remote controlled by throttling the valve of the spray return line. The spray nozzles shall be located along the top edge of the top chamfer of the tanks. The nozzles in each cargo tank shall be installed depending on the tank size. The capacity of the spray nozzles shall be decided based on the initial cooling down of the cargo tank and cooling down before loading at the end of the ballast voyage.

Part 4 Cargo System

3J LNG AL WOSAIL Filters shall be provided in the spray lines to the nozzles in the tank. The following valves shall be provided near each liquid dome. A hydraulic remotely operated globe valve and lift check valve for the discharge line of each stripping / spray pump. - A hydraulic remotely operated globe valve on the common line and hydraulic remotely operated globe valve for each spray nozzle inlet line. - A hydraulic remotely operated globe valve on the spray return line. A hydraulic remotely operated globe valve for the connection to cargo tank liquid branch.

Cargo Operating Manual The cargo manifold consisting of four (4) liquid lines and one (1) vapour line arranged L.L.V.L.L shall be provided port and starboard on platforms above the main deck and be in compliance with OCIMF standards at the loading and discharging ports.

Load bearing shall be designed to absorb the loads of an ESD II condition.

Manifold height above the keel shall be approximately 30.8 m.

Manifold connections

The spacing between liquid and vapour lines shall be 3.0m. The distance between the ship manifold flanges and the ship’s side shall be about 3.5m.

Cargo handling shall be by means of liquid and vapour pipeline systems above the deck.

The distance between the bottom edge of the manifold flange and the top of the deck or working platform shall be about 900mm.

Manifolds for the cargo shall comply with the recommendations of OCIMF Class (B) category and consider loading and unloading terminals’ arm installation.

Nitrogen supply and purging connections shall be fitted on the pipes close to spool pieces.

-

3. Vapour Lines One (1) vapour header shall be led between No.1 and No.4 cargo tanks, used for gas handling operations such as loading and discharging of cargo, warm up and cool down. This header shall be led to each cargo tank via a vapour branch line, provided with a manually operated butterfly valve and a spectacle flange, and connected to the vapour crossover which leads to the shore connection.

The shore connections shall consist of: - Two (2) 600mm dia. liquid crossovers connected to the fore and aft liquid header and terminating with a Y branch at each end. A hydraulically operated butterfly valve with emergency shutdown and a manually operated butterfly valve shall be fitted to each manifold liquid line, both fitted with a hinged blank flange. - One (1) 600 mm dia. vapour crossover connected to the fore and aft vapour header and terminating at each end with one (1) hydraulically operated butterfly valve fitted with a hinged blank flange.

One (1) vapour return line shall be provided between the H/D compressor discharge and the vapour crossover at the shore connections for discharging cargo vapour during loading, warming up, cooling down and inert gas purging operations.

The outer length of each manifold up to the first support shall be increased to schedule 40S pipe for the loads imposed by hard-arms, and shall be provided with a pressure gauge and drain connection.

Pressure control devices shall also be provided to vent excessive boil-off vapour to the atmosphere through No. 1 vent mast.

Water curtain pipes (90-10 copper-nickel) shall be provided at the ship’s side in way of each loading station to protect the side shell during loading and discharging. (Not spraying type, film type).

The pressure control of vapour to shore shall be provided by automatic remote control from the IAS.

The water curtain pipe shall be fitted with a drain valve at the lowest point.

4. Gas pipe connection

Sea water for the sea water curtain shall be supplied from the fire and wash deck main line near the loading station.

-

One (1) vapour return/ boil off line. One (1) fixed tube for cargo sampling.

Sea water hose connections shall be provided for de-icing the cargo manifolds.

One (1) emergency vent header shall be led between No.1 and No.4 cargo tanks, used for tank gas freeing operations.

All remotely operated valves as well as emergency shutdown valves shall be operable from the IAS and valves shall be capable of manual operation locally at the solenoid rack and by hydraulic hand pump in general.

This header shall be led to near each vapour branch line and connected to the vapour branch line using an expansion bellows type spool piece which is provided separately. The Emergency Vent line shall not be insulated.

There shall be no permanent connections between liquid and vapour headers.

5. Cargo manifold Cargo manifold arrangement: Loading stations shall be provided port and starboard on a platform above the upper deck as shown on the G.A.

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1 Draft / 2004. 10. 29

Spool pieces or equivalent shall be provided for temporary connections.

Manifold flanges shall be 12” ANSI 150lbs RF for both liquid and vapour manifolds. Connection for loading marine diesel/gas oil, fuel oil and fresh water shall be adjacent to the cargo manifold, fore and aft. Strainers, distance pieces and reducers Twelve (12) sets of manifold strainers (six (6) for discharging and six (6) for loading) shall be provided and stored in a water tight box on the loading platforms. Strainers when in use shall be located in the manifolds immediately inboard of the presentation flanges. Cargo reducers shall not be provided but eight (8) adapter pieces shall be provided suitable for connecting shore arms having hydraulic quick connect/disconnect couplers. The adapter pieces shall be stored in a watertight box on the loading platforms. The material of the strainers shall be AISI 316L. Strainers provided shall be a 20 gauge and 60 gauge mesh type in accordance with SIGTTO recommendations. Cargo jettisoning A portable nozzle for cargo jettisoning shall be supplied capable of connection to any manifold liquid line port or starboard. The nozzle mounted shall extend not less than 3 meters outboard of the ship’s side and it shall be designed to achieve an outlet velocity of 40 m/sec at the delivery capacity of two (2) main cargo pumps operating simultaneously.

Lifting and support arrangements for spool pieces and small davits for handling manifold blanks and adaptor pieces shall be provided. Expansion and/or sliding arrangements for shore connections to compensate for thermal connection of the cargo lines shall be provided.

4-3

Part 4 Cargo System


3J LNG AL WOSAIL 6. Loading platform The loading platform shall be of stainless steel (SUS 304) with coaming and one (1) drip tray made in AISI 316L with stainless steel support shall be provided under each manifold side in accordance with the OCIMF standards. Details shall be to Buyer’s approval. GRP grating on the manifold deck shall be provided within the area surrounded by the coaming, including stainless steel (SUS 304) grating inserts in load bearing areas. Means shall be provided to deflect a spill of LNG overboard to facilitate the rapid escape and evaporation of the liquids in accordance with the OCIMF standards. A separate coaming with drain plug shall be installed around the bunker manifold. 7. Vent masts for cargo tanks Four (4) vent masts about 14.2m high above the trunk deck shall be provided and fitted with a nitrogen purging connection complete with isolating valve. The vapour header shall be permanently connected to the forward vent mast which shall be fitted with a pressure control valve and a trip closing arrangement, operated from the IAS & W/H, with a manual override.

The fuel gas master valve of the emergency shut down system shall be opened automatically from the burner logic, and shall be closed manually from the engine sub control room, from the CCR and from the wheelhouse. When manually closed, remote operation of this valve shall be prohibited.

The guide pipe for the portable cargo pump and the two (2) main cargo pump discharge lines shall form part of the pump column structure. The pump guide pipe shall be used when lowering the emergency cargo pump. A spring loaded foot valve shall be provided at the bottom of the pump guide pipe.

The valve shall be automatically closed by;

The main cargo pumps, cargo stripping/spray pump, cargo loading line, pipes for level gauging equipment, temperature sensors and other necessary fittings shall be accommodated within the pump column structure.

-

High gas content in vent hood and fuel gas pipe duct. Fuel gas pipe duct vent fan failure Boil-off/warm-up heater high or low outlet temperature Engine room ventilation failure (min. 2 fans) Black-out Emergency shutdown High or low gas pressure Both boiler trip Others according to Rule requirements

The duct shall be ventilated by two (2) exhaust fans and shall be connected to a vent hood. A nitrogen purge system, stop valves and automatic cut off valves shall be provided. One (1) indicating and integrating flow meter shall be fitted on fuel gas piping outside the cargo machinery room. The integrating unit and indicating unit shall be located in the IAS.

Material of pump column is generally stainless steel 304L. The lower support of the pump column shall be fitted to the inner hull in accordance with GTT’s design. One (1) welded type liquid dome shall be arranged at the aft part of each cargo tank and one (1) gas pipe shall be arranged in the mid-part of each cargo tank as shown on the General Arrangement drawing. The size, details, construction, insulation and pipe penetrations shall be in accordance with GTT’s design. The liquid dome cover and pipe penetration material shall be stainless steel 316L in accordance with the design philosophy of the cargo system materials specification.

Gas detection shall be arranged as specified in chapter 7. Alternative arrangements may be proposed subject to Buyer’s approval. 9. Pump column, liquid dome and gas pipe

The vent mast shall be of stainless steel pipe (SUS 316L). A bottom plate and a drain connection with a small drip tray shall be provided at the bottom of each vent mast. A ladder shall be fitted on the vent mast for access to the head of each mast top, and wire rope stays shall be provided to prevent vibration of the mast. The top of each mast shall be fitted with a stainless-steel wire-mesh protection screen, cowl and drain provision, and designed to prevent rain from entering the mast but allow gas to escape vertically upwards. An access platform shall be provided for maintenance. 8. Boiler fuel gas line A boiler fuel gas pipe line from the cargo tank area to the boilers shall be arranged. The fuel gas pipe line shall be connected with butt welded joints for the pipe line from the cargo tank area to the engine room bulkhead.

The materials and design of the pump column, liquid dome and gas pipe shall comply with the latest issue of GTT relevant documents, data and information, and mutual agreement between GTT and the Builder. Construction standards and detail design shall be developed by GTT. The builder shall produce production drawings subject to the approval of Class and the buyer, and inspection and supervision by GTT during construction. One (1) pump column shall be installed at the aft end of each cargo tank. Design and installation shall be integral with the liquid dome in accordance with GTT design. The column structure shall be designed to slide vertically to reduce thermal stresses during cooling down and warming up of cargo tanks. The design shall be take into account sloshing loads, dynamic loads due to vessel motion, vibration and loads in way of attachments, for following filling limits: 0~10% cargo tank length and 80%~98.5% (exceeds design target of 70%)of cargo tank height. Consideration shall be given for suitable design changes, if needed, in case other filling limits are acceptable for GTT and Class.

The fuel gas master valve shall be located in the cargo machinery room after the boil-off/warming-up heaters.

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1 Draft / 2004. 10. 29

4-4

Pipe penetrations through the liquid dome shall be minimized as far as practicable in compliance with GTT’s recommendations and design. In order to improve the piston effect during some operations, deflection plates shall be provided at the end of the vapour line in cargo tanks. 10. Sampling, drain and purge connections Each of the following locations shall be provided with sampling and/or purge connections where applicable, and drain connections shall be provided where necessary. Each point shall be fitted with a double shut-off valve and a pressure gauge connection. Sample valves that are not connected to open ended pipe work shall be provided for use during line purging, including sample points around all cargo machinery and at spool piece connections. -

Each cargo manifold Each filling and discharge line at cargo tank Each end and mid point of liquid header Each end and mid point of vapour header Each end and mid point of emergency vent line Each vent mast (drain connection only) Each insulation space

Part 4 Cargo System


3J LNG AL WOSAIL -

Each vapour connection Emergency pump column Pipe duct for float level gauge Inlet/outlet of the compressors, heaters and vaporizers Inlet of the tank safety relief valve Each spool piece Fixed sampling tubes for tank liquid dome (5 points per tank) Boiler fuel gas line Other necessary points

A Purging connection for the cargo manifold shall be provided with quick connection.

4.1.2 Material and specification of pipes and fittings General

3. Gaskets The specifications described in this section shall be applied to the cargo piping. The design temperature and pressure, pipe wall thickness and the material of pipes, flanges, valves and other major systems shall comply with the section 343 piping application. 1. Pipes

11. Vapour flow measuring system

Piping shall be designed to allow for stress due to thermal expansion/contraction and deflection of the vessel’s structure and to be adequately protected against mechanical damage.

Flow-meters shall be supplied for; - Forcing vaporizer discharge flow - LNG vaporizer discharge flow - Vapour from shore - Vapour to shore - Vapour to atmosphere

The bending radius at the centreline of bends of stainless steel and carbon steel pipe shall not be less than 1.5 times the nominal diameter of the pipes. Small radius bending of pipe shall be fabricated with welded elbows, having a radius approximately equal to nominal diameter of the pipe.

Vortex type flow-meter for; - Boil-off gas line to boiler - N2 flow to barrier space (25A) - N2 flow to purging header (25A) - N2 flow to engine room BOG line purge (25A) The orifice type flow-meters shall show the indication only, with integration calculated by the IAS. The vortex type shall show indication and integration.

Where branch lines are relatively small compared to the main line, welding outlets may be used instead of tees.

Cargo tank dome and vapour line penetration pieces of piping shall be in accordance with GTT’s design and recommendations. Other penetration pieces of water and gas tight bulkheads, decks or tank top plating shall be in accordance with the Builder’s standard practice and with the Buyer’s approval.

Gaskets for cryogenic service piping shall be used as follows - Gaskets on deck: Graphite vortex type - Gaskets inside tank: Graphite vortex type - Gaskets for pump discharge inside tank: manufacturer’s specifications.

According to the pump

Due attention shall be paid to avoid the gasket protruding within the free area of the corresponding pipe. 4. Expansion joints For pipes on the weather deck, expansion loops shall be used on the liquid lines and bellows type expansion joints shall be used on the vapour lines. Bellows type expansion joints shall be used to protect piping from excessive strains due to thermal movement and vessel deflections. Expansion bellows shall be flanged type except in the gas connection and fuel gas line around the accommodation. The expansion bellows shall be of multi-ply design with INCOLOY 825 for the outer layer and stainless steel 316L for inner layers.

Material of spool pieces shall be the same as the corresponding piping. 5. Bolts, nuts and U bolts

The total flow rate of boil-off gas supplied to the main boilers shall be measured. The measurement, compensated for variations in temperature and pressure shall be displayed and recorded. The total recording and measurement system accuracy shall be better than ±3%.

2. Pipe joints Butt welded joint for cargo piping shall generally be used except where necessary to provide removable joints such as flanges, unions, sockets and expansion joints, subject to the requirements of the Class. Weld-neck raised-face flanges shall be used in piping for low temperature service in general except for piping inside cargo tanks and open ended piping on deck, where slip-on welded flat-face flanges shall be used. Weld-neck raised-face flanges for low temperature service shall be to ANSI #150 pound rating.

The material of bolts, nuts and U bolts for piping shall be stainless steel except where otherwise specified. -

Bolts and studs / Nuts for cargo piping : ASTM A320 B&M CLASS II/ ASTM A194 M* U bolts/ Nuts : SUS 316

Bolts and studs shall be strain hardened type. Bolts, nuts and all fitting inside tanks shall be secured in order to prevent bolts, nuts and all fittings from loosening. 6. Electrical bonding

Welded connections shall be used to the first valve flange of branch connections in cargo piping for accessory lines and instrumentation lines. For non-cryogenic parts of the cargo piping screwed connections may be applied, subject to Owner’s approval on a case by case basis. Fabricated tees shall be used throughout the piping for low temperature service in general.

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1 Draft / 2004. 10. 29

4-5

The liquid and gas lines shall be carefully electric-braid bonded to the ship’s hull. All flanges shall be bridged with stainless straps bolted at both ends. The end flanges adjacent to pumps, compressors and other units shall include plugs for subsequent maintenance dismounting. Cross-pipes shall be bonded directly to the hull.

Part 4 Cargo System


3J LNG AL WOSAIL In accordance with the GTT design, earthing arrangements shall be made to prevent electrostatic build up within the tanks. A potential-equalizing device shall be provided in order to electrically bond the ship’s lines to the shore installations before loading and unloading operations. 7. Pressure gauges and Thermometers Pressure gauges for the cargo handling system shall be glycerine filled type.

The insulation shall be covered with a moulded GRP cover to act as a tough water and vapour-tight barrier. Special attention shall be paid to the ends of the insulation section and thermal expansion/ contraction arrangements to avoid humid air entering into the insulation in service and during construction. To absorb the contraction stresses of the insulation, glass wool shall be used between the pipe and the primary layer, and between the primary and secondary layers. No glue shall be applied between the pipe and the primary layer insulation.

Thermometers for the cargo handling system shall be gas filled type. Preformed high density polyurethane foam shall be used in way of support parts. Material of the external body of pressure gauges and thermometers shall be SUS 316L stainless.

The fuel gas line outside the engine room shall be insulated to avoid temperature drop in the fuel gas (one layer x 30mm).

8. Pipe supports The following portions shall not be insulated. Pipes on deck exposed to low temperature shall be supported by U-type bolts and/or clamp anchoring pieces of stainless steel at suitable intervals to avoid vibration, taking into consideration the movement of the pipes. Support for piping adjacent to shore connections shall be reinforced against abnormal loads on the loading arm. Anchoring pieces shall be welded to pads on pipes, not directly to the pipe. Sliding supports shall be provided with PTFE material or equivalent between fixed and moving parts. There shall be no metal to metal sliding contact. Position and type of pipe supports and anchors shall be chosen to avoid stress concentrations. Consideration shall be given during detail design of pipe supports to reduce maintenance, by using closed type profiles or pipes as far as possible. Details shall be in accordance with the builder’s practice with buyer’s approval.

-

Pipes in cargo tanks Safety relief piping, including vent masts Valves, bellows type expansion joints and flanges Nitrogen gas supply lines and pressurisation lines Gauge and drain pipes Anchor stoppers Sampling lines

The thickness of insulation shall be as follows. Nominal dia. of pipe Insulation thickness (mm) (mm) Liquid cargo line Cargo vapour line 25 and below 30 (1 layer x 30) 30 (1 layer x 30) 32 to 100 50 (2 layers x 25) 40 (2 layer x 20) Above 100 80 (2 layers x 40) 60 (2 layer x 30) Details of insulation shall be submitted to the buyer for approval before installation.

9. Pipe line insulation The cryogenic piping system outside the cargo tank shall be insulated with rigid P.U Foam or equivalent, suitable for temperatures up to + 80oC. The foam shall be self-extinguishing type. In general the pipe insulation shall be of two (2) layer construction, with each layer able to slide smoothly against the other (except small pipes (under 25mm) and the fuel gas line).

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1 Draft / 2004. 10. 29

4-6

Part 4 Cargo System


3J LNG AL WOSAIL 4.2 Cargo Tank Pressure Control System

4.2.2 Cargo Tank Vent Control

2. Tank Protection Vent Control

4.2.1 Cargo Tank Pressure Control

Vent control valve CG702 is controlled from the IAS and has four control levels as follows:

In the tank protection vent mode, the vent control valve CG702 will open to full flow (100% capacity) when a pressure on the vapour header exceeds the set value 23 kPa. The valve will stay in this mode until the pressure registered on the vapour header drops below 21 kPa at which point the valve will close. In the tank protection vent mode, the manual vent is inhibited and vent control at vent mode is disabled and manual operation of the vent valve is not available. Vapour venting valve is locked in auto mode. This function has second priority.

1. Over Pressurising To protect the cargo tanks from being over pressurised due to natural boil off, the gas has to be burned by the boiler or vented to atmosphere. The LD compressors will supply the natural boil off gas to the boilers as fuel gas to keep the vapour header pressure stable. If the boilers require less fuel gas than that which is naturally boiling off, the vapour header pressure will increase. To prevent an increase in the pressure the boiler control system will have to use more fuel gas thus producing more steam than is needed for the steam system. This excess steam has to be dumped. 2. Under Pressurising To protect the cargo tanks from being under pressurised the LD compressor logic has two (2) tank pressure protection controllers; one for Ballast mode and one for Laden mode. The controller for the LD compressor shall limit the compressor capacity when the vapour header pressure falls below a set pressure of 2 kPa. The minimum capacity control for the LD compressor will be reset when the pressure increases up to 5 kPa. When the vapour header pressure falls to 3.0 kPa, a FO Auto Backup signal will be sent to the burner management system (BMS) to start a FO burner. The FO Auto Backup signal will be reset when the pressure increases to 3.5 kPa. At Very Low cargo header pressure (1.0 kPa) a FO Boost Up signal will be sent to the boiler management system and the LD compressor stop sequence is initiated. The FO Boost Up signal will be reset when the pressure increases to 1.5 kPa.

1. Vent Inhibit 2. Tank Protection vent Control. 3. Vent Control at “Vent” mode. 4. Manual Operation. The order of the control priority is : 1 > 2 > 3 > 4 Table 1 Vapour header pressure and related function Vapour Header Pressure

Function

Remark

25 kPa

Cargo Tank Pressure Relief Valve Open

Each Tank

23 kPa

Vent Valve Opens Automatically (100%)

IAS

22 kPa

High High Pressure Alarm

IAS

Vent Valve Closes Automatically (0%)

IAS

Press Up

Press Down

21 kPa 20 kPa

PT

High Pressure Alarm

IAS

19 kPa

4 kPa

Gas management system

IAS

5 kPa

2kPa

Tank Protection Control (zone up to 5 kPa from 2 kPa)

IAS

Absolute Pressure Control (above 5 kPa)

IAS

5 kPa 3.5 kPa

Reset the FO Back-Up Order

IAS

2 kPa

Cargo Tank Pressure Low Alarm

IAS

3 kPa

FO Back-Up Order to Boiler Control System Cargo Tank Pressure Low Alarm

IAS

2 kPa

Tank Protection Activate Cargo tank Low Low Pressure Alarm ESDS Activate Vapour Header Low Low Pressure Alarm

IAS

Reset the FO Boost-Up Order

IAS

1 kPa

FO Boost-Up Order

IAS

-1 kPa

Cargo Tank Vacuum Relief Valve Open

1.5 kPa

The ‘Ballast’ and ‘Laden’ mode controllers will limit the available BOG flow to the boilers when the cargo header pressure falls below a set pressure.

CG702

3. Vent Control at “Vent” Mode In vent mode, the IAS controls the opening of the vent control valve (CG702) according to the vapour header pressure while BOG is being routed to the engine room for burning in the boilers. In this mode, the manual operation of the control valve is not available. In this mode the vent valve is opened 100% and closed 0%. This function has third priority. 4. Manual Operation When any of the above automatic controls are not activated, the IAS doesn’t manipulate the valve position controller and the vent valve can be manipulated by the operator.

In the manual vent inhibit mode, the vent valve will stay closed when the vent inhibit order is set from the wheelhouse or telegraph astern signal. In this mode manual operation of the vent mast valve is not available. The tank protection vent mode will override the manual vent inhibit and open the valve under high vapour header pressure. This function has first priority.

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Vapour manifold

Each Tank

1. Vent Inhibit

1 Draft / 2004. 10. 29

Open : 230 mbar Close : 210 mbar

4-7

When the vent control valve is under automatic control of the IAS (under the conditions 1, 2, 3 above), point mode of the valve position controller is fixed at P-AUTO mode, and manual operation of the point is not available.

Part 4 Cargo System


3J LNG AL WOSAIL 4.2.3 Mode Selection

Fig. 1 Ballast and Laden Mode Logic

1. Ballast and Laden Mode There are two pressure controllers, one for Laden Voyage and one for Ballast Voyage, in the GMS that tell the Boiler Management System (BMS) how much boil-off gas is available to the burner or how much gas has to be released to atmosphere to keep the vapour header pressure at its set point. Manual inputs are the “Estimated BOG Flow” in Laden and Ballast mode and the pressure selection switch that enables the operator to select between absolute or gauge pressure (for Laden mode). The pressure controllers will protect the cargo tanks and adjust the “Available BOG Flow” according to its set point. To control the vapour header pressure either the ballast or laden pressure controller will be active at all times. The logic is the same for ballast and laden mode but separate controllers are used for the two. Switching between Laden and Ballast mode is performed during loading / unloading.

Vapor Header Main Pressure (Abs) Vapor Header Main Pressure (Gauge) Gauge Est. BOG Flow Ballast Mode (kg/h) FeedF

Ballast mode press controller

Set

Ballast

Est. BOG Flow Laden Mode (kg/h) FeedF

Abs

Laden mode press controller

Set

Laden

1) Pressure Sensor Mode Voyage Mode Ballast

Laden

Pressure Sensor Gauge Absolute Gauge

Pressure Range Only option. When the vapour header pressure is above 5 kPa. When the vapour header pressure is below 5 kPa.

Available BOG Flow (kg/h)

Switching between absolute and gauge pressure is bump-less and can be done at any time. 2) Failsafe Handling Ballast Mode Controller Cause Vapour header pressure measurement signal failure.

Effect Controller put in manual mode with the current controller output.

Comments Gauge pressure.

3) Failsafe Handling Laden Mode Controller Cause Vapour header pressure measurement signal Failure. Vapour header pressure measurement signal Failure.

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1 Draft / 2004. 10. 29

Effect Controller put in mode with the controller output. Controller put in mode with the controller output.

manual current

Comments Gauge pressure.

manual current

Absolute pressure.

4-8

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.3.1a Main Cargo Pumps

Characteristic Curve of Cargo Pump

DISCHARGE

STATOR COIL

SHAFT

Height fromInducer Inlet

BALL BEARING

200

H

180

160

100

140

80

120

E

60

500

40

ROTOR CORE

4

400

20

STATOR CORE

3

300

0

2

200

1

100

2,270 mm

Total Head H (m)

Pump Efficiency E (%)

Shaft Horse Power P (kW)

NPSHR Hs (m)

CABLE

Pump Down Hd (m)

TERMINAL BOX

P

Hs

Hd

0 0

BALL BEARING

500

1,000

1,500

2,000

BALANCE SEAT

Capacity Q (m3/h) IMPELLER

SUCTION STRAINER INDUCER

810 mm

SUCTION

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1 Draft / 2004. 10. 29

TANK BOTTOM

PUMP Capacity Total Head Suc. Head Liquid Name Temperature Specific Gravity Minimum Flow

4-9

Motor : : : : : : :

1,700 m3/h 155 m –m LNG -163 ˚C 0.5 650 m3/h

Output : 530 kW Synchronous Speed : 1,800 rpm Electric Source : AC 6,600V 60 Hz

Part 4 Cargo System


3J LNG AL WOSAIL 4.3 Cargo Pumps

2. Operation

4.3.1 Main Cargo Pumps

Preparation for Operation (Starting condition) Before starting the pump, the following should be confirmed.

1. General Description (See Illustration 4.3.1a)

1) The overall insulation resistance should be more than 5MΩ.

Specification Pump Manufacturer: Pump model: Capacity rated flow: Total head: Operating temperature: Cool Down Time: Design pressure: Liquid spec. Gravity: Shaft Power : Efficiency: Direction of rotation: Discharge flange: Minimum starting level: Minimum restarting level: NPSHR/Pump down level: At rated flow: At minimum flow: Minimum flow: Motor Type: Rated Output: Synchronous Speed: Electric Power Source: Rated Current: Starting Current: Insulation class:

Min. Starting voltage: Min. Resistance value for starting:

(1) After turning off the power switch provided in the starter, insulation resistance between the power cable terminal in the starter and the grounding should be measured and recorded, using a 1000V Megger tester. Shinko Ind. Ltd. SM350 1,700 m3/h 155 m -163°C 3 hours 1.0 MPaG 0.5 443 kW 81 % Clockwise ANSI 150 LB – 350A FF 1.9 m 0.7 m 1.2/0.4 m 0.5/0.2 m 650 m3/h

Vertical submerged 3-phase Induction 530 kW 1800 rpm AC 6600V/60Hz 62 A 400 A Class F 80 % 5 MΩ

The pump is of the vertical single-stage volute type with inducer and has been designed and manufactured as an LNG cargo pump. The pump and motor is of solid construction and is operated within the cargo tank and kept immersed in the liquid so that no gas explosion may happen even if sparks occur in the motor. The inducer is provided under the impeller, where the low NPSH characteristic can make the remaining liquid quantity in the cargo tank very small. Bearing lubrication and motor cooling are of forced lubricating system via the liquid handled.

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1 Draft / 2004. 10. 29

(2) If the measurements are less than 5MΩ the motor coil may be damaged, so do not start the motor.

part will contract at a different rate, resulting in damage to the parts and ball bearing due to the partial excessive heat distribution. (When loading the liquid directly to the cargo tank, the cooling down rate must be less than 50oC/h.) When the pump is cooled down over a period of more than 3 hours, since the contraction of each part is equal, no excessive heat distribution occurs and each part becomes stable. 4) The cargo pump discharge valve should be cracked open. Pump Start 1) Confirm that all the preparatory conditions described above are met. 2) Depress the start button to start the motor.

(3) The insulation resistance which has dropped lower than the requirement may recover by leaving the motor coil for a long time. Therefore, the insulation resistance of the motor coil should be measured again without fail before unloading. (4) The insulation resistance value of 5MΩ is the minimum value for starting the motor. The proper insulation value is more than 50MΩ, so it is recommended that the cause of deterioration of insulation resistance is traced and countermeasures carried out after pump operation when the measured value is below that minimum value. (5) In case the insulation resistance has lowered too much compared with the value measured when the pump was last run, it is recommended that the cause of deterioration of insulation resistance is traced and countermeasures carried out after pump operation.

Note If the discharge pressure does not rise to the required value (approx. 0.8 MPaG) or greater approximately 10 seconds after the start in direct-on-line starting, stop the motor immediately and examine possible causes. The excessively low discharge pressure means that the pump may be rotating in the reverse direction. In this case, two phases of the motor power cable should be changed over. 3) Starting the motor should be carried out only once whenever possible. In case of unavoidable restart, the frequency of starting should be according to the liquid level in the tank, as follows: (1) For starting at first unloading.

2) The liquid level in the cargo tank should be more than Approx. 1.9 meter or higher from the tank bottom.

For 1.9 meters or more from tank bottom The motor may be started and stopped by inching continuously twice. The third starting should be carried out after more than 15 minutes have passed after the second stopping.

(1) To prevent damage due to dry operation of the ball bearing, the pump should not be started when liquid level is below the minimum level. It is desirable that the minimum liquid level for starting should be more than 1.9 metres from the tank bottom, however, in unavoidable cases, it is permitted to start the pump at a level of more than 0.7metres.

For less than 1.9 meters from tank bottom The second starting should be carried out after more than 30 minutes have passed after the first stopping. (2) For starting after stopping continuous running

3) Pump and motor to be cooled sufficiently. (1) At least 3 hours must pass after loading LNG in the cargo tank. Never operate the pump within three (3) hours. Even if it is necessary to operate the pump unavoidably, for instance during sailing, the temperature in cargo tank must be less than -130oC. (2) It is necessary to cool down each part of the pump and motor sufficiently before pump operation. (In case the pump is operated when insufficiently cooled down, there is a possibility of contact between parts with fine clearance or damage to the ball bearing.) If cooling down is too fast, each

4 - 10

If the motor is stopped after continuous running, the next starting should be carried out after more than 30 minutes have passed. If the pump does not start without problems within 3 seconds of pushing the start switch, starting should be carried out after the problem has been rectified and more than 30 minutes have passed. The operation other than inching should be regarded as “Continuous Running.” “Inching” means that the operating time is less than 5 minutes.

Part 4 Cargo System


3J LNG AL WOSAIL Note 1. Since the shock load on the bearings during starting decreases the service life of the bearing, frequency of starting should be as low as possible. 2. Each time the motor is started, its temperature rises due to generation of heat. If the temperature of the motor is high during starting, gas generates in the motor with a possibility of bearing damage or coil burn out. Therefore the starting frequency of the motor should be kept to a minimum whenever possible. The temperature of a motor which has been subjected to continuous running or restrained running (impossible start) is high, and it is necessary to set the cooling time of the motor until the next start attempt as described above.

prevent such states, the operator should close down the discharge valve gradually to decrease discharge flow until the discharge pressure and electric current stabilise. If the discharge pressure continues to fluctuate or lower, repeat throttling the discharge valve as required. (1) If cavitation or gas inclusion occurs in the pump, vibration increases and impact load will act on the bearing, with a risk of shortening the bearing life.

2)Even when running close to the rated flow is difficult, the flow rate should always be within the following range: Min. Flow Rate (650 m3/h) 42 A

Rated Flow (1700 m3/h) 54 A

Max. Flow Rate (2040 m3/h) 56 A

(Above current values are the approximate values on characteristic curve.) (1) Since a discharge flow meter is not supplied on board, the “Q–A curve [Pump capacity – ampere curve]” is useful to control the pump discharge flow. It should be remembered that the current varies depending on the specific gravity of LNG. The current value also varies with the source voltage and the voltage difference between the three phases. Accordingly, the Q–A curve should be used as reference data only. (2) The bearing may be damaged by cavitation, vibration, excessive thrust, etc, at both higher than max. flow rate and lower than min. flow rate. Therefore, extended running at any range outside the design flow range must be avoided. On starting ensure that the discharge valve is slightly open, and after completion of starting (stable discharge pressure and current) open the discharge valve immediately and increase the discharge amount to approximately the rated flow. 3) When the liquid level in the cargo tank has become considerably low, the operator should operate the pump while monitoring the discharge pressure and electric current. When the discharge pressure or electric current becomes unstable and begins to fluctuate or lower, it means that cavitation has occurred or the pump is being operated in a gas inclusion condition. To

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1 Draft / 2004. 10. 29

1) Ordinary stop Depress “Stop” button with the discharge valve slightly opened or closed to stop the motor. When closing the discharge valve, stop the motor immediately. 2) Auto stop

(2) If liquid level becomes very low, there is a risk of cavitation occurring. During stripping operations, it is necessary to carry out unloading work effectively while avoiding cavitation and gas inclusion occurrence by carrying out discharge valve operation carefully as described above while watching the discharge pressure gauge and the ammeter.

Running 1) It is desirable to operate the pump close to the rated flow condition. When discharge pressure and electric current are stable after starting, the discharge valve should then be gradually opened until the unloading operation is carried out as close to the rated discharge flow as possible.

Pump Stop

4) During stripping operations, repeat discharge valve throttling operations as in the above section (3), and take great care that the pump does not stop automatically on the motor low current trip (due to a large drop in discharge pressure and electric current) or through manual stopping. Once a pump has started, carry out discharge valve operations carefully to maintain continuous running without stopping all the way to completion of stripping. Note If the motor stops during pump running, cargo liquid in the discharge piping drops, so that the impeller rotates in an opposite direction, serving as a water wheel, and it takes several minutes to come to a complete stop. If the motor is restarted during the opposite rotation, shock is transmitted to the rotating element with a risk of causing damage such as a bent shaft. 5) When the residual liquid in the cargo tank becomes extremely low even if discharge valve operation as described above is repeated, it becomes impossible to prevent a large drop in discharge pressure due to cavitation or gas inclusion. In such a case, unloading by the pump is impossible and it should be manually stopped immediately. When the liquid level in the tank has reached a prescribed minimum level, the pump should also be manually stopped. 6) Do not operate the pump with the discharge valve fully closed.

(1) If current value becomes less than 40 A, low-current trip stops the motor automatically. (Time setting point - 5 sec) (2) If current value exceeds 62 A, the motor stops automatically on high current trip. (Time setting point - 0 sec) Note “Automatic stop device” is an emergency trip device to protect the pump and motor from accidents. Therefore, at the time of the completion of unloading work, the device should be set at “ordinary stop” (manual stop). Do not set it at “auto stop” due to low current trip. Measures after Stop 1) To prevent accidental operation after use, turn OFF the starter power switch. 2) When a large amount of gas which passes through the pump and discharge piping in switching cargoes in the tank and other work even if the pump is stopped, the impeller serves as a windmill, and the pump shaft rotates. As a result, the bearing is under a dry operation condition, which may cause damage. Therefore, take precautions against generating idle rotation due to gas passing through the pump. Note IMPORTANT ITEMS IN HANDLING THE PUMP 1. Operation must not be carried out under cavitation conditions . (Especially, do not restart the pump if the low current trip has been activated with the low liquid level lower than the minimum starting liquid level.)

(1) Be careful that the discharge valve may be fully closed immediately before the completion of stripping.

2. The pump must not be operated under an idle condition (normal rotation, opposite rotation) during purging, gas switching or the like.

(2) If the pump is operated with its discharge valve almost fully closed or approximately fully closed, the liquid in the pump and motor may be heated and gasified. This may result in seizure of bearings, rotating and stationary parts, damage to the motor coil or some other accident. It may generate excessive thrust, which may also lead to damage to the bearings. It should be noted that these accidents may not occur during the operation with the discharge valve fully closed immediately on starting, however they become potential causes for accidents during subsequent operation.

3. The pump must not be operated with the discharge valve fully shut.

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Part 4 Cargo System

3J LNG AL WOSAIL


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1 Draft / 2004. 10. 29

4 - 12

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.3.2a Stripping/Spray Pumps

DISCHARGE

Characteristic Curve of Stripping/Spray Pump

Total Head H (m)


BALL BEARING


NPSHR Hs (m)

CABLE

Pump Down Hd(m)

TERMINAL BOX

ROTOR CORE STATOR CORE


1,460 mm

H

160

140

80

STATOR COIL

180

120

E

60

40

20

2.0

20

1.5

15

SHAFT

1.0

10

BALL BEARING

0.5

5

0

P

Hs

Hd

BALANCE SEAT 0 0

10

20

30

40

50

60

Capacity Q (m3/h)

IMPELLER INDUCER SUCTION STRAINER

SUCTION

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1 Draft / 2004. 10. 29

TANK BOTTOM

PUMP Capacity Total Head Suc. Head Liquid Name Temperature Specific Gravity Minimum Flow

4 - 13

Motor : : : : : : :

50 m3/h 145 m –m LNG -163 ˚C 0.5 20 m3/h

Output: 24 kW Synchronous Speed :3,600 rpm Electric Source: AC 440V 60 Hz

Part 4 Cargo System


3J LNG AL WOSAIL 4.3.2 Stripping/Spray Pumps

2. Operation

1. General Description (See Illustration 4.3.2a)

Preparation for Operation (Starting condition) Before starting the pump, the following should be confirmed.

Specification

bearing due to the partial excessive heat distribution. (When loading the liquid directly to the cargo tank, the cooling down rate must be less than 50oC/h.) When the pump is cooled down over a period of more than 3 hours, since the contraction of each part is equal, no excessive heat distribution occurs and each part becomes stable.

1) The overall insulation resistance should be more than 5MΩ. 4) The cargo pump discharge valve should be cracked open.

Pump Manufacturer: Pump model: Capacity rated flow: Total head: Operating temperature: Cool Down Time: Design pressure: Liquid spec. Gravity: Shaft Power : Efficiency: Direction of rotating: Discharge flange: Minimum starting level: Minimum restarting level: NPSHR/Pump down level: At rated flow: At minimum flow: Minimum flow: Motor Type: Rated Output: Synchronous Speed: Electric Power Source: Rated Current: Starting Current: Insulation class: Min. Starting voltage: Min. Resistance value for starting:

Shinko Ind. Ltd. SM65-2 50 m3/h 145 m -163°C 3 hours 1.0 MPaG 0.5 19 kW 52 % Clockwise ANSI 150 LB – 80A FF 1.19 m 0.41 m 0.4/0.1 m 0.25/0.08 m 20 m3/h

Vertical Submerged 3-Phase Induction 24 kW 3600 rpm AC 440V/60Hz 50 A 300 A Class F 80 % 1 MΩ

The pump is of the vertical single-stage volute type with inducer and has been designed and manufactured as an LNG cargo pump. The pump and motor is of solid construction and is operated within the cargo tank and kept immersed in the liquid so that no gas explosion may happen even if sparks occur in the motor. The inducer is provided under the impeller, where the low NPSH characteristic can make remaining liquid quantity in the cargo tank very small. Bearing lubrication and motor cooling are by forced lubricating system via the liquid handled.

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1 Draft / 2004. 10. 29

(1) After turning off the power switch provided in the starter, insulation resistance between the power cable terminal in the starter and earth should be measured and recorded, using a 1000V Megger tester.

Pump Start 1) Confirm that all the preparatory conditions described above are met.

(2) If the measurements are less than 1MΩ the motor coil may be damaged, so do not start the motor. (3) The insulation resistance which has dropped lower than the requirement may recover by leaving the motor coil for a long time. Therefore, the insulation resistance of the motor coil should be measured again without fail before unloading. (4) The insulation resistance value of 1MΩ is the minimum value for starting the motor. The proper insulation value is more than 50MΩ, so it is recommended that the cause of deterioration of insulation resistance is traced and countermeasures carried out after pump operation when the measured value is below that minimum value. (5) In case the insulation resistance has lowered too much compared with the value measured when the pump was last run, it is recommended that the cause of deterioration of insulation resistance is traced and countermeasures carried out after pump operation. 2) The liquid level in the cargo tank should be more than 1.19 metres approximately or higher from the tank bottom. (1) To prevent damage due to dry-operation of the ball bearing, the pump should not be started when liquid level is below minimum level. It is desirable that the minimum liquid level for starting should be more than 1.19 meter from the tank bottom, however, in unavoidable case, it is permitted to start the pump at the level of more than 0.41meter. 3) Pump and motor to be cooled sufficiently. At least 3 hours must pass after loading LNG in the cargo tank. Never operate the pump within three (3) hours. Even if it is necessary to operate the pump unavoidably, for instance during sailing, the temperature in the cargo tank must be less than -130oC. (1) It is necessary to cool down each part of the pump and motor sufficiently before pump operation. (In case the pump is operated when insufficiently cooled down, there is a possibility of contact between parts with fine clearance or damage to the ball bearing.) If cooling down is too fast, each part will contract at a different rate, resulting in damage to the parts and ball

4 - 14

2) Depress the start button to start the motor. (1) If the discharge pressure does not rise to the required value (approx. 0.6 MPaG) or greater approximately 10 seconds after the start in direct-on-line starting, stop the motor immediately and examine possible causes. The excessively low discharge pressure means that the pump may be rotating in the reverse direction. In this case, two phases of the motor power cable should be changed over. 3) Starting the motor should be carried out only once whenever possible. In case of unavoidable restart, the frequency of starting should be according to the liquid level in the tank, as follows: (1) For starting at first unloading. For 1.19 meters or more from tank bottom The motor may be started and stopped by inching continuously twice. The third starting should be carried out after more than 15 minutes have passed after the second stopping. For less than 1.19 meters from tank bottom The second starting should be carried out after more than 30 minutes have passed after the first stopping. (2) For starting after stopping continuous running If the motor is stopped after continuous running, the next starting should be carried out after more than 30 minutes have passed. If the pump does not start without problems within 3 seconds of pushing the start switch, starting should be carried out after the problem has been rectified and more than 30 minutes have passed. The operation other than inching should be regarded as “Continuous Running.” “Inching” means that the operating time is less than 5 minutes.

Part 4 Cargo System


3J LNG AL WOSAIL Note 1. Since the shock load on the bearings during starting decreases the service life of the bearing, frequency of starting should be as low as possible. 2. Each time the motor is started, its temperature rises due to generation of heat. If the temperature of the motor is high during starting, gas generates in the motor with a possibility of bearing damage or coil burn out. Therefore the starting frequency of the motor should be kept to a minimum whenever possible. The temperature of a motor which has been subjected to continuous running or restrained running (impossible start) is high, and it is necessary to set the cooling time of the motor until the next start attempt as described above. Running 1) It is desirable to operate the pump close to the rated flow condition. When discharge pressure and electric current are stable after starting, the discharge valve should then be gradually opened until the unloading operation is carried out as close to the rated discharge flow as possible. 2)Even when running close to the rated flow is difficult, the flow rate should always be within the following range: Min. Flow Rate (20 m3/h) 32.5 A

Rated Flow (50 m3/h) 40 A

Max. Flow Rate (60 m3/h) 45 A

(Above current values are the approximate values on characteristic curve.) (1) Since a discharge flow meter is not supplied on board, the “Q–A curve [Pump capacity – ampere curve]” is useful to control the pump discharge flow. It should be remembered that the current varies depending on the specific gravity of LNG. The current value also varie with the source voltage and the voltage difference between the three phases. Accordingly, the Q–A curve should be used as reference data only. (2) The bearing may be damaged by cavitation, vibration, excessive thrust, etc, at both higher than max. flow rate and lower than min. flow rate. Therefore, extended running at any range outside the design flow range must be avoided. On starting ensure that the discharge valve is slightly open, and after completion of starting (stable discharge pressure and current) open the discharge valve immediately and increase the discharge amount to approximately the rated flow. 3) When the liquid level in the cargo tank has become considerably low, the operator should operate the pump while monitoring the discharge pressure and electric current. When the discharge pressure or electric current becomes unstable and begins to fluctuate or lower, it means that cavitation has occurred or the pump is being operated in a gas inclusion condition. To prevent such states, the operator should close down the discharge valve gradually to decrease discharge flow until the discharge pressure and

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1 Draft / 2004. 10. 29

electric current stabilise. If the discharge pressure continues to fluctuate or lower, repeat throttling the discharge valve as required. (1) If cavitation or gas inclusion occurs in the pump, vibration increases and impact load will act on the bearing, with a risk of shortening the bearing life. (2) If liquid level becomes very low, there is a risk of cavitation occurring. During stripping operations, it is necessary to carry out unloading work effectively while avoiding cavitation and gas inclusion occurrence by carrying out discharge valve operation carefully as described above while watching the discharge pressure gauge and the ammeter. 4) During stripping operations, repeat discharge valve throttling operations as mentioned in the above section (3), and take great care that the pump does not stop automatically on the motor low-current trip (due to a large drop in discharge pressure and electric current) or through manual stopping. Once a has started, carry out discharge valve operations carefully to maintain continuous running without stopping all the way to completion of stripping.) Note If the motor stops during pump running, cargo liquid in the discharge piping drops, so that the impeller rotates in an opposite direction, serving as a water wheel, and it takes several minutes to come to a complete stop. If the motor is restarted during the opposite rotation, shock is transmitted to the rotating element, with a risk of causing damage such as a bent shaft. 5) When the residual liquid in the cargo tank becomes extremely low even if discharge valve operation as described above is repeated, it becomes impossible to prevent a large drop in discharge pressure due to cavitation or gas inclusion. In such a case, unloading by the pump is impossible and it should be manually stopped immediately. When the liquid level in the tank has reached a prescribed minimum level, the pump should also be manually stopped. 6) Do not operate the pump with the discharge valve fully closed. (1) Be careful that the discharge valve may be fully closed immediately before the completion of stripping. (2) If the pump is operated with its discharge valve almost fully closed or approximately fully closed, the liquid in the pump and motor may be heated and gasified. This may result in seizure of bearings, rotating and stationary parts, damage to the motor coil or some other accident. It may generate excessive thrust, which may also lead to damage to the bearings. It should be noted that these accidents may not occur during the operation with the discharge valve fully closed immediately on starting, however they become potential causes for accidents during subsequent operation.

4 - 15

Pump Stop 1) Ordinary stop Depress “Stop” button with the discharge valve slightly opened or closed to stop the motor. When closing the discharge valve, stop the motor immediately. 2) Auto stop (1) If current value becomes less than 30 A, low-current trip stops the motor automatically. (Time setting point - 5 sec) (2) If current value exceeds 50 A, the motor stops automatically on high current trip. (Time setting point - 0 sec) Note “Automatic stop device” is an emergency trip device to protect the pump and motor from accidents. Therefore, at the time of the completion of unloading work, the device should be set at “ordinary stop” (manual stop). Do not set it at “auto stop” due to low current trip. Measures after Stop 1) To prevent accidental operation after use, turn OFF the starter power switch. 2) When a large amount of gas which passes through the pump and discharge piping in switching cargoes in the tank and other work even if the pump is stopped, the impeller serves as a windmill, and the pump shaft rotates. As a result, the bearing is under a dry operation condition, which may cause damage. Therefore, take precautions against generating idle rotation due to gas passing through the pump. Note IMPORTANT ITEMS IN HANDLING THE PUMP 1. Operation must not be carried out under cavitation conditions. (Especially, do not restart the pump if the low current trip has been activated with the low liquid level lower than the minimum starting liquid level.) 2. The pump must not be operated under an idle condition (normal rotation, opposite rotation) during purging, gas switching or the like. 3. The pump must not be operated with the discharge valve fully shut.

Part 4 Cargo System

3J LNG AL WOSAIL


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4 - 16

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.3.3a Emergency Cargo Pump

TERMINAL HEADER

Characteristic Curve of Emergency Cargo Pump FLEXIBLE CABLE

POWER CABLE

TO SWITCH BOARD

Total Heal H (m)

JUNCTION BOX


N2 GAS INLET


DISCHARGE

NPSHR Hs (m) Pump Down Hd (m)

COLUME COVER

200

180

H 160

LIQUID DOME TOP

WORKING LEVEL

GUIDE ROLLER

SUPPORT WIRE ROPE


140

80

E

120

60

5.0

200

40

4.0

150

20

3.0

100

0

2.0

50

P

Hs

POWER CABLE 1.0

Hd

0

0 0

100

200

300

400

500

600

700

Capacity Q (m3/h)

1,900 mm

EMERG. C. PUMP

PUMP

SUCTION FOOT VALVE

520 mm

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1 Draft / 2004. 10. 29

TANK BOTTOM

Capacity Total Head Suc. Head Liquid Name Temperature Specific Gravity Minimum Flow

4 - 17

Motor : : : : : : :

550 m3/h 155 m –m LNG -163 ˚C 0.5 220 m3/h

Output: 200 kW Synchronous Speed : 3,600 rpm Electric Source: AC 440V 60 Hz

Part 4 Cargo System


3J LNG AL WOSAIL 4.3.3 Emergency Cargo Pump 1. General Description (See Illustration 4.3.3a, see procedure 7.5 for details of installation) Specification Pump Manufacturer: Pump model: Capacity rated flow: Total head: Operating temperature: Cool Down Time: Design pressure: Liquid spec. Gravity: Shaft Power : Efficiency: Direction of rotating: Discharge flange: Minimum starting level: Minimum restarting level: NPSHR/Pump down level: At rated flow: At minimum flow: Minimum flow: Motor Type: Rated Output: Synchronous Speed: Electric Power Source: Rated Current: Starting Current: Insulation class:

Min. Starting voltage: Min. Resistance value for starting:

Shinko Ind. Ltd. SMR200 550 m3/h 155 m -164°C 3 hours 1.0 MPaG 0.5 161 kW 72 % Clockwise ANSI 150 LB – 600A 1.72 m 0.97 m 1.4/0.5 m 0.5/0.3 m 220 m3/h

Vertical Submerged 3-Phase Induction 200 kW 3600 rpm AC 440V/60Hz 360 A 2500 A Class F 80 % 1 MΩ

This is a backup pump to be used for unloading cargo (LNG) in place of a main pump when the main cargo pump has become unavailable due to some failure or whatever reason. It is, therefore, usually stowed in a storage container. This system enables an operator to install the pump in the tank or pull it out from the tank with a high degree of safety even when a certain amount of LNG still remains in the cargo tank. One column is provided in each cargo tank to facilitate the installation of this pump. Each column serves as a discharge pipe when the pump is installed. This pump, only one of which is supplied, is usually stored in the motor room; it is normally not installed in any of the columns provided in the cargo tanks.

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1 Draft / 2004. 10. 29

If a main cargo pump should be out of order, this pump is installed in the column of the respective tank, and is operated in place of the main pump. When the main cargo pump has once again become available for use, this pump is removed from the column and stored again in the container, standing by ready for the next emergency usage. The emergency column is provided with a stationary foot valve at its lower part. The foot valve is a valve for shutting off LNG when this pump is installed in or pulled out from the column. When this pump is not installed in the column, the column is provided with a stationary cover (supplied by dockyard ) at its upper part. While this pump is installed in the column, a special column cover is necessary. This column cover, along with this pump, is stored in a container, usually in the motor room.

(1) If the opening of the pump discharge valve is excessive, water hammer occurs in the discharge piping and an excessive shock is given to the ball bearing which may become the cause of trouble. 4) At least 3 hours must pass after pressure in the column is stable. (1) This cooling down time should be allowed so that the pump and motor are cooled down approximately to the same temperature with LNG. If cooling down is insufficient, it may cause bearing trouble and damage to parts having small running clearances between rotating and stationery elements. Pump Start

This is a vertical single–stage centrifugal pump with an inducer, designed and manufactured for service as an emergency cargo pump on an LNG carrier. The pump and the motor are integrated with each other and are submerged in LNG during service. Since it is operated while submerged in LNG, there will be no gas explosion even if sparking should be generated in the motor as a result of an electric accident, so it is intrinsically safe in terms of explosion-proofing. An inducer is provided at the lower side of impeller and minimises the amount of LNG remaining in the cargo tank by its low NPSH characteristic. Both the lubrication of the ball bearings and the cooling of the motor are performed by the forced lubrication system, using the discharge LNG liquid. 2. Operation Preparation for operation Before starting the pump, the following should be confirmed: 1) The total insulation resistance of the motor winding and power cable is to be higher than 1MΩ (1) Turn off the power switch at the starter, and measure and record the insulation resistance between the power cable terminal in the starter and earth/ground, using a 500V Megger tester. If this value is less than 1MΩ do not start the motor as the motor windings may be burnt out. Even if insulation resistance lowers, it is sometimes restored by itself after it is left for some time, so be sure to measure the insulation resistance of the motor coil again before unloading. 2) The liquid level in the cargo tank is to be 1.72 metres or higher from the tank bottom. In case of emergency the pump may be started at 0.97 metres or higher. (1) To prevent any damage and accident due to dry running of the ball bearing, the pump should not be started below the minimum liquid level. 3) The pump discharge valve is to be fully closed.

4 - 18

1) Confirm that the preparatory work for operation has been completed. 2) Press the starting button to start the motor. (1) If discharge pressure does not rise to more than 0.6 MPaG within 10 sec. (full tank) to 60 sec. (liquid level 2m) after start-up, stop the motor immediately. (2) In case discharge pressure is extremely low or it takes quite a long time to raise the discharge pressure, there is a possibility of reverse rotation of the motor. Check the direction of rotation with a rotation checker at the electric source side and motor side in the motor starter. (3) Examine the possibility of the foot valve being closed. Caution When the liquid level in the cargo tank is high, the weight of the pump alone cannot open the foot valve. In this case supply dry nitrogen (N2) gas into the column to pressurize the inside of the column (about 0.15 MPaG). When the foot valve is not open, the pump is positioned by approx. 40mm higher than the specified position, and is not on the foot valve case. When the foot valve is opened, the pump lowers and seats itself on the specified position. 3) The motor should be started only once as far as possible. If it is unavoidably necessary to restart the motor, ensure that more than 15 minutes has passed since the motor stopped. (1) Every time motor starting is repeated, the temperature of motor windings rises owing to heat generation. If the temperature of the motor is high when starting, gas generates in the motor and it may damage the bearings or the motor windings. Therefore, the less number of times the motor is started, the better. As the temperature of the motor is high after continuous running or locked-rotor operation (power on and the motor does not rotate), it is necessary to cool down sufficiently before next start. When the pump stops, LNG in the column flows back into the cargo tank and the pump runs in reverse for a long time.

Part 4 Cargo System


3J LNG AL WOSAIL If the pump is started again during this time, reverse torque acting on the rotational element may cause bending of the shaft and damage to other parts. Running 1) It is desirable that the pump should be operated as near the rated flow rate as possible. Accordingly, when discharge pressure and current are stable after starting, gradually open the discharge valve immediately, and carry out the unloading operation as near to the rated discharge flow as possible. When the operation is carried out with the discharge valve fully closed or slightly opened, there will be a possibility of automatic stop of the motor due to low-current trip, so be careful. 2) Even for carrying out operation other than at the rated flow rate, observe the following flow rate range: The range of continuous running flow

Min. Flow Rate (220 m3/h)

Rated Flow (550 m3/h)

Max. Flow Rate (660 m3/h)

(1) A flow meter is not installed for this ship. The Q–A curve (Pump discharge flow against Electric current curve) is useful for controlling the pump discharge flow rate. However, current will vary depending on the specific gravity of LNG, the actual supply voltage and voltage imbalance between phases, so this curve should be used for guidance only.

(2) If liquid level is excessively low, there is a risk of cavitation or gas inclusion. In stripping operations, therefore, it is necessary to conduct unloading work efficiently, avoiding cavitation and gas inclusion by carrying out discharge valve operation carefully as mentioned above, observing the discharge pressure gauge and the ammeter as required. 4) During stripping operations, repeat the discharge valve throttling operations as mentioned in the above section (3), and take great care to prevent the pump stopping automatically on low-current trip due to excessive drop in electric current. Once the pump has been started, care must be taken to keep the pump running without stopping until stripping has been completed. (1) If the pump is restarted after the pump stops during the stripping operation, the bearings or other parts may be damaged. The higher the cumulative frequency of restarting, the higher the possibility of damage. When the motor stops during running, cargo liquid in the column drops, the impeller rotates in reverse, acting as a water wheel, and needs several minutes before coming to a complete stop. If the motor is restarted during this reverse rotation, a shock load is applied to the rotating element, resulting in bending of the shaft and damage to other parts. 5) If the remaining liquid amount in the cargo tank is excessively small even by repeating discharge valve operation as mentioned above, it will become impossible to prevent discharge pressure from dropping suddenly due to cavitation or gas inclusion. If this happens, unloading by the pump will be impossible and the pump must be stopped manually. Moreover, if liquid level in the tank has reached the specified minimum level, the pump must be stopped manually. 6) Do not close the discharge valve completely during pump operation.

Caution Except above range of flow, the ball bearings may be damaged by cavitation, vibration, excessively large thrust and so on. Therefore, avoid long operation out of the above flow rate range. After completion of start-up (after the discharge pressure and electric current have settled), immediately open the discharge valve and increase the discharge flow up to the rated flow.

(1) There is a possibility of motor auto stop via the low-current trip when the pump is operated with the discharge valve fully closed or slightly opened.

3) If liquid level in the cargo tank has become relatively low, always monitor and watch the variation of discharge pressure and electric current during operation. If discharge pressure and electric current are unstable and begin to change or drop, the pump may be in cavitation or gas-inclusion operation. Throttle the discharge valve gradually to decrease discharge capacity of the pump until discharge pressure and electric current has become stable or has risen. Each time discharge pressure and electric current fluctuate or drop, repeat the throttling operation of the discharge valve. However, the pump must not be operated below the minimum flow rate.

(3) If the pump is operated with the discharge valve fully closed or approximately fully closed, liquid in the pump and the motor is heated and liquid is gasified, so that the bearing and rotating and stationary parts may seize, which may cause damage to the motor windings. In addition an excessive thrust may be generated and there is a possibility of bearing damage. Note that a shut off operation may be the possible cause of future trouble even if there was no evidence of this at the time.

Pump Stop 1) Manual stopping. (1) It is recommended to stop the pump when the discharge valve opening is as small as possible (motor low-load condition). (2) The motor may auto stop via the low-current trip when the discharge valve is closed or slightly opened. (3) Stop the motor immediately when the discharge valve is closed, without waiting for the motor to stop automatically under the conditions in (b). 2) Automatic stopping (1) When the current value is below 190A, the motor stops automatically (low-current trip) [ Timer setting - 15 seconds] (2) If the current value exceeds 360A, the motor stops automatically (highcurrent trip) [ Timer setting - 0 seconds] Note “Automatic trip device” is an emergency trip device for protecting the pump and motor from trouble. Therefore, the pump should be stopped manually whenever possible. Steps To Be Taken After Stopping 1) To prevent dry operation and accidental operation after use, turn off the starter power switch. 2) If the amount of gas which passes the pump and discharge piping is large when switching cargoes in the tank even though the pump is stopped, the pump shaft may rotate with the bearings in a dry condition, thereby causing damage. Therefore, take proper steps not to allow dry operation due to gas passing through the pump.

(2) In the event that the pump does not auto stop, shut-off operation should be within 15 seconds.

(1) If the pump is operated under cavitation or gas inclusion conditions, vibration increases and impact load acts upon the ball bearings, which may shorten their service life.

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1 Draft / 2004. 10. 29

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Part 4 Cargo System

3J LNG AL WOSAIL


Blank Page

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1 Draft / 2004. 10. 29

4 - 20

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.4.1a HD Compressor PAL 11

PALL 11

PI 1A

PI 2A

TAHH 2A

TAH 2B

TI 2B

VENT

CUSTOMER CRYOSTAR

I2

PAL 8

T

SEAL GAS

PSL 11

TT 2A

TAH 8

TI 8

TAHH TAL 9A 9F

TAH 9F

PT 8A

TT 2B

TI 9F

PALL 8C

PAL 8C

TAHH 10A

PSLL 8A

PLLL 8C

T

A

TAH 10B

COMMON TRIP A

A

T

T

TSL 8

TSHH 9A

TT 8

TT 9A

TSL 9F

A

A

TSH 9F PSLL 8C

TT 9F

PSL 8C

PT 8 TE 9A

TE 8

FI 11

TE 9F

TSHH 10A

TSH 10B

TT 10A

TT 10B

TE 10A

TE 10B

L 15.5

A

L 15.1

COMMON ALARM

5

F 3

L 15.1

EMERGENCY STOP L 15.4

EMS 15

POWER ON

EMS 15

L 15.3

HS 15.1

L 15.2

CA 15

PDI 1A/1B

FIC 1

PCV 8

HORN

PT 1

PI 2

PDI 1

BULKHEAD SEAL

B

PT 2

TE 2A

L 15.9

TI 2

TE 2B

REMOTE START START COMPRESSOR COMPRESSOR

E-MOTOR

TI 8

A

OIL FILTER I/P

PDT 1

A PI 1

ZSH 1

ZSL 1

F 1

PSV 6A

PROCESS GAS IN

OP 6A

COMPRESSOR IGV

FE 1

YE 9 DV 1

TE 1

ZT 3 ZE 3

V 3C

PCV 3B

HIC 3

ZS 3

PI

ZLL 1

HY 3

ZI 3

TI 1

B

DAC 3

ZL 3

F 5B

A

A

I1

ZLL 3

I1

LAL 5

TAH 5

YT YSHH 9 9

TAL 5

YLHH 9

YI 9

T

A

YAH 9

YI 9

4-20mA

STEAM INLET

PDT 7

PDT 7A

PDI 7A

PDSH 7A

PDAH 7A

OP 6B

MOTOR ROOM

OIL COOLER

CV 6B

V 6F

HS 15.3

TCV 6

C 6

TI 6A

TI 6B EMLH OIL PUMP RUNNING 6

L

PI 6B

RESET

PI 6A

AUX. L.O. PUMP MOTOR FAIL

CUSTOMER CRYOSTAR

WATER IN AUX. L.O. PUMP RUNNING

DV 5

LOCKED OPEN

READY TO START AUX. L.O. PUMP

AUX. L.O. PUMP OVERLOAD

WATER OUT


YAHH 9

CLOSEDOPEN REMOTE CONTROL SIGNAL

COMPRESSOR MOTOR ABNORMAL

CONTROL SYSTEM TROUBLE PDI 7B

PDI 7A

EMY 6

L/R

I2

AUX. L.O. PUMP

EM 6

START STOP L.O. PUMP L.O. PUMP HSL HSH 6 6

F 5A

HS 15.5 HORN SILENCE

COMPRESSOR ROOM

H 5

TCV 5

A I/P

LOCKED OPEN

TSL 5

HS 3

DV 6

V 6C

OIL TANK

TI 5A

YSH 9

PCV 3A

ZLH 1

TSH 5

ZI 3 P

PI

FILL

LG 5

ZSL 3

PCV 3C

I2

YET 9 LSL 5

CONTROL MOTOR ABNORMAL

A V 6B

PSV 6B

FEEDBACK

TT 1

F 5C

COMPRESSOR RUNNING

1.5

Set : 8 bar

MAIN OIL PUMP

TI 1

CV 6A

V 6A

PSV 6B

LAMP TEST

F 7

BULKHEAD

1.5

FY 1

HS 15.4

L 15.8

C

C S

REMOTE STOP STOP COMPRESSOR COMPRESSOR

CONTROL SYSTEM ABNORMAL

T

PROCESS GAS OUT

READY TO START COMPRESSOR

HSL 15.2

PT 2A

PT 1A

REMOTE

HSH 15.2

SURGE CONTROL PDI 1

EXTERNAL SHUTDOWN

EMERGENCY EMERGENCY STOP STOP

DRTD

ZI 3A

READY TO START MOTOR

POWER ON L 15.6

READY TO LOCAL/REMOTE COMPRESSOR READY TO START START RUNNING COMPRESSOR AUX. L.O. PUMP

GEAR BOX

INSTRUMENT AIR

TI 10B

TLHH 10A

T

A

TSH 8 PI 8B

TLHH 9A

T

I2

A

PSL 8A

D 5 PI 11

PLLL 8A

T

A

TSHH TSH 2A 2B PSLL 11

PCV 11

TAL 8

I2 TLHH 2A

A

A

F 11

PALL 8A

I1

PLLL 11

T

PI 8

REMOTE START

STEAM OUTLET

REMOTE STOP

Legend

Key

Cargo Control Room

T

Trip Circuit

Local Instrument

A

Alarm Circuit

Local Panel Instrument

I1

Start-up Interlock L.O Pump

Remote Panel Instrument

I2

Start-up Interlock Machine

LNG Vapour Line LO Line Steam Line

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1 Draft / 2004. 10. 29

4 - 21

Fresh Water Line Instrument Air Line

Part 4 Cargo System


3J LNG AL WOSAIL 4.4 Cargo Compressors

z z

General Two High Duty (HD) compressors, installed in the cargo compressor room on deck, are provided for handling gaseous fluids, LNG vapour and various mixtures of LNG vapour, inert gas or dry air during the cooling down, cargo operation and tank treatments.

z z z z z

Two Low Duty (LD) compressors, installed in the compressor room on deck, are provided for handling the LNG vapour for the boiler produced by the natural boil off and forced vaporisation, which is used as fuel. The HD and LD compressors are driven by electric motors, installed in an electric motor room segregated from the compressor room by a gas tight bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal.

4.4.1 HD Compressors (See Illustration 4.4.1a) Specification HD Compressors Manufacturer: Model: Type: No. of Sets: Volume flow (Design): Inlet pressure: Outlet pressure (Design): Inlet temperature (Design): Shaft speed: Inlet guide vanes setting: Efficiency: HD Compressor Motor Manufacturer: Electric source: Power: Speed:

Cryostar CM 400/55 Centrifugal. Single stage. Fixed speed with adjustable guide vanes. 2 32,000 Nm3/h 103 kPaA 200 kPaA -140°C 11,200 rpm -30 to +80 deg 80% Nishishiba 6,600 V/60Hz 1000 kW 3570 rpm

Description of equipment The compressor system is skid-mounted as shown on the equipment layout drawing. The P&I diagram presents a complete flow schematic for the Compressor System. The system consists of a direct-coupled compressor with integrated gear box, and the sub-system as follows: A self-contained lube oil system for lubrication of the gears and rotor bearings in the gear box, a seal gas system, and a control and indicating system for monitoring and safe operation of the unit (local panel and sub-station) The sub-system contains the following main components: z z

st

Compressor inlet guide vane actuator Oil mist separator

1 Draft / 2004. 10. 29

z

Lube oil immersion heater El. Motor driven auxiliary lube oil pump Gear driven main lube oil pump Oil cooler Duplex oil filter Gear coupling (low speed) Bulkhead/ shaft seal Main drive el. Motor

Compressor Systems 1. Compressor The skid-mounted compressor features a plug-in closure assembly, which allows for quick replacement of the rotating portion and adjacent stationary components. The compressor portion of the machine is of axial inflow type, with variable inlet guide vanes. The compressor has been designed to operate over the range of pressures and flow rates. Proximity probe pick-ups are provided to allow the monitoring of the compressor shaft vibration. 2. Seal gas system The seal gas system is provided to prevent lube oil mist from entering the process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is applied between the gear shaft bearing and the compressor wheel. The seal gas is provided by a source external to the skid. The seal gas system features a pressure control that is a function of the compressor outlet pressure. Seal gas entering the gear box from shaft seals is returned to the lube oil sump, separated from the oil and vented to atmosphere. 3. Lube oil system Oil from the gear box is stored in a vented 400L lube oil sump. The oil sump includes an integral steam immersion heater. Set-point for the lube oil system controls are listed on table. Lube oil is supplied from the sump through separate suction strainer screens and two lube oil pumps. The outlets from the lube oil pumps are through check valves to a common lube oil line in order to prevent back-up oil under pressure from entering the non-operating pump lines. The low speed shaft gear drives the main operational pump. Upon failure of the lead pump, the stand-by pump is ENERGIZED immediately and a remote alarm indicates that the auxiliary pump is operating. The lube oil passes through the heat exchanger where it is cooled. The thermal bypass temperature control valve prevents overcooling of the lube oil within a limited range (38 to 47℃) Then the lube oil passes through either of two filters. The position of the changeover valve determines through which filter the lube oil passes.

4 - 22

The clogging indicator indicates the pressure drop across the operating filter, and provides an indication of the condition of the filter element. Differential pressure over 0.2MPaA indicates filter element changing. A flow orifice regulates the oil flow and (oil) pressure to the bulkhead seal. This oil is used for the lubrication of the bulkhead/ shaft seal and returns back to the oil tank. A pressure control valve regulates the oil flow to the gear box. Adjustment of this valve sets the supply pressure to bearings. Excess oil bypasses the machine and returns directly to the reservoir. The pump relief valve acts as back up valves and is set at 0.8 MPa. The lube oil flow is then directed to the gear box where the lube oil is injected in the bearings. Separated pressure switches provided: one does activate the alarm and energise the auxiliary lube oil pump and the second is set to shutdown the system when the pressure falls below minimal pressure. The seal gas is applied outboard of the lube oil. Preventing the lube oil mist from entering the process stream and avoid cold gas flow into the gear box. Temperature sensors at the main bearings sense the oil outlet temperature of the bearings. Nominal temperature range is 45 to 50℃ for the gear bearings. The high temperature condition (60℃) will cause actuation of the alarm relays. The lube oil then collects in the lube oil sump. The lube oil contains a mixture of lube oil and seal gas. The seal gas is vented from the reservoir through a mist separator and piped away to the atmosphere. 4. Surge control system An automatic surge control system has to be provided to protect the machines from inadvertently operating in surge. Compressor surge is characterized by erratic compressor inlet and discharge pressure and (usually audible) flow pulsation. It is caused by flow instability in the compressor. Severe compressor surge causes shaft vibration to increase and may result in severe damage to the compressor The two compressors are equipped with an automatic surge control system; using a by-pass valve responding to a low flow controller. The inlet guide vanes on both compressor suction sides will be controlled by a process loop. Speed and inlet guide vanes control the flow. Operation 1. General Operation of the compressor system requires following a systematic procedure to ensure that an adequate and constant supply of lube oil is available to the machine that the seal gas system is operative and that product is available to the machine for processing.

Part 4 Cargo System


3J LNG AL WOSAIL Before starting system, make sure that the external seal gas supply is connected and available to the skid, that the external air pressure supply for operation of certain of the system controls is connected to the skid, that the water cooling system is connected and operative, and that process gas is available to the inlet of the compressor. 2. Subsystem start-up This section covers procedures necessary to start the subsystems and establish electrical power, instrument air, seal gas pressure, lube oil pressures and cooling water required to safety start the compressor. These instructions provide a systematic procedure for a safe start-up of the compressor system. Preliminary checks: (Principally for initial commissioning of the installation only)

2) Electrical system Check out for correct wiring and power supply voltage and frequency. Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms and check lamps. Check if all indicators work correctly.

z z z z z z

z

z

z z

z z z z

Check fixing bolts and retightens if necessary. Verify allowable forces and moments of process piping connections. Check if inlet screen on process side is installed and is clean. Remove inlet process pipe and turn by hand the wheel (Rotor). Remove low speed coupling. Operate idle motor and check for correct rotation. Clean lubrication system with oil reservoir including chemical cleaning and passivation where required. Clean and check cooling water system. Open block valves of cooling water supply and return line. Fill-up oil reservoir and the chamber of the steam heater with the specified oil. Check seal gas system. Check circulation of lubricant and verify that all oil supply valves have to be opened before the start-up. Check vent system of oil tank and mist separator. Check and operate inlet guide vanes actuator. Check alignment of gear and motor shafts. Install low speed coupling.

Long period : After a period of non-operation of more than 8 days without seal gas and prior to take any part of the machinery again into operation the unit must be purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15°C. Open purge inlet valve. z

z

Purge system for 10 min. minimum when compressor main inlet and outlet valve are closed (on process side) until all possible NG introduced within the machine has been exhausted. Flow min. 12 Nm3/h at 0.15 MPaG max. Close by-pass valve and apply seal gas.

z

Short period : During periods of less than 8 days of non-operation without seal gas we recommend to pressurize the unit with warm and dry air max. 0.03MPa overpress, while the compressor main inlet and outlet valves are shut. z

Open purge inlet valve.

Note 3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen) are necessary to purge the instrument impulse lines. As long as the seal gas system is operated, the machine can be left stand-by under gas for extended periods.

z

z

1) Instrument air

Open seal gas inlet valve. Check if filter element of seal gas regulator is clean and adjust the seal gas supply. If necessary, seal gas DP may be adjusted with seal gas regulator. As long as the seal gas system is on operation, the machine can be left stand-by under gas for extended periods.

6) Cooling water

z

7) Surge control The surge control system is provided to prevent inadvertent surging of the compressor during start-up and steady state operation. The surge system is a full automatic system. 3. Compressor start-up 1) Following valve to be closed : Drain of compressor casing

3) Check if oil temperature of oil tank is in accordance with table. 4) Apply seal gas. 5) Run aux. lube oil pump 15~30 min. prior of blower start-up time to warmup the gear box, bearings etc. make sure that lube oil temp. is about 30 ℃

Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level) prior to expected blower start-up time. The heater will automatically

7) Pressure compressors reset button and check if all alarms/ trip lamps are off and if ready to start lamp on.

switch of at ~25℃ lube oil temp. Lube oil temp. should be kept at

z

approx. 40 to 50 ℃.

z z

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1 Draft / 2004. 10. 29

Open cooling water inlet/ outlet valves from oil cooler in accordance with lube oil flow. Observe cooling water temperature rise on return line.

6) make sure that I.G.V position is set at 0% (start position)

5) Lube oil system z

Test operations of auxiliary pump. On running machine check that stand-by pump comes on automatically by lowering the lube oil pressure with press. regulating valve.

2) Apply instrument air.

4) Seal gas system z

Open bleed valves on top of filter to bleed air from both filters. After bleeding air from filter, select filter, leaving other on stand-by. Adjust lube oil supply pressure with press. regulating valve and check pressure on. Check downstream lube oil pressure switch for correct readings resp. settings.

Caution The lube oil pump is not operating below 15 ℃.

z

z

Open instrument air supply valve on main inlet and panel inlet. This supplies instrument air to the IGV actuator and transmitter. With local pneumatic control station, set to MAN. Stroke IGV actuator and observe for full stroke. Adjust for 0% position (IGV’s in start position).

z

3) Compressor purge system

Before any mechanical equipment is put into operation the following main check points should be observed: z

Note Do not start heating with steam heater without oil in the reservoir.

4 - 23

Press compressor start button. Observe that no alarm or trip spy-lamps are on. Observe bearing temperatures and vibration levels.

Part 4 Cargo System


3J LNG AL WOSAIL 8) Switch I.G.V: position controller to automatic or manual mode without bumping. z

Check that remote signal press: level is equal to manual pressure (0.06 MPa = 50% opening).

4. Compressor start-up (Cont.) Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will stop after start of main motor, while gears driven (main) pump delivers enough pressure for oil system.

z

Do not operate the unit for longer periods while alarms are indicated.

1) ESDS z

6. Compressor shutdown

z

Voluntary shutdown is accomplished essentially by performing the operations of the preceding sections in reverse. The principal objectives are to take the compressor off the line without causing surge, and/ or major upsets to the other process equipment. The proper procedure is summarized below:

z z z z z z

1) Close the compressor inlet guide vanes to 0% position.

z z

Observe the following parameters: 1) Seal gas delta P should read 0.01 to 0.02 MPa. (Adjust supply reducer if required) 2) Lube oil supply pressure should read 0.2 ~ 0.25 MPa. (Adjust supply regulator if required) 3) Lube oil supply temperature to gearbox should be higher than 30 ℃. 4) Check local panel for pre-alarm. 5) Check complete operating system for oil-, seal gas-, air-, water leaks, and product leakage. 6) Check instrument set-points annually (when unit is not on duty) by manipulation or simulation controls.

2) Press the STOP BUTTON to shut down the main motor drive. Observe that auxiliary motor-pump is coming on. 3) Controller will open surge control valve. 4) The unit may be left in cold condition as long as the lube-oil and seal-gas subsystems are operating satisfactorily. Following the procedures as described in the previous chapters may restart it. In case the units are going to be shut for a longer period of time the lube oil pump can be switched-off and the seal gas can be shut after not less than 30 min. of compressor shutdown; this to keep cold from creeping towards to bearing.

z z

Manual switch off Fusible plug melted Optical interface failure from shore Electric interface failure from shore Pneumatic press. Low in ship/shore communication Control air press. Low. Cargo tank level extremely high (99.2%) Vapour header press Low Low (To within 2 kPaG) IS ESD SOL V/V Power fail.(3C, 4C, 8C) ESD logic fail Electric power fail ( port/starboard) Hydraulic oil press Low

2) Tank Protection System 1: z Cargo tank press Low Low (To within 2 kPaG) 3) Gas Leakage Control z Gas leak detected in Elec. Motor or Cargo Mach. Room Safeties on local control system (oil temperature, oil pressure, discharge gas temperature, seal gas pressure and shaft vibration)

5) In case the units are shut-down for a period of up to 1 hour with either no seal gas or oil pump running (power failure) or both then restore seal gas supply and run the lube oil pump for at least 30 min. prior to start-up. Check the oil temperatures and pressures to be within prescribed limits. 7. Emergency shut down

5. Steady state operation Performance may be expected in the indicated range of pressures and flow rates, providing that the following normal precautions are observed: z

z

z

z

z

st

Do not operate compressor in surge. Compressor surge is characterized by erratic compressor in let and discharge pressures and (usually audible) flow pulsation’s. There is no surge control protection while in the manual mode. Therefore, it is important to set up steady state operation and transition from manual to automatic surge control as quickly and smoothly as possible, per start-up instructions. Do not operate the compressor under conditions, which lead to excessive thrust load (eg. Surge, high pressures). Check complete operating system for oil-, seal gas-, air-, water leaks and product leakage regularly. Maintain reservoir level at the level indicated on the reservoir sight glass. Check periodically. Check seal gas and lube oil filter pressure drops regularly. Replace filter elements.

1 Draft / 2004. 10. 29

The compressor may be rapidly shut down at any time by depressing the COMPRESSOR STOP BUTTON at the compressor control panel or at any of the remote stations. Any shutdown resulting from the compressor safety system will accomplish the same result. In the event of an emergency shutdown the following procedures should be followed: 1) Take all measures required by the plant contractor’s operating manual to minimise the effect of the shut down on other process equipment. 2) If shutdown occurred as a result of the safety system, release the cause of the malfunction before restarting. The compressors are operated locally or from the IAS in the CCR. The following conditions trip the compressors: Safeties in ESDS and Tank protection system:

4 - 24

Part 4 Cargo System


3J LNG AL WOSAIL

HD Compressor Alarm and Trip Settings (T: Trip, A: Alarm/I1: Start-up interlock L.O pump/I2: Start-up interlock machine) No.

Item

Tag. No.

Normal Operation Condition

1

Suction Gas Pressure

PT 1

3kPaG

2

Discharge Gas Pressure

PT 2

0.1 MPaG

3

Suction Gas Temperature

4

Discharge Gas Temperature TE2A

5

Discharge Gas Temperature TE2B

6

IGV Start Position

Setting Range 0 to 0.2 MPaG

-2.5 to 20 kPaG 0 to 0.2 MPaG 0 to 0.11 MPaG

Action

Set Point

Signal

-

-

4 to 20 mA

-

-

-

4 to 20 mA

H, HH, L, LL

Type

-

TT 1

-140 °C

-200 to +200°C

-

-

-

4 to 20 mA

TT 2A

-109.8 °C

-200 to +200°C

-

-

-

4 to 20 mA

TSHH 2A

-

-

HH

T

+100°C

Contact

TT 2B

-109.8 °C

-200 to +200°C

-

-

-

4 to 20 mA

TSH 2B

-

-

H

A

+90°C

Contact

ZSL 3

-

-

-

I2

-

Contact

ZSH 1

-

-

-

I2

-

ZSL 1

-

-

-

-

-

-

-

-

4 to 20 mA 4 to 20 mA

7

Surge Valve Position

8

Process Gas Flow

PDT 1

5.2 kPaG

YET 9

10 to 30 µm

0 to 100 µm

-

-

-

9

Vibration YE9

YSH 9

-

-

H

A

50 µm

Contact

YSHH 9

-

-

HH

T

75 µm

Contact

PDT 7

50 kPaG

-

-

-

4 to 20 mA

0 to 62 kPaG 0 to +5.5 kPaG

0 to 2.1 MPaG

Contact

10

Oil Filter Diff. Press.

PDSH 7A

-

-

H

A

0.25 MPaG

Contact

11

Oil Tank Level

LSL 5

-

-

L

A, I1

-

Contact

12

Oil Heater Temperature

TCV 5

-

40°C

-

-

-

-

L

A, I1

25°C

Contact

H

A

60°C

Contact

-

-

-

4 to 20 mA

13

Temperature Oil Tank

TSL 5 TSH 5 TT 8

14

15 16 17

18

st

Instrument range

Temperature Oil System(TE8)

Temperature Oil Bulkhead(TE10A) Temperature Oil Bulkhead(TE10B) Bearing Temperature (TE9A)

Bearing Temperature TE9F

0 to 0.5 MPaG

55°C

-45 +93°C

~ 42°C

0 to +100°C

TSL 8

-

-

L

I2

20°C

Contact

TSH 8

-

-

H

A

55°C

Contact 4 to 20 mA

TT 10A

~ 60°C

0 to +100°C

-

-

-

TSHH 10A

-

-

HH

T

+80°C

Contact

TT 10B

~ 60°C

0 to +100°C

-

-

-

4 to 20 mA

TSH10B

-

-

H

A

+75°C

Contact

TT 9A

~ 65 °C

0 to +100°C

-

-

-

4 to 20 mA

TSHH 9A

-

-

HH

T

75°C

Contact

TT9F

~ 65 °C

-

-

TSL 9F

-

0 to +100°C -

L

A, I2

15°C

4 to 20mA Contact

TSH 9F

-

-

H

A

70°C

Contact

PT 8

~ 0.16 MPaG

-

-

-

4 to 20 mA Contact

0 to 1 MPaG

19

Lub. Oil Pressure (Gear Box)

-

L

A, I2

0.1 MPaG


PSL 8A PSLL 8A

-

20

~ 0.16 MPaG

-0.1 to 0.125 MPaG

LL

T

80 kPaG

Contact

21

Lub. Oil Pressure (Bulkhead)

PSL 8C

~ 0.11 MPaG

-0.1 to 0.125 MPaG

L

A, I2

40 kPaG

Contact

22


PSLL8C

~ 0.11 MPaG

-0.1 to 0.125 MPaG

LL

T

20 kPaG

Contact

23

Seal Gas Control Valve

PCV11

-

25 kPaG

-

-

-

-

24

Seal Gas Pressure

PSL11

-

-0.1 to 0.125 MPaG

L

A, I1, I2

20 kPaG

Contact

25

Seal Gas Pressure

PSLL11

-

-0.1 to 0.125 MPaG

LL

T

15 kPaG

Contact

26

IGV Position ZE3

ZT3

-

-30 to +80 °

-

-

-

4 to 20 mA

27

IP Converter Control Valve

PCV 3A

-

0.2 MPaG

-

-

-

-

28

HIC Control Valve

PCV 3B

-

0.1 MPaG

-

-

-

-

29

Nozzle Actuator Control Valve

PCV 3C

-

0.6 MPaG

-

-

-

-

1 Draft / 2004. 10. 29

0 to 1 MPaG

4 - 25

Part 4 Cargo System

3J LNG AL WOSAIL


Blank Page

st

1 Draft / 2004. 10. 29

4 - 26

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.4.2a LD Compressor PAL 11

PALL 11

PI 1A

PI 2A

TAHH 2A

TAH 2B

TI 2B

VENT

CUSTOMER CRYOSTAR

I2

PAL 8

T

SEAL GAS

PSL 11

TT 2A

TAH 8

TI 8

TAHH TAL 9A 9F

TAH 9F

PT 8A

TT 2B

TI 9F

PALL 8C

PAL 8C

TAHH 10A

PSLL 8A

PLLL 8C

T

A

TAH 10B

COMMON TRIP A

A

T

T

TSL 8

TSHH 9A

TT 8

TT 9A

TSL 9F

A

A

TSH 9F PSLL 8C

TT 9F

PSL 8C

PT 8 TE 8

FI 11

TE 9A

TE 9F

TSHH 10A

TSH 10B

TT 10A

TT 10B

TE 10A

TE 10B

L 15.5

A

L 15.1

COMMON ALARM

5

F 3

EMS 15

L 15.1

EMERGENCY STOP L 15.4

POWER ON

EMS 15

L 15.3

HS 15.1

L 15.2

CA 15

PDI 1A/1B

FIC 1

PCV 8

HORN

PT 1

PI 2

PDI 1

BULKHEAD SEAL

B

PT 2

TE 2A

L 15.9

TI 2

TE 2B

REMOTE START START COMPRESSOR COMPRESSOR

E-MOTOR

TI 8

A

OIL FILTER I/P

ZSL 1

PDT 1

A PI 1

ZSH 1

F 1

PSV 6A

PROCESS GAS IN

OP 6A

COMPRESSOR IGV

FE 1

YE 9 DV 1

TE 1

ZT 3 ZE 3

V 3C

PCV 3B

HIC 3

ZS 3

PI

ZLL 1

HY 3

ZI 3

TI 1

B

DAC 3

ZL 3

F 5B

A

A

I1

ZLL 3

I1

LAL 5

TAH 5

YT YSHH 9 9

TAL 5

YLHH 9

YI 9

T

A

YAH 9

YI 9

4-20mA

STEAM INLET

PDT 7

PDT 7A

PDI 7A

PDSH 7A

PDAH 7A

OP 6B

MOTOR ROOM

OIL COOLER

CV 6B

V 6F

HS 15.3

TCV 6

C 6

TI 6A

TI 6B EMLH OIL PUMP RUNNING 6

L

PI 6B

RESET

PI 6A

AUX. L.O. PUMP MOTOR FAIL

CUSTOMER CRYOSTAR

WATER IN AUX. L.O. PUMP RUNNING

DV 5

LOCKED OPEN


AUX. L.O. PUMP OVERLOAD

WATER OUT


YAHH 9

CLOSEDOPEN REMOTE CONTROL SIGNAL

COMPRESSOR MOTOR ABNORMAL

CONTROL SYSTEM TROUBLE PDI 7B

PDI 7A

EMY 6

L/R

I2

AUX. L.O. PUMP

EM 6

START STOP L.O. PUMP L.O. PUMP HSL HSH 6 6

F 5A

HS 15.5 HORN SILENCE

COMPRESSOR ROOM

H 5

TCV 5

A I/P

LOCKED OPEN

TSL 5

HS 3

DV 6

V 6C

OIL TANK

TI 5A

YSH 9

PCV 3A

ZLH 1

TSH 5

ZI 3 P

PI

FILL

LG 5

ZSL 3

PCV 3C

I2

YET 9 LSL 5

CONTROL MOTOR ABNORMAL

A V 6B

PSV 6B

FEEDBACK

TT 1

F 5C

COMPRESSOR RUNNING

1.5

Set : 8 bar

MAIN OIL PUMP

TI 1

CV 6A

V 6A

PSV 6B

LAMP TEST

F 7

BULKHEAD

1.5

FY 1

HS 15.4

L 15.8

C

C S

REMOTE STOP STOP COMPRESSOR COMPRESSOR

CONTROL SYSTEM ABNORMAL

T

PROCESS GAS OUT

READY TO START COMPRESSOR

HSL 15.2

PT 2A

PT 1A

REMOTE

HSH 15.2

SURGE CONTROL PDI 1

EXTERNAL SHUTDOWN

EMERGENCY EMERGENCY STOP STOP

DRTD

ZI 3A

READY TO START MOTOR

POWER ON L 15.6

READY TO LOCAL/REMOTE COMPRESSOR READY TO START START RUNNING COMPRESSOR AUX. L.O. PUMP

GEAR BOX

INSTRUMENT AIR

TI 10B

TLHH 10A

T

A

TSH 8 PI 8B

TLHH 9A

T

I2

A

PSL 8A

D 5 PI 11

PLLL 8A

T

A

TSHH TSH 2A 2B PSLL 11

PCV 11

TAL 8

I2 TLHH 2A

A

A

F 11

PALL 8A

I1

PLLL 11

T

PI 8

REMOTE START

STEAM OUTLET

REMOTE STOP

Legend

Key

Cargo Control Room

T

Trip Circuit

Local Instrument

A

Alarm Circuit

Local Panel Instrument

I1

Start-up Interlock L.O Pump

Remote Panel Instrument

I2

Start-up Interlock Machine

LNG Vapour Line LO Line Steam Line

st

1 Draft / 2004. 10. 29

4 - 27

Fresh Water Line Instrument Air Line

Part 4 Cargo System


3J LNG AL WOSAIL 4.4.2 LD Compressors

Compressor Systems

(See Illustration 4.4.2a) 1. Compressor Specification LD Compressors Manufacturer: Model: Type: Volume flow (Design): Inlet pressure: Outlet pressure (Design): Inlet temperature (Design): Inlet guide valve setting: Efficiency: LD Compressor Motor Electric source: Power: Speed:

Cryostar CM 300/45 Centrifugal. Single stage. Adjustable guide vanes. 8,000 Nm3/h 103 kPaA 200 kPaA -40˚C -30 to +80 deg 49 % 420 V / 60 Hz 280 kW 3580 rpm

Description of equipment The compressor system is skid-mounted as shown on the equipment layout drawing. The P&I diagram presents a complete flow schematic for the Compressor System. The system consists of a direct-coupled compressor with integrated gear box, and the sub-system as follows: A self-contained lube oil system for lubrication of the gears and rotor bearings in the gear box, a seal gas system, and a control and indicating system for monitoring and safe operation of the unit (local panel and sub-station) The sub-system contains the following main components: z z z z z z z z z z

st

Compressor inlet guide vane actuator Oil mist separator Lube oil immersion heater El. Motor driven auxiliary lube oil pump Gear driven main lube oil pump Oil cooler Duplex oil filter Gear coupling (low speed) Bulkhead/ shaft seal Main drive el. Motor

1 Draft / 2004. 10. 29

The skid-mounted compressor features a plug-in closure assembly, which allows for quick replacement of the rotating portion and adjacent stationary components. The compressor portion of the machine is of axial inflow type, with variable inlet guide vanes. The compressor has been designed to operate over the range of pressures and flow rates. Proximity probe pick-ups are provided to allow the monitoring of the compressor shaft vibration. 2. Seal gas system The seal gas system is provided to prevent lube oil mist from entering the process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is applied between the gear shaft bearing and the compressor wheel. The seal gas is provided by a source external to the skid. The seal gas system features a pressure control that is a function of the compressor outlet pressure. Seal gas entering the gear box from shaft seals is returned to the lube oil sump, separated from the oil and vented to atmosphere. 3. Lube oil system Oil from the gear box is stored in a vented 400L lube oil sump. The oil sump includes an integral steam immersion heater. Set-point for the lube oil system controls are listed on table. Lube oil is supplied from the sump through separate suction strainer screens and two lube oil pumps. The outlets from the lube oil pumps are through check valves to a common lube oil line in order to prevent back-up oil under pressure from entering the non-operating pump lines. The low speed shaft gear drives the main operational pump. Upon failure of the lead pump, the stand-by pump is ENERGIZED immediately and a remote alarm indicates that the auxiliary pump is operating. The lube oil passes through the heat exchanger where it is cooled. The thermal bypass temperature control valve prevents overcooling of the lube oil within a limited range (38 to 47℃) Then the lube oil passes through either of two filters. The position of the changeover valve determines through which filter the lube oil passes. The clogging indicator indicates the pressure drop across the operating filter, and provides an indication of the condition of the filter element. Differential pressure over 0.2MPaA indicates filter element changing. A flow orifice regulates the oil flow and (oil) pressure to the bulkhead seal. This oil is used for the lubrication of the bulkhead/ shaft seal and returns back to the oil tank. A pressure control valve regulates the oil flow to the gear box. Adjustment of this valve sets the supply pressure to bearings. Excess oil bypasses the machine and returns directly to the reservoir. The pump relief valve acts as back up valves and is set at 0.8 MPa.

4 - 28

The lube oil flow is then directed to the gear box where the lube oil is injected in the bearings. Separated pressure switches provided: one does activate the alarm and energise the auxiliary lube oil pump and the second is set to shutdown the system when the pressure falls below minimal pressure. The seal gas is applied outboard of the lube oil. Preventing the lube oil mist from entering the process stream and avoid cold gas flow into the gear box. Temperature sensors at the main bearings sense the oil outlet temperature of the bearings. Nominal temperature range is 45 to 50℃ for the gear bearings. The high temperature condition (60℃) will cause actuation of the alarm relays. The lube oil then collects in the lube oil sump. The lube oil contains a mixture of lube oil and seal gas. The seal gas is vented from the reservoir through a mist separator and piped away to the atmosphere. 4. Surge control system An automatic surge control system has to be provided to protect the machines from inadvertently operating in surge. Compressor surge is characterized by erratic compressor inlet and discharge pressure and (usually audible) flow pulsation. It is caused by flow instability in the compressor. Severe compressor surge causes shaft vibration to increase and may result in severe damage to the compressor The two compressors are equipped with an automatic surge control system; using a by-pass valve responding to a low flow controller. The inlet guide vanes on both compressor suction sides will be controlled by a process loop. Speed and inlet guide vanes control the flow. Operation 1. General Operation of the compressor system requires following a systematic procedure to ensure that an adequate and constant supply of lube oil is available to the machine that the seal gas system is operative and that product is available to the machine for processing. Before starting system, make sure that the external seal gas supply is connected and available to the skid, that the external air pressure supply for operation of certain of the system controls is connected to the skid, that the water cooling system is connected and operative, and that process gas is available to the inlet of the compressor. 2. Subsystem start-up This section covers procedures necessary to start the subsystems and establish electrical power, instrument air, seal gas pressure, lube oil pressures and cooling water required to safety start the compressor. These instructions provide a systematic procedure for a safe start-up of the compressor system.

Part 4 Cargo System


3J LNG AL WOSAIL Preliminary checks: (Principally for initial commissioning of the installation only)

z

Before any mechanical equipment is put into operation the following main check points should be observed: z z z z z z z

z

z

z z

z z z z

Check fixing bolts and retightens if necessary. Verify allowable forces and moments of process piping connections. Check if inlet screen on process side is installed and is clean. Remove inlet process pipe and turn by hand the wheel (Rotor). Remove low speed coupling. Operate idle motor and check for correct rotation. Clean lubrication system with oil reservoir including chemical cleaning and passivation where required. Clean and check cooling water system. Open block valves of cooling water supply and return line. Fill-up oil reservoir and the chamber of the steam heater with the specified oil. Check seal gas system. Check circulation of lubricant and verify that all oil supply valves have to be opened before the start-up. Check vent system of oil tank and mist separator. Check and operate inlet guide vanes actuator. Check alignment of gear and motor shafts. Install low speed coupling.

z

z

4) Seal gas system z z

z

z

3) Compressor purge system

st

1 Draft / 2004. 10. 29

Open seal gas inlet valve. Check if filter element of seal gas regulator is clean and adjust the seal gas supply. If necessary, seal gas DP may be adjusted with seal gas regulator. As long as the seal gas system is on operation, the machine can be left stand-by under gas for extended periods.

z

6) Cooling water z

z

Open cooling water inlet/ outlet valves from oil cooler in accordance with lube oil flow. Observe cooling water temperature rise on return line.

7) Surge control The surge control system is provided to prevent inadvertent surging of the compressor during start-up and steady state operation. The surge system is a full automatic system. 3. Compressor start-up 1) Following valve to be closed : Drain of compressor casing 2) Apply instrument air.

4) Apply seal gas. 5) Run aux. lube oil pump 15~30 min. prior of blower start-up time to warmup the gear box, bearings etc. make sure that lube oil temp. is about 30 ℃ 6) make sure that I.G.V position is set at 0% (start position) 7) Pressure compressors reset button and check if all alarms/ trip lamps are off and if ready to start lamp on.

Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level) prior to expected blower start-up time. The heater will automatically

z

switch of at ~25℃ lube oil temp. Lube oil temp. should be kept at

z

approx. 40 to 50 ℃.

z

Note Do not start heating with steam heater without oil in the reservoir. z

Caution The lube oil pump is not operating below 15 ℃.

3) Check if oil temperature of oil tank is in accordance with table.

5) Lube oil system

2) Electrical system

Long period : After a period of non-operation of more than 8 days without seal gas and prior to take any part of the machinery again into operation the unit must be purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15°C. Open purge inlet valve.

Open purge inlet valve.

Note 3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen) are necessary to purge the instrument impulse lines. As long as the seal gas system is operated, the machine can be left stand-by under gas for extended periods.

z

Check out for correct wiring and power supply voltage and frequency. Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms and check lamps. Check if all indicators work correctly.

Close by-pass valve and apply seal gas.

Short period : During periods of less than 8 days of non-operation without seal gas we recommend to pressurize the unit with warm and dry air max. 0.03MPa overpress, while the compressor main inlet and outlet valves are shut.

1) Instrument air Open instrument air supply valve on main inlet and panel inlet. This supplies instrument air to the IGV actuator and transmitter. With local pneumatic control station, set to MAN. Stroke IGV actuator and observe for full stroke. Adjust for 0% position (IGV’s in start position).

Purge system for 10 min. minimum when compressor main inlet and outlet valve are closed (on process side) until all possible NG introduced within the machine has been exhausted. Flow min. 12 Nm3/h at 0.15 MPaG max.

Open bleed valves on top of filter to bleed air from both filters. After bleeding air from filter, select filter, leaving other on stand-by. Adjust lube oil supply pressure with press. regulating valve and check pressure on. Check downstream lube oil pressure switch for correct readings resp. settings. Test operations of auxiliary pump. On running machine check that stand-by pump comes on automatically by lowering the lube oil pressure with press. regulating valve.

4 - 29

Press compressor start button. Observe that no alarm or trip spy-lamps are on. Observe bearing temperatures and vibration levels.

8) Switch I.G.V: position controller to automatic or manual mode without bumping. z

Check that remote signal press: level is equal to manual pressure (0.06 MPa = 50% opening).

4. Compressor start-up (Cont.) Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will stop after start of main motor, while gears driven (main) pump delivers enough pressure for oil system.

Part 4 Cargo System


3J LNG AL WOSAIL Observe the following parameters:

1) Close the compressor inlet guide vanes to 0% position.

Control air press. Low. Cargo tank level extremely high (99.2%). z Vapour header press Low Low (To within 2 kPaG). z IS ESD SOL V/V Power fail.(3C, 4C, 8C). z ESD logic fail. z Electric power fail ( port/starboard). z Hydraulic oil press Low. Master Gas Valve Close Control: z Normal operation. z Gas leak detected in gas hood/pipe. z Both B.O.G hood room fan not running. z Less than 2 E/R vent fans running. z Both boilers tripped. z Master gas valve trip. z No.1/2 gas heater outlet temp. high/low. z ESD condition. z z

1) Seal gas delta P should read 0.01 to 0.02 MPa. (Adjust supply reducer if required)

2) Press the STOP BUTTON to shut down the main motor drive. Observe that auxiliary motor-pump is coming on.

2) Lube oil supply pressure should read 0.2 ~ 0.25 MPa. (Adjust supply regulator if required)

3) Controller will open surge control valve.

3) Lube oil supply temperature to gearbox should be higher than 30 ℃. 4) Check local panel for pre-alarm. 5) Check complete operating system for oil-, seal gas-, air-, water leaks, and product leakage. 6) Check instrument set-points annually (when unit is not on duty) by manipulation or simulation controls.

4) The unit may be left in cold condition as long as the lube-oil and seal-gas subsystems are operating satisfactorily. Following the procedures as described in the previous chapters may restart it. In case the units are going to be shut for a longer period of time the lube oil pump can be switched-off and the seal gas can be shut after not less than 30 min. of compressor shutdown; this to keep cold from creeping towards to bearing. 5) In case the units are shut-down for a period of up to 1 hour with either no seal gas or oil pump running (power failure) or both then restore seal gas supply and run the lube oil pump for at least 30 min. prior to start-up. Check the oil temperatures and pressures to be within prescribed limits.

5. Steady state operation

Gas Leakage Control

7. Emergency shut down Performance may be expected in the indicated range of pressures and flow rates, providing that the following normal precautions are observed: z

z

z

z

z

z

Do not operate compressor in surge. Compressor surge is characterized by erratic compressor in let and discharge pressures and (usually audible) flow pulsation’s. There is no surge control protection while in the manual mode. Therefore, it is important to set up steady state operation and transition from manual to automatic surge control as quickly and smoothly as possible, per start-up instructions. Do not operate the compressor under conditions, which lead to excessive thrust load (eg. Surge, high pressures). Check complete operating system for oil-, seal gas-, air-, water leaks and product leakage regularly. Maintain reservoir level at the level indicated on the reservoir sight glass. Check periodically. Check seal gas and lube oil filter pressure drops regularly. Replace filter elements. Do not operate the unit for longer periods while alarms are indicated.

6. Compressor shutdown

The compressor may be rapidly shut down at any time by depressing the COMPRESSOR STOP BUTTON at the compressor control panel or at any of the remote stations. Any shutdown resulting from the compressor safety system will accomplish the same result.

z

Gas leak detected in Elec. Motor or Cargo Mach. Room.

8. Vacuum Pump data The LD compressor can be used for I.B.S vacuum operation

In the event of an emergency shutdown the following procedures should be followed: 1) Take all measures required by the plant contractor’s operating manual to minimise the effect of the shut down on other process equipment. 2) If shutdown occurred as a result of the safety system, release the cause of the malfunction before restarting. The compressors are operated locally or from the IAS in the CCR. The following conditions trip the compressors:

Molecular weight: Flow: Inlet pressure: Inlet temperature: Outlet pressure: Outlet temperature: Coupling power: Shaft speed: Wheel diameter: Inlet guide vanes setting:

17.22 kg/kmol 6000 70 -110 °C 150 kPaA -66.5 °C 126.9 21600rpm 270 -30 to +80 deg

The compressors are operated locally or from the IAS in the CCR. The following conditions trip the compressors: Safeties in ESDS, master gas valve close control and gas leakage control system:

Voluntary shutdown is accomplished essentially by performing the operations of the preceding sections in reverse. The principal objectives are to take the compressor off the line without causing surge, and/ or major upsets to the other process equipment. The proper procedure is summarized below:

ESDS : z z z z z

st

1 Draft / 2004. 10. 29

Manual switch off. Fusible plug melted. Optical interface failure from shore. Electric interface failure from shore. Pneumatic press. Low in ship/shore communication.

4 - 30

Part 4 Cargo System


3J LNG AL WOSAIL

HD Compressor Alarm and Trip Settings (T: Trip, A: Alarm/I1: Start-up interlock L.O pump/I2: Start-up interlock machine) No.

Item

Tag. No.

Normal Operation Condition

1

Suction Gas Pressure

PT 1

3kPaG

2

Discharge Gas Pressure

PT 2

100 kPaG

3

Suction Gas Temperature

4

Discharge Gas Temperature TE2A

5

Discharge Gas Temperature TE2B

6

IGV Start Position

Setting Range 0 to 200 kPaG

-2.5 to 20 kPaG 0 to 2000 mbar(g) 0 to 110 kPaG

Action

Set Point

Signal

-

-

4 to 20 mA

-

-

-

4 to 20 mA

H, HH, L, LL

Type

-

TT 1

-140 °C

-200 to +200°C

-

-

-

4 to 20 mA

TT 2A

-109.8 °C

-200 to +200°C

-

-

-

4 to 20 mA

TSHH 2A

-

-

HH

T

+100°C

Contact

TT 2B

-109.8 °C

-200 to +200°C

-

-

-

4 to 20 mA

TSH 2B

-

-

H

A

+90°C

Contact

ZSL 3

-

-

-

I2

-

Contact

ZSH 1

-

-

-

I2

-

ZSL 1

-

-

-

-

-

-

-

-

4 to 20 mA 4 to 20 mA

7

Surge Valve Position

8

Process Gas Flow

PDT 1

5.2 kPaG

YET 9

10 to 30 µm

0 to 100 µm

-

-

-

9

Vibration YE9

YSH 9

-

-

H

A

50 µm

Contact

YSHH 9

-

-

HH

T

75 µm

Contact

PDT 7

50 kPaG

-

-

-

4 to 20 mA

0 to 62 kPaG 0 to +5.5 kPaG

0 to 2100 kPaG

Contact

10

Oil Filter Diff. Press.

PDSH 7A

-

-

H

A

250 kPaG

Contact

11

Oil Tank Level

LSL 5

-

-

L

A, I1

-

Contact

12

Oil Heater Temperature

TCV 5

-

40°C

-

-

-

-

L

A, I1

25°C

Contact

H

A

60°C

Contact

-

-

-

4 to 20 mA

13

Temperature Oil Tank

TSL 5 TSH 5 TT 8

14

15 16 17

18

st

Instrument range

Temperature Oil System(TE8)

Temperature Oil Bulkhead(TE10A) Temperature Oil Bulkhead(TE10B) Bearing Temperature (TE9A)

Bearing Temperature TE9F

0 to 500 kPaG

55°C

-45 +93°C

~ 42°C

0 to +100°C

TSL 8

-

-

L

I2

20°C

Contact

TSH 8

-

-

H

A

55°C

Contact 4 to 20 mA

TT 10A

~ 60°C

0 to +100°C

-

-

-

TSHH 10A

-

-

HH

T

+80°C

Contact

TT 10B

~ 60°C

0 to +100°C

-

-

-

4 to 20 mA

TSH10B

-

-

H

A

+75°C

Contact

TT 9A

~ 65 °C

0 to +100°C

-

-

-

4 to 20 mA

TSHH 9A

-

-

HH

T

75°C

Contact

TT9F

~ 65 °C

-

-

-

L

A, I2

15°C

4 to 20mA Contact

H

A

70°C

Contact

-

-

-

4 to 20 mA Contact

TSL 9F

-

0 to +100°C -

TSH 9F

-

-

PT 8

~ 160 kPaG

0 to 1000 kPaG

19


-

L

A, I2

100 kPaG


PSL 8A PSLL 8A

-

20

~ 160 kPaG

-100 to 125 kPaG

LL

T

80 kPaG

Contact

21


PSL 8C

~ 110 kPaG

-100 to 125 kPaG

L

A, I2

40 kPaG

Contact

22


PSLL8C

~ 110 kPaG

-100 to 125 kPaG

LL

T

20 kPaG

Contact

23

Seal Gas Control Valve

PCV11

-

25 kPaG

-

-

-

-

24

Seal Gas Pressure

PSL11

-

-100 to 125 kPaG

L

A, I1, I2

20 kPaG

Contact

25

Seal Gas Pressure

PSLL11

-

-100 to 125 kPaG

LL

T

15 kPaG

Contact

26

IGV Position ZE3

ZT3

-

-30 to +80 °

-

-

-

4 to 20 mA

27

IP Converter Control Valve

PCV 3A

-

200 kPaG

-

-

-

-

28

HIC Control Valve

PCV 3B

-

100 kPaG

-

-

-

-

29

Nozzle Actuator Control Valve

PCV 3C

-

600 kPaG

-

-

-

-

1 Draft / 2004. 10. 29

0 to 1000 kPaG

4 - 31

Part 4 Cargo System

3J LNG AL WOSAIL


Blank Page

st

1 Draft / 2004. 10. 29

4 - 32

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.5a Boil off/Warm-up Heater

PT 1

PI 1

PT 3

GAS OUTLET TO DEMISTER

TE 2

CG923 CG924

PI 3

TSHH 2 DRTD

DRTD

ST561F ST563F

VENT

STEAM INLET ST562F ST564F

LSHH 4

LI 4 PI 1

CONDENSATE OUT

TCV 2

HY 2

FC

GAS INLET

S

CG921 CG922

SD551F SD556F

CS919 CG920 FC

PCV 1

DRTD

TCV 1

ZT 2 ZI 2

ZT 1 ZI 1

DRAIN

HY 1

SV 1 S

KEY LNG VAPOUR LINE

L/R ZS HS 1 1

STEAM LINE CONDENSATE LINE INSTRUMENT AIR LINE

st

1 Draft / 2004. 10. 29

L/R ZS HS 2 2

TE 4

SD552F SD553FSD554F SD557F SD558F SD559F

PCV 2

SV 2

CG917 TE 1 CG918

TSLL 4

SD701F SD702F

PT 1

DRTD

LSH 4

PI 6 HIC 1

PCV 6

INSTRUMENT AIR SUPPLY

HIC 2

4 - 33

Part 4 Cargo System


3J LNG AL WOSAIL 4.5 Boil-off / Warm-up Heater

2. Operating Procedure in Warming-Up Configuration The vapour lines will be set for using the HD compressor to deliver vapour to the No.1 B.O/W.U heater.

1. General (See Illustration 4.5a) There are two steam-heated gas heaters located in the cargo compressor room, which is situated on the starboard after side of the trunk deck.

The vapour lines will be set for using the LD compressor to deliver vapour to the No.2 B.O/W.U heater. When the heater has been vented and warmed through, proceed as follows:

1) Open the shell side vent valve.

1) Open the shell side vent valve.

2) Open the shell side condensate valves and check the drains.

2) Open the shell side condensate valves and check the drains.

3) Crack open the manual steam supply valves ST562F and 561F.

3) Crack open the manual steam supply valves ST564F and 563F.

The heaters are used for the following functions: 1. Heating the LNG vapour delivered by either of the HD compressors to the specified temperature for warming up the cargo tanks before gas freeing.

4) When all the air has been expelled from the shell, shut the vent valve.

4) When all the air has been expelled from the shell, shut the vent valve.

5) When water has been drained from the shell, shut the drain valve.

5) When water has been drained from the shell, shut the drain valve.

2. Heating the boil-off gas delivered by either of the LD compressors for fuel gas to the boiler or for venting to atmosphere via the liquid header or via the gas main. Free flow can be applied alternatively.

6) Slowly open up the steam inlet valve SC562F and close 561F.

6) Slowly open the manually operated steam inlet valve ST564F and close 563F.

Caution When returning heated vapour to the cargo tanks, the temperature at the heater outlet should not exceed +80°C to avoid possible damage to the cargo piping insulation and safety valves.

8) In the CCR, set the controls for the heater to the ON position on the IAS.

Specification Manufacturer: Model: Type: Tube Side (Process fluid) Mass Flow Inlet Volume Flow

11) Set the temperature and level controller to the correct settings for the operation being undertaken (first stage: 0°C, second stage: +80°C for warming up operation with vapour, approx. 50°C for warming up and inerting operation with inert gas).

The heaters are shell and tube type.

Outlet Volume Flow

Unit kg/h m3/h m3/h °C °C

Inlet Temperature Outlet Temperature Inlet Pressure Outlet Pressure Pressure Drop (Calculated) Heat Exchange (Actual) Design Pressure

MPaG

Design Temperature

°C

Shell Side (Saturated steam) Steam Consumption

kPaG kPaG

Boil-off

8,607 5,014 11,656 -45 45

9) Open the instrument air supply to the controls for the heater. 10) Check the condensate level in the sight glass.

12) Open the hydraulically operated gas inlet valve CG917 and manually operated outlet valve CG923. 13) Monitor the gas vapour outlet and condensate temperatures. On completion of the operation; 1) Switch the auto-control to manual. 2) Close the gas supply valve CG917 on the heater.

kPa

5

9

5

2

1

3) Close the steam supply valve ST562F to the heater when the temperature at the heater outlet is above 0°C.

kW

1,064

2,074

1,291

82

490

4) Open the steam side vent, then open the drain when all the steam has vented.

Unit kg/h °C °C

Inlet Temperature Outlet Temperature Inlet Pressure Outlet Pressure Design Pressure

MPaG

Design Temperature

°C

st

Design 16,000 10,139 24,052 -25 80

Cryostar 65-UT-38/34-3.2 BEU Operating Case Beg WU Interm End WU 24,940 17,000 10,000 9,750 9,339 8,687 30,202 24,251 15,033 -120 -58 67 11 62 80 100 20

7) Set the vapour lines as detailed for the operation and put the cargo heater in use.

kPaG kPaG

1 Draft / 2004. 10. 29

1 -196/+186

Design 1,867

Operating Case Beg WU Interm End WU 3,642 2,267 144 169 164 700 700 1 +186

3. Controls and Settings Boil-off

861

The gas outlet temperature is controlled by controllers CG919 on the inlet and CG921 on the HD heater bypass line. The steam condensate from the heater is returned to the drains system via the cargo steam drains cooler and the cargo escape tank, the latter of which is fitted with a gas detector sampling point. 4. Boil-off Gas Heating Configuration The same procedure is followed for venting and warming through the LD heater as described above, except that the temperature control is set for a gas outlet temperature of approximately +45°C.

4 - 34

7) Check the condensate level. 8) Set the LNG vapour lines as detailed for the operation to be taken. 9) Open the vapour outlet valve CG924 and the vapour inlet valve CG918. 10) In the CCR, set the controls for the LD heater on the IAS. 11) Open the control air supply to the LD heater controls. 12) Set the temperature and level controllers to the correct settings for gas burning of +30°C. 13) Monitor the gas vapour outlet and condensate temperatures. On completion of the operation 1) After the LD compressor has been shut down and the gas supply valve to the engine room shut, close the inlet valve to the LD heater CG918. 2) Shut the steam inlet valve ST564F. 3) Open the steam side vent and open the drain valve when all the pressure is off the heater. The following alarms and trips are available: ITEM

TAG NO.

NORMAL OPERATING CONDITION

Gas outlet temperature

TSH2 TSL2

10 ~ 80°C

H L

ALARM ALARM

85°C -20°C

TIC2

10 ~ 80°C

HH

TRIP

100°C

Condensate temperature switch

TSLL4

150 ~ 190°C

LL

TRIP

80°C

Condensate temperature

TSL4

150 ~ 190°C

L

ALARM

90°C

Level switch

LS 4A

H

ALARM

Level switch

LS 4B

HH

TRIP

Gas outlet temperature switch

ACTION

SET POINT

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.6a LNG Vaporizer

PT 2

PI 2

PI 3 TE 2

CG929 GAS OUTLET TO DEMISTER

DRTD

VENT

ST567F ST568F

GAS OUTLET

LSHH 4

BACK TO TANKS

GAS INLET

GAS INLET

STEAM INLET

F1

LI 4

LSH 1 PI 1

FC

LNG INLET

HY 2

TCV 2

CS904

CS901

S

FC

FCV 1

ZI 2

ZT 1 ZI 1

KEY

CONDENSATE LINE

SD566F

DRAIN

HY 1

SV 1 S

L/R ZS HS 1 1

LNG LIQUID LINE

CONDENSATE OUT

L.C

PCV 1

PI 6

LNG VAPOUR LINE

L/R ZS HS 2 2

TE 4

CS903

DRTD

ZT 2

STEAM LINE

TSLL 4

SD567F SD568F SD569F

PCV 2

SV 2 TE 1

DRTD

SD704F

PT 1

LSH 4

HIC 1

PCV 6


HIC 2

INSTRUMENT AIR LINE

st

1 Draft / 2004. 10. 29

4 - 35

Part 4 Cargo System


3J LNG AL WOSAIL 4.6 LNG Vaporizer 1. General (See Illustration 4.6a) The LNG vaporizer is a steam heated shell and tube type heat exchanger located in the cargo compressor room on the trunk deck. It is equipped with automatic flow and outlet temperature controllers. Specification Manufacturer: Model: Type: Tube Side (Process fluid) Mass Flow Inlet Volume Flow Outlet Volume Flow

kg/h m3/h m3/h °C °C

Inlet Temperature Outlet Temperature Inlet Pressure Outlet Pressure Pressure Drop (Calculated) Heat Exchange (Actual) Design Pressure

MPaG

Design Temperature

°C

Vapour purg (Methane)

11,014 24 13,743 20

LNG disch (Methane)

Emcy Fcg (Methane)

Inerting (Nitrogen)

24,180 54 13,695 -163 -140

7,127 16 7,072 -40

21,000 16 15,026 -196 20

300 20

kPaG kPaG kPa

12

67

5

21

kW

2,839

3,783

1,566

2,591

Steam Consumption

Inlet Temperature Outlet Temperature Inlet Pressure Outlet Pressure Design Pressure Design Temperature

Unit kg/h °C °C kPaG kPaG MPaG

°C

Vapour purg (Methane)

LNG disch (Methane)

Emcy Fcg (Methane)

Inerting (Nitrogen)

4,984

6,642

2,750

4,549

169 164 700 700 1 +186

Alarms are provided for outlet gas temperature and for condensate water high level and low temperature. The gas outlet temperature and the condensate low temperature alarms are both inhibited when the LNG vaporizer is shut down. The LNG vaporizer is used for the following operations: 1) Discharging cargo at the design rate without the availability of a vapour return from the shore. The vapour produced leaves the vaporizer at approximately -140°C and is then supplied to cargo tanks through the vapour header. Vapour pressure in the cargo tanks will normally be maintained at 110kPaA

st

13) As soon as a flow has been established, set the correct value for the desired operation on the temperature controller; -140ºC for volumetric replacement during cargo discharge, or +20ºC for cargo tank purging after refit and LN2 vaporisation for insulation spaces or tank purging duties.

2) Purging of cargo tanks with vapour after inerting with inert gas and prior to cooldown. LNG is supplied from the shore to the LNG vaporizer via the stripping/spray line. The vapour is produced at the required temperature of +20°C is then passed to the cargo tanks. 3) LN2 vaporisation for inerting the cargo tank and insulation spaces. Note Due to its very low temperature, liquid nitrogen will damage living tissue and any spillage on the ship’s deck will cause fractures and failures as for LNG. 4) Emergency forcing by manual operation: The LNG vaporizer can function as the forcing vaporizer when the forcing vaporizer has failed:

Set the LNG pipelines as detailed for the operation about to be undertaken.

Note ( ) : LNG discharging without vapour return from shore.

1 Draft / 2004. 10. 29

If the back pressure in the discharge piping to shore is not sufficient to have a minimum of 300kPa at the inlet to the vaporizer, a stripping/spray pump will be used to supply liquid to the vaporizer.

2. Operating Procedure to Bring the LNG Vaporizer into Service

1 -196/+186 Operating Case

Shell Side (Saturated steam)

12) In MAN mode, crack open the flow control valve and admit LNG to the vaporizer. Physically monitor all the vaporizer flanges and joints for any signs of leakage.

If the shore is unable to supply vapour return, LNG can also be fed to the vaporizer by using one stripping pump or by bleeding from the liquid header.

Cryostar 65-UT-38/34-5.6 BEU Operating Case Unit

during the whole discharge operation. Additional vapour is generated by the tank sprayer rings, the LNG being supplied by the stripping/spray pump.

To prepare the LNG vaporizer for use; 1) Ensure that the deck steam and instrument air supplies are available to the LNG vaporizer. 2) Open the condensate drain valve and the steam side shell vent valve. 3) Set up the downstream vapour lines for the required operation, to allow for gas expansion during the warming up stage. 4) Slowly open the vaporizer steam master valve ST568F fully.

14) Gradually increase the flow rate up to the desired value and change the mode to AUTO. 15) Monitor the condensate level until full gas flow has been achieved on the vaporizer to ensure stable operations. 16) Continue to monitor the vaporizer for leaks, the vapour outlet temperature, the condensate level and the drains temperature throughout the operation. Caution Thorough checks around the LNG vaporizer and associated flange connections must be conducted during the operation. On completion of the operation. 1) Close the manually operated liquid line isolating valve CS901. 2) Switch the flow and temperature controllers to manual and manually open the valves to allow any remaining LNG to vaporise naturally. 3) When the heater outlet temperature is well above 0ºC and there is no indication of any frosting anywhere on the heater, shut the main steam valve. 4) Open the steam side shell vent valve. 5) When steam stops issuing from the vent open the condensate drain valve and shut the inlet valve to the drain trap. 6) When the heater has cooled down to ambient temperature, shut the vapour outlet valve CG929 and secure the rest of the system as required.

The following alarms and trips are available:

5) Crack open the isolating steam bypass valve ST567F. 6) When all the air has been expelled from the shell, shut the vent valve. 7) When the drains are blowing clear open the drain trap outlet and inlet valves and shut the drain. The temperatures, pressures and condensate levels of the heater should be allowed about 30 minutes to stabilise. 8) Slowly open the main steam valve ST568F fully and close the bypass valve ST567F. 9) Monitor the condensate level in the local level gauge. 10) In the CCR, set the flow control for the vaporizer to the ON position on the IAS, select MAN mode and ensure that the set point is for zero flow.

ITEM

TAG NO.



TSH2 TSL2

-80 ~ 0°C

H L

ALARM ALARM

85°C -145°C


TSLL4

150 ~ 190°C

LL

TRIP

80°C


TSL4

150 ~ 190°C

L

ALARM

90°C

Level switch

LS 4A

H

ALARM

Level switch

LS 4B

HH

TRIP

ACTION

SET POINT

11) Confirm that the spray header is pressurised and then open the manually operated liquid line isolating valve CS901.

4 - 36

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.7a Forcing Vaporizer

PT

PI

2

2

PI 3 TE 2

CG928 GAS OUTLET TO DEMISTER

DRTD

VENT

ST565F ST566F

GAS OUTLET

LSHH 4

BACK TO TANKS

GAS INLET

GAS INLET

STEAM INLET

F1

LI 4

LSH 1 PI

1

1

FC

LNG INLET

HY 2

TCV 2

CS906

CS902

S

FC

FCV 1

ZT 2 ZI 2

ZT 1 ZI 1

KEY

LNG LIQUID LINE

CONDENSATE LINE

SD561F

DRAIN

HY 1

SV 1 S

ZS 1 L/R HS 2

CONDENSATE OUT

L.C

PCV 1

LNG VAPOUR LINE

ZS 2

TE 4

CS905

DRTD

STEAM LINE

TSLL 4

SD562F SD563F SD564F

PCV 2

SV 2 TE 1

DRTD

SD703F

PT

LSH 4

L/R HS 1

PI 6 HIC 1

PCV 6


HIC 2

INSTRUMENT AIR LINE

st

1 Draft / 2004. 10. 29

4 - 37

Part 4 Cargo System


3J LNG AL WOSAIL 4.7 Forcing Vaporizer 1. General (See Illustration 4.7a) The Forcing Vaporizer is used for vaporising LNG liquid to provide gas for burning in the boilers to supplement the natural boil off. Both the LNG and forcing vaporizers are situated in the cargo compressor room. The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up to 105% MCR. The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an automatic inlet feed valve which receives its signal from the Boiler Gas Management System. Specification Manufacturer: Model: Type: Tube Side (Process fluid) Mass Flow Inlet Volume Flow Outlet Volume Flow Inlet Temperature Outlet Temperature Inlet Pressure Outlet Pressure Pressure Drop (Calculated) Heat Exchange (Actual) Design Pressure

Unit kg/h m3/h m3/h °C °C

Steam Consumption

Forcing

kPaG

7,402 16 7,345 -163 -40 500 20

kPa

166

kW

1,627

MPaG

1 -196/+186

kPaG

°C

Design Temperature

Shell Side (Saturated steam)

Cryostar 34-UT-25/21-3.6 BEU Operating Case

Unit kg/h °C °C

Inlet Temperature Outlet Temperature Inlet Pressure Outlet Pressure Design Pressure

MPaG

Design Temperature

°C

kPaG kPaG

Operating Case

Both vaporizer tubes are fitted with spiral wires to promote turbulence to ensure efficient heat transfer and production of superheated LNG vapour at the exit of the tube nests. A re-evaporator is also used to ensure that accumulation of nonvaporised liquid at the vaporizer discharge is avoided and that the output is at a stable temperature.

Caution Thorough checks around the forcing vaporizer and the associated flange connections must be conducted during operation.

This is made possible by: 1) Two knitted mesh filters inserted in the gas flow path to fractionate the droplets and create the necessary turbulence to break down the small droplets injected into a fine fog of liquid gas and also to moisten the mesh wires acting as the vaporising surface. 2) Two conical baffles installed in the tube to allow eventually accumulated liquid to be directed into the gas stream on the pipe bottom. 2. Operating Procedure to Bring the Forcing Vaporizer into Service 1) Ensure that the deck steam and instrument air supplies are available to the Forcing vaporizer. 2) Open the condensate drain valve and the steam side shell vent valve. 3) Set up the downstream vapour lines for the required operation, to allow for gas expansion during the warming up stage.

On completion of operation. 1) Close the manually operated liquid line isolating valve CS902. 2) Switch the flow and temperature controllers to manual and manually open the valves to allow any remaining LNG to vaporise naturally. 3) When the heater outlet temperature is well above 0ºC and there is no indication of any frosting anywhere on the heater, shut the main steam valve. 4) Open the steam side shell vent valve. 5) When steam stops issuing from the vent open the condensate drain valve and shut the inlet valve to the drain trap. 6) When the heater has cooled down to ambient temperature, shut the vapour outlet valve CG928 and secure the rest of the system as required.

The following alarms and trips are available:

4) Slowly open the vaporizer steam master valve ST566F fully. 5) Crack open the isolating steam bypass valve ST565F.

ITEM

TAG NO.


TSH2

6) When all the air has been expelled from the shell, shut the vent valve. 7) When the drains are blowing clear open the drain trap outlet and inlet valves and shut the drain. The temperatures, pressures and condensate levels of the heater should be allowed about 30 minutes to stabilise. 8) Slowly open the main steam valve ST566F fully and close the bypass valve ST565F. 9) Monitor the condensate level in the local level gauge.

2,856 169 164 700 700 1 +186

10) In the CCR, set the flow control for the vaporizer to the ON position on the IAS, select MAN mode and ensure that the set point is for zero flow.

Each Forcing vaporizer is equipped with a temperature control system to obtain a constant and stable discharge temperature for various ranges of operation.

st

16) Continue to monitor the vaporizer for leaks, the vapour outlet temperature, the condensate level and the drains temperature throughout the operation.

Forcing

Alarms are provided for outlet gas temperature and for condensate water high level and low temperature.

1 Draft / 2004. 10. 29

The temperature of the gas produced is adjusted by spraying a certain amount of bypassed liquid into the outlet side of the vaporizer through a temperature control valve and liquid injection nozzles.

11) Confirm that the spray header is pressurised and then open the manually operated liquid line isolating valve CS902.

TSL2


NG : -40°C

CH : -60°C

ACTION

SET POINT 85°C -50°C

H L L

ALARM ALARM ALARM

-70°C


TSLL4

150 ~ 190°C

LL

TRIP

80°C


TSL4

150 ~ 190°C

L

ALARM

90°C

Level switch

LS 4A

H

ALARM

Level switch

LS 4B

HH

TRIP

12) In MAN mode, crack open the flow control valve and admit LNG to the vaporizer. Physically monitor all the vaporizer flanges and joints for any signs of leakage. 13) In the CCR, set the controls for the forcing vaporizer on the IAS mimic. 14) When vapour is produced, switch the control for the liquid valve to remote and automatic. 15) Monitor the condensate level until full gas flow has been achieved on the vaporizer to ensure stable operations.

4 - 38

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.8.1a Custody Transfer System

Cargo Control Room Cabinet PS4685 1935x600x500 HxWxD

Local Display w/Baragraph NL-196

Graphic Display NL-300

Pointing Device

Cargo Computer 230 VAC

230 VAC

230 VAC

230 VAC

GLK-100 Units NL-190 Backup Display EA-Computer Power Supplies Zenerbarriers and Terminal boards Cabinet CK-292 ATM Press. Transducer GT302

Printer

Printer

230 VAC

230 VAC

Safe Area

1 pair 0.5mm2 w/screen

760x600x350 HxWxd

UPS Power Unit 24 VDC 230 VAC

3 x 0.5 mm2 2 x 10 mm2

Hazardous Area 2 pair 0.5mm2 w/screen

1 pair 1.5 mm2 2 pair twisted 0.5 mm2 w/screen

3 x 3 x 1.5 mm2

5 pair twisted 0.5 mm2 w/screen 2 x 3 x 2.5 mm2 Temp. Box

Radar GLA-100/5

110/230 VAC Supply

5 pair twisted 0.5 mm2 w/screen

Vapour Pressure Transmitter GT302

1 pair 1.5 mm2 w/screen Stand Pipe Sections Conn. Box

Pur Cable

Temperature Sensors MN3927 Cargo Tanks

st

1 Draft / 2004. 10. 29

Pressure Transmitters GT303 Draft

4 - 39

Part 4 Cargo System


3J LNG AL WOSAIL 4.8 Custody Transfer System

calculated, thus giving very accurate readings of the liquid level (ullage). AutroCAL® makes the system independent to the gas mixture and their partial pressures.

Echo strength : Free Space

4.8.1 Radar-Based Level Gauging a ens mp Co

Maker: Kongsberg Maritime AS Type:

tion

The data set in the processor memory, being the result of every single measurement, contains information both about the signature echoes and the echo from the liquid surface. The surveyor can use these signature echoes at any time to verify the accuracy of the system. When using the Kongsberg Maritime system with AutroCAL®, no separate verification pins or mechanical operations are needed to verify the accuracy of the system.

Autronica's echo strength

Measurement Fundamentals (See Illustration 4.8.1a) Ech

The GL-100 Level Gauge consists of the GLA-100 Level Sensing Unit connected to the GLK-100 Signal Processing Unit. The GLA-100 Level Sensing Unit provides a microwave antenna with transmitter and receiver electronics. The radar is based on the reflectometer principle. A microwave signal with a centre frequency of 10GHz is emitted from the antenna and directed towards the liquid surface in the tank. A part of this signal is reflected from this surface back to the antenna, and the distance is in principle derived from the time delay of the reflected signal.

M42-00000.180

Kongsberg Maritime's radar-based level gauging system has a built-in software algorithm for averaging the measured values. This is a sliding averaging which means that the last measured instantaneous value will be more significant than each of the former values, the weighing curve being exponential. This averaging is built-in in order to avoid that liquid surface movements influencing the measurement. Patented measuring method The echoes in “the reflection diagram” correspond to the reflected pulses in Pulse Radar. Kongsberg Maritime's unique detection method keeps the echo strength relatively the same regardless of the distance to the liquid inside the measurement range.

/R)

Distance

Temperature Measuring 45m

The echo strength in a free space application is reduced by a factor related to 1/R. Kongsberg Maritime's patented detection method maintains the echo strength almost constant over the entire measuring range of the radar. This eases the setting of signal threshold to a fixed value. Echo strength : Still Pipe

The phase variation of the reflection coefficient of the radar antenna and the tank is measured and sampled during the frequency sweep. By in principle counting the number of periods of the phase change of the reflection coefficient, the distance to the target can be found. The signal is sampled and converted to digital form. The method utilised to find the number of periods or the frequency of the sampled signal is the Fast Fourier Transforms (FFT), which in principle is a “Spectrum Analyser”. Accordingly the distance to the target is calculated. The radar measures the distance between the radar antenna and the liquid surface, i.e. the tank ullage. With specific data stored in the Signal Processing Unit, the computer can calculate the exact level and volume in the tank. The values are corrected for trim and list. Also, by entering specific density for the carried cargo, the system can calculate the weight.

o st reng th (1

a ens mp Co

M42-00000.180

The measuring principle is based on the Pt100 temperature sensing element delivered according to IEC 751. The resistor element gives a decreasing resistance value when the ambient temperature increases. Nominal resistance at 0 ~ 100ºC is 100 ~ 138.5 ohm. To obtain the required accuracy each temperature sensor is calibrated. Therefore each temperature sensor has a serial number. for identification purposes. Before calibration all sensors are stabilised by varying the temperature from -196ºC and up to room temperature several times. Thereafter each sensor is measured several times at three different temperatures, and a calibration certificate is issued for each sensor. The total accuracy will also take into account the other parts of the system signal converters, microprocessor, etc.

tion

Autronica's echo strength

Echo str

Measuring principle

ength

Distance

45m

When applied in a still pipe, the pipe will act as a wave-guide for the radar signal and there will be no free space losses. However, ohmic losses will reduce the echo strength. These losses are equally compensated by Kongsberg Maritime's patented detection method. Still Pipe measurement for LNG applications The gas storage tank is designed to form a closed thermal system for the cargo, and is therefore kept close to the state of saturation. Gas evaporation under this condition is fairly smooth, and a gradual boil-off process as thermal heating of the tank content is very slow. High gas vapour density, the mixture of gases and their partial pressures, and the still pipe measuring process, will influence the propagation speed of the microwave signals. All these factors (which is normally not known in detail) have to be compensated for in order to give exact distance measurement.

To measure liquid and vapour temperature of LNG, each cargo tank will be equipped with five (5) sensors. Normally spare sensors will also be installed. Two sensors including spares will be installed in the tank bottom and the tank top in order to constantly measure the temperature of liquid and vapour respectively. The remaining 3 sensors including spares will be installed at equal distances between the tank bottom and top. Both average and individual temperatures readings for liquid and vapour are available at the displays. Each Kongsberg Maritime's MN3927/LNG Temperature Sensor consists of a mantle cable made of AISI 316 acid resistant steel of required length. In the lower end the Pt100 element is sealed in a tube while in the upper end there is compression fitting for fastening of the sensor. The sensor cables (four (4) wires per cable) are normally connected to terminals in a cabinet on deck. The transmitter for the vapour pressure can also be connected to terminals in the same cabinet. The temperature sensors can either be clamped inside the tank or mounted in an open penetrated pipe.

However, Kongsberg Maritime's unique AutroCAL® verification/calibration method uses the specially designed pipe joint signatures for continuous measurement verification /calibration in real time, and combined with accurate temperature measurement, the propagation speed of the radar signal can be

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Part 4 Cargo System


3J LNG AL WOSAIL

4.8.1.1 System Readout and Control Flexible stand tails

Operator Station with Presentation Program

150

MN3927T1250 Pt100

11

Compression fitting Acid resistant steel 1/8"NPT (FS4,8-N18)

NOT FASTENED

4,8 Mantle cable,aci resistant steel,AISI316

L +/- 100 (see remark)

MN-3927 Ca.95

8 Element

MN-3927

MN-3927

Pressure Measuring The measuring principle is based on a capacitive pressure transmitter. The transmitter consists of a capacitive pressure-sensing cell together with an electronic unit encapsulated in the transmitter body. A ceramic diaphragm is connected to a solid ceramic substrate via a glass frit. Gold plates at the ceramic diaphragm and the ceramic substrate comprise the capacitor. An applied pressure will deflect the diaphragm and the corresponding change in capacitance will be converted to an output signal by the sensor electronics. One GT302/LNG Pressure Transmitter is installed on each tank to measure the gas vapour pressure. The transmitter will be installed on top of the tank and only the ceramic diaphragm will be exposed to the tank atmosphere. Fastening arrangement for the transmitter can be adapted to the actual installation. Cabling for the pressure transmitters can either be via the temperature sensor cabinet, or via the connection box for the radar sensor.

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The Operator Stations are the main presentation unit in the system, and are based upon the Windows NT operating system with redundant high-speed data communication between the various computers and microprocessors in the system. Dedicated process displays are created in conjunction with the customer to provide the best operational environment. The Operator Stations are normally situated in the Cargo Control Room, where the operator can monitor the data and control all essential operating parameters. A number of Operator Stations can be connected in a network to provide several operator consoles at different locations onboard. Alarms are handled continuously in the background to ensure that the operator is immediately alerted if any alarm limits are exceeded. Failures that may occur in the system are immediately reported on the screen. Reports on failures and alarms, as well as history/trend reports on level, volume, vapour pressure and temperature are logged and stored and can be printed out at any time. Customised reports are also available. The system is operated with a track-ball connected to the Operator Station. From the Main Menu, the selection of each sub-menu can be done. Pop-up windows for parameter values and alarm limit settings are displayed on the screen. Main functions of the Operator Station: - Handling of alarms and failures - Configuration of the system - Storage of measured parameter values - Calculation using measured parameter values - Logging of History/Trend - Generation/Printout of customised CTS reports - Graphic presentation of all relevant data - Control functions (Option available when integrated to the IAS by Kongsberg Simrad) Data available on the screen if implemented: - Cargo tank name - Cargo tank liquid level - Cargo tank liquid volumes (total, individual and group) - Cargo tank temperature (average liquid, average vapour, individual) - Cargo tank vapour pressure - Trim, List and Draft - ATM (atmospheric pressure) - Miscellaneous level, temperature and pressure readings - Alarms - Faults/Diagnosis - Trend curves - Clock - Configuration data

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- Parameter settings - Miscellaneous Reports - Control functions (Option available when integrated to the IAS by Kongsberg Simrad) On the coming pages a number of screen pictures and reports are shown as examples.

Displays in the System Main Menu

At the bottom of the main menu screen, the operator can call the different functions/displays in the system using the function buttons. The menu/function buttons also correspond directly to the keys (F1-F12) on the keyboard. To fully operate the presentation program NL-300 / CTS a mouse or trackball is required. Pointing on an actual key with a mouse click can also activate the menu/function buttons. To simplify the instruction the term “click on the function” is used as a short form for “point on the function and click with the left mouse/trackball button”.

Part 4 Cargo System

3J LNG AL WOSAIL


“Click on” the CTS and the picture that appears on the screen will be as below.

In CTS activity, details of all the parameters of the chosen tank are displayed. In this display the buttons START LOADING / UNLOADING will activate the logging of the system.

The “ACTIVITY” window will change as shown in the next display. In the upper part of the display there is a button for each tank. This makes it easy to shift between the different tanks for information.

The picture gives the operator an “overview” of all the Cargo tanks. By licking on the Cargo tank Name button, the following display will appear on the screen:

When the activity is started a submenu will show in the display. Text header that shall be displayed in the CTS report is inserted.

When the LOADING / UNLOADING is completed, click on the “STOP LOADING” button then click on the REPORTS. A submenu will then appear in the display.

Detailed information of the tank parameter is displayed. Moving from one tank to another is easily done by “Clicking on” the arrows beside the tank name. By Clicking on the CTS activity button a new display will appear on the screen.

After inserting the text and start the logging click on OK. The “NO ACTIVITY” will change to “LOADING” and a green lamp will start blinking.

In the REPORT menu select what further action is to be done with the report.

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Part 4 Cargo System

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To get back to the MAIN MENU click on the button “MAIN MENU”. Click the button “SETUP CONFIG” to enter this display the user will be asked for a password. After inserting the password the following menu will appear on the screen.

After selecting “SET IN AUTOMATIC” or “SET NEW VALUES” the system returns back to the menu display. A new selection of functions can then be made. If the operator selects “TEMP SENSOR CTS” the following display will come on the screen.

Selecting the “CARGO TANKS” the display below will come on the screen. Changing of ALARM limits in the system can be done in this display.

In this menu different system parameters can be selected and changed. The system also allows the user to enter manual values for some parameters that will be used instead of automatically read values. If TRIM / LIST is selected the following picture will appear.

Normally two sets of temperature sensors are installed in the tank, one set as spare. In this picture the operator can select what sensors that shall be used in the CTS calculation on the different tank. Clicking on “PREV MENU” will return to “CONFIG MENU”. If “TEMP SENSORS MAN.SET” is selected the following display will show. In this display manually entered values can be inserted and used in the system.

Click on the “CARGO TANK DETAILS” in the config set up menu and the following display will show. This picture gives information on radar parameter setting.

Manually values for TRIM / LIST can be inserted and used in the system.

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Part 4 Cargo System

3J LNG AL WOSAIL Next button in the config. menu is “CALIBRATION VAPOUR” if the operator is sure that the vapour pressure transmitter is ventilated to ATM pressure, the sensor can be zero adjusted in this display. First the sensor must be reset, and then the new offset can be set and executed.

Cargo Operating Manual Back in “MAIN MENU” click “CARGO TANKS” a display giving an overview of all the tanks in the system will come on the screen.

4.8.1.2 Independent Level Alarm System Maker : Vomex Two level alarms per tank are provided by independent point sensing elements. Fixed sensors inside the cargo tanks detect the cargo at predetermined levels. The very high alarm is adjusted at 98.7% of the tank height and when activated will close the corresponding tank filling valve. The extremely high alarm is adjusted at 99.2% of the tank height and when activated, will initiate an Emergency Shut Down Alarm (ESD) (refer to section 4.12.3). This involves the shutting of the manifold and tank loading valves of the tank in question. IAS has facilities to inhibit at 98.7 and 99.2 to allow opening of the tank valve during the level alarm testing. In addition, a blocking function is provided to allow all cargo tank level alarms to be overridden when at sea.

Returning back to the MAIN MENU click on the “SETUP CARGO” the display will be as follow:

The operator has the possibility to setup groups of tanks that he wants information from. One tank can be displayed in different groups if selected. Click on the group name of the group you want to setup. Click on the tank you want to appear in the selected group, and then the tank name will be displayed in the group box. When finished Click on the “CARGO GROUPS” button for the next display to be shown on the screen.

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Part 4 Cargo System

3J LNG AL WOSAIL


Computer Cargo Record Sheets

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Part 4 Cargo System

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Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.8.2a Float Level Gauge

Hazardous Area LNG Carto Tanks TK 1

Flush Mounting in Panel

TK 2

HCLE 92 x 92 -0 -1 mm

RS232-RS422 Converter

Control Room

TK 3

TK 4

RS485

1761

3304 Gauge + 2047MT Transmitter

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I.S.RS485


I.S. Power Supply


110/220V 50/60 Hz


4 - 47

Part 4 Cargo System

3J LNG AL WOSAIL 4.8.2 Float Level Gauge (See Illustration 4.8.2a) General The Whessoe float level measurement system is of conventional tanker type, but uses an Invar tape to compensate for temperature variations. A gauge head, containing a mechanical indicator, an invar tape tensioned by a negator spring and a 12” diameter PV float attached to the lower end of the tape, is fitted to each liquid dome. Two guide wires for the float are fixed at the lower ends to an anchor bar 130mm above the tank bottom, which is secured to the trellis structure base plate. The sinkage of the float in LNG is 15mm and the minimum level which can be read from the gauge is 145mm. Caution To avoid the risk of tape failure and wear on the gauging mechanism, the floats should be fully stowed at all times, except when taking a sounding. Care should be taken when stowing the float as excessive tension may cause tape breakage. It is possible for a failed tape to foul the capacitance column, resulting in the loss of gauging facilities for that tank. To obtain the liquid level, the float is released from its stowage position using the release lever, and allowed to descend freely to the liquid surface. The tank sounding may then be read from the meter. The Whessoe gauges are checked against the Kongsberg CTS during each alternate loading. Description The 3304 Liquefied Gas marine liquid level gauge is a rugged mechanical system of accurately and continuously measuring liquid levels in the refrigerated tanks of liquefied gas carriers. The gauge can operate in tanks up to 54m deep and at temperatures as low as -200˚C. The gauge is entirely mechanical in operation and does not require any power to provide a constant local readout. The main components are a float, invar or stainless steel measuring tape, counter mechanism, tape storage drum, and a negator spring. The gauge is float actuated, and employs a “Tensator” spring as a counter balancing mechanism. This maintains a constant tape tension at the float so that float immersion is not affected by the length/weight of the tape throughout the measuring range. The accurately perforated tape transmits float movement to the sprocket wheel, which drives to the counter mechanism. This transmits via a magnetic coupling across a solid barrier flange which completely isolates the counter chamber from the tank atmosphere. Range : Accuracy :

0 – 54m (164 ft) ±7.5 mm (gauging LNG over 45m range using 255mm diameter pan float in a 12” Stillwell) Repeatability : ±4 mm Operating Pressure: 3.5kg/cm2 (50 psi)/0.4MPa (60 psi) Product Temperature Range: -200°C to ambient

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Cargo Operating Manual Materials Gauge Head Body/Cover : Gauge Head Cover : Gauge Internal : Float : Tape :

Cast Stainless Steel to BS100-316C16 Stainless Steel to BS 970-316S16 Stainless Steel with PTFE Bearing Poly-tetra-fluoro-ethylene (PTFE) Invar Steel 64% Fe, 36% Ni, Tensile strength 46 kgf/mm2

2047MT-Advanced Marine Tank Gauge Transmitter The 2047MT-advanced marine tank gauge transmitter has been specifically designed to further reduce costs of upgrading remote level, temperature and pressure monitoring systems. The transmitter offers technical advantage by utilizing absolute digital encoding without need for expensive potentiometers whilst maintaining full flexibility for commissioning. The transmitter has 4 onboard digital alarm connections, which can be configured from the cargo control room as opposed to time-consuming set up on deck. Innage / Ullage and Metric or English measurement can be selected without need for hardware modification over a 50m measuring range. Up to 5 individual spot temperature measurements can be directly interfaced along with facility for inert gas pressure measurement. The system is connected using Field Bus – RS485 intrinsically safe technology offering the advantage that it can be connected in any one loop with only 1 cable returning to the cargo control room. Range : Accuracy : Power Supply : Power : Elec. Connection : Has Area App : Data Transmission : Alarms : Housing : Enclosure :

0 – 50m ±1mm 13 VDC from I.S supply Approx. 17mA @ 12 Volts 2x¾” NPT Glands, 2x¾” NPT Plugs LCIE EExia ⅡB T4 IS EIA 485 Bus 4 level alarms SGI IP56

1084 Mini Receiver The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks simultaneously via a backlit LCD display. The 1084 Mini receiver is a stand alone display unit designed to read the data sent by up to 32 inventory management instruments. The information is displayed on a large format, backlit LCD display for easy viewing, which can then be retranslated and sent to a DCS, or host computer system. This is achieved by an easy to use tactile user interface. The unit provides complete on-site configuration to industry standard protocols in 3 serial ports, with 4 programmed alarm relays (flexible baud rates). It has been designed to consider minimal fixing dimensions for DIN rack mounting (96mm x 96mm). The receiver systems include RS232C, EIA-485 and 4-20mA. The unit is based on 16-bit micro controller technology with memory battery backup. A single buzzer is available as well as 4 programmable relays. The unit is based upon a 16-bit architecture micro-controller, and has a battery back up with a 10-year shelf life. Additionally, the unit has a real time clock

4 - 48

allowing time stamping of notable events in the monitoring system. The display provides the required data in an “at a glance” format. The tank ID and product contained in the tank shown. The level is shown in large 12mm high characters, as well as a graphic display of percentage level, tank temperature, and pressure. Pre-programming of the unit is completed by menu select options using six keys. Access is protected by a user-programmed code, which can be changed at regular intervals to maintain security. Capacity : Inputs : Dimensions : Power Supply : Power : Display : Data Transmission : Outputs :

Up to 32 tanks Level 96 x 96mm DIN rack mount 24 or 48 VDC, 110/120/220/240 VAC 20VA Large format backlit LCD Whessoe Bus, RS-232, RS-485, or 20mA loop Level

1761 Power Supply Intrinsically Safe The new 1761 power supply has been designed to consider the ever-increasing demand on space within cargo control rooms. Its physical dimensions and weight have been significantly reduced to ensure simple and flexible installation with a wide range of power supply voltage options. DC Power Supply : Max. current : Max. no. of transmitter :

9.5v to 17v function of number of Transmitters connected 150mA 8

Field Cables to Transmitters The wiring cable between transmitter and receiver or between transmitter and transmitter must conform to the intrinsically safe standard. All wiring must be designed to support 250 volts in service. The 0 volt is floating ( not connected to the earth ) Recommended Cable: • Copper diameter 0.8 to 0.9 mm • PVC or polythene insulation • 2 twisted pair screen or braid with continuity wire • PVC sheath • Armoured steel protection • External sheath hydrocarbon resistant The 2047MT requires 4 wires, but if multi-core cable is used to support wire damage or future options, the 2047MT wires must be screened. The transmitter body must be connected to tank earth, and all intrinsically safe standards, if used, must be carefully followed. Max. current : Max. transmitter :

150mA 8

Part 4 Cargo System

Cargo Operating Manual Illustration 4.8.2c Float Level Gauge

Illustration 4.8.2b Float Level Gauge

A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084 components. This should have a conductor size of 24 AWG (7/32 AWG) tinned copper conductors, with PVC jacket for extended cable life.

114

Forward

Gauge Head Shown without Rehois Transmission

AFT

Cable Glands for 2047MT transmitter 85

Ⅱ

Lo

nd Wi

ow Readout Window

Handle in XXXXXXX Gauge Head

25

2-holes 16 Dia. for M16 Screws

Handle in Stower and Gauge Warring Position

Support

Inspection Plate XXX Screw 152.5

Stating Operation of Crank Handle 515

Seal Washer

2" 150LE ASA Flat Faced Flame Cushion Spring

267

Support (Not Whessoe Supply)

Spring loaded automatic float lock up and datum plunger "PULL" to release float 5" Min. (125mm)

Flameproof EExd C / EExe Ⅱ CAPRI:848794 Brass 7 ¾” NPT 30mm 8.5 – 16mm 12 – 21mm 1.25

ut

425 Approx

Type : Manufacturer / Model : Material : Gland Size: Entry Thread Size : Nut across flat (A/F) : Inner Sheath : Outer Sheath : Armour :

l ca

o ad Re

114

60

Inspection Chamber (Not Whessoe Supply)

Inspection Hatch (Not Whessoe Supply

190.5

Non I.S Cabling to Control Room Equipment

151

3J LNG AL WOSAIL

55

12" (305 mm)

12" Gate Valve

Float Well

(Not Whessoe Supply)

Tape Clamp Multi-stand Flexible Stainless Steel Wire

25 Dia. Holes on xxx Centres for Complete Length of Float Well. Remove all XXXXXXXXXXXXXX

(Not Whessoe Supply) (Shipyard XXXX and Construct)

Plunger p Tank To

76

Float Recovery Plate Magnetic Stainless Steel

Tank Bottom

15 Maximum Clearance

Flat Body P.V.C. Closed Cell Rigid Foam 755 Dia.

75 Maximum Clearance

Tank Bottom

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4.8.3 Trim-List Indicator The ship is provided with a fixed Trim-List Indicator system for the Custody Transfer System. Specification Maker : Kongsberg Maritime AS. Type : Dual axes high precision inclinometer. Range : ± 2° trim, ± 5° list Accuracy : List: ±0.0025 degrees (±0.05% FSO) Trim: ±0.001 degrees (±0.05% FSO) Power supply : DC 24 V Output : 4~20 mA (separate signals, common 0V) Operating temperature range : -40 to +80°C General A dual axes high precision inclinometer is to be used for trim and list corrections. The inclinometer is a dual close loop instrumentation transducer, which can measure angles along two perpendicular directions. The sensing element is a galvanometer pendulum associated with an optical position sensor. The signal outputs are proportional to the sine of the angles (component of the gravity acceleration). When the instrument is submitted to a certain angle, alpha, the pendulous mass tends to move in the direction of the inclination. The position is detected and converted into a current, which feeds back the galvanometer in order to bring back the initial position. This current proportional to the measured gravity passes through a precision resistor and provides the output signal. An output amplifier allows low output impedance.

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Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.9 Nitrogen Generator

PERMEATE VENT TO ATMOSHERE

INLET FILTER

PS

PI

TP 1A WS-1A

PDI 1A

PDI 2A

F1A

F2A

TAH 1A

TIC 2A

TS 1A

TE 2A

OIL FILTER

OIL SEP.

OIL COOLER

V-1A

7A TI

DN 40 FAH 1A

S

TI 3A

PI 3A

PS 1A

PI 4A

PCV-2A

IV-4A

V-4A

MS-1A

DN 40

IV-5A FIT 1A

DN 25

FCV-2A

TI 1A

LA 4A S

S FCV-1A

EL HEATER

S

DN 25

XV-3A

ME 1A

V-15A

TS

FI 1A

IV-7A

PAL 1A

IV-3A EH-1A

TP

MIT 1A

CALIBRATION

SPAN

PDA 1A

WS-2A

AFTER COOLER

M

AIT 1A

FI 2A

IV-5A

DPS

COMPRESSOR A

TAH 2A

PCV-3A

220V 60Hz EL. SUPPLY

CONTROL PANEL STARTER

MAH 1A

TP 3

DN 50


400V, 60Hz EL. SUPPLY

ZERO (GAS)

CONTROL PANEL 5.1A

FEED AIR COMPRESSOR FAC-1A

AAH 1A

DN 50

AAHH 1A

OFF-SPEC. N2 VENT TO ATM.

TP 4

DN 25 CV-1A

XV-2A

S

S

XV-4A

AD

V-5A

4A

V-6A

AD 3A

DN 50

V-7A

TP

TP

10A

CONTROL PANEL 5.1B 440V 60Hz EL. SUPPLY

CONTROL PANEL STARTER


400V, 60Hz EL. SUPPLY

FEED AIR COMPRESSOR FAC-1B INLET FILTER

PS

PI

WS-2B

AFTER COOLER

M

WS-1B

PDI 1B

PDI 2B

F1B

F2B

TAH 1B

TIC 2B

TS 1B

TE 2B

OIL FILTER

OIL COOLER

V-1B

7B TI

AD 1B

8B

9B

10B

DN 15

AD

TP

PI 3B

TI 3B

PS 1B

V-5B

V-6B

S

AD 2B

IV-4B

V-4B

MS-1B

AD 3B

PI 7 IV-5B

FIT 1B

DN 25

TI 1B

S XV-2B

FCV-1B

IV-9

DN 25 CV-1B

S XV-4B

NITORGEN GENERATOR

V-7B TP 6

TP 2 PAH 5

PAL 5

PI 5

PT 5

TP 25

V-21 TP 23

V-23

KEY TO CONSUMERS

V-13

NITROGEN BUFFER TANK

PS 2B

TP 27

V-22

IV-23

IV-24

INSTRUMENT BOARD

DN 50

TP 21

V-24

4 - 51

PS 2A

PI 6

V-21

TP 22

NITROGEN

START/STOP SYSTEM B

V-14

V-22

COMPRESSED AIR

START/STOP SYSTEM A

TP 24

SET : 1,300 kPa

BT-1

st

PI 4B

S

TO E/R BILGE

COOLING WATER

DN 25

IV-7B

PCV-2B

DN 40

TP 5

COOLING F.W OUTLET

1 Draft / 2004. 10. 29

S

ME 1B

PSV 21

COOLING F.W INLET

FAH 1B

XV-3B

FCV-2B

S

4B TP

FI 1B

EL HEATER

S

TP

MIT 1B

PAL 1B

LA 4B

V-16B

AIT 1B

CALIBRATION

TP 1B

V-15B

TS

MAH 1B

FI 2B

IV-3B EH-1B

TP

OIL SEP.

TAH 2B IV-5B

PDA 1B

DPS

COMPRESSOR B

ZERO (GAS)

V-16

AAH 1B

DN 50

AAHH 1B

SPAN

9A

PCV-3B

TP

8A

AD 2A

AD 1A

S

DN 25

V-16A

TP 26

Part 4 Cargo System


3J LNG AL WOSAIL

Dew point of 100% pure N2 :

4.9 Nitrogen Production System

3. Process Description

1. General (See Illustration 4.9a)

The compressed air supply to the units is fed from the E/R control/service air system. Compressed air with no liquid slugs is fed to the Nitrogen generator and passes through a filter package which will protect the membranes from any harmful particles, oil, and water condensate.

Two membrane type nitrogen generators, installed in the engine room, each produce gaseous nitrogen at a rate of 90Nm3/h which is used for the pressurisation of the insulation spaces, as seal gas for the HD and LD compressors, fire extinguishing in the vent masts and for purging the fuel gas system and various parts of the cargo piping. Specification Manufacturer: Operating Principle: Ambient Temperature: Ambient Relative Humidity: Max. Capacity: N2 Purity (N2+Argon): N2 Dew Point at atm Press.: N2 Discharge Pressure (Process design): N2 Buffer Tank Start/Stop Switch: Outlet Temperature: Nitrogen Buffer Tank (Horizontal) Capacity: Mech. Design Temperature (Min/Max): Mech. Design Pressure: Hydrostatic Test Pressure: Max. Operating Pressure: Pressure Safety Valve – set pressure: Feed Air Compressor Maker: Type/Model: Operating Principle: Operating Environment: Operating Temperature (Min/Max): Capacity at Normal Working Pressure: Normal Working Pressure: Max. Working Pressure: Min. Working Pressure:

Air Products Membrane Separation of Nitrogen from Air Min. 20°C, Max. 50°C Max. 80% 90 Nm3/h x 2 sets 97vol % -70°C 650 kPaG (At skid outlet/tank inlet) 300 / 650 kPaG Max. 50°C 24 m3 0 / 70°C 1.3 MPaG 1.95 MPaG 1.0 MPaG (Max. normal 650 kPaG) 1.3 MPaG Tamrotor TMC 54/13 EWNA Screw Type, Oil Flooded 85 %(Relative Humidity) 0 - 50°C 5.2 m3 /min FAD 1.2 MPaG 1.3 MPaG 0.3 MPaG

2. Control Systems and Instrumentation The control panel permits fully automated and unmanned operation of the units. The following alarms and controls are mounted on the control panels. y y y y y y y

st

System status indications Push button for audible alarm acknowledgement Continuous N2 delivery pressure Continuous O2 content reading Dew point analyser Electrical heater temperature control Emergency stop push button

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The air then passes through an electric heater which will heat the air to approximately 50 °C which is the optimal temperature to reach the design capacity. The heater is controlled by a temperature controller receiving its signal from a temperature transmitter located downstream of the heater. A temperature switch in the heater and in the piping will protect the heater and the membrane from over-temperature. Membranes can withstand temperatures up to approx. 85~90 °C without being damaged. To avoid any potential overheating, heater shut down set point is 65 °C. The heated air is now fed via a manifold to each individual membrane separator and the product exiting the membrane is nitrogen. The nitrogen is collected in a manifold and passes a flow control valve which will be set for the design capacity. A variable area flowmeter is installed to monitor the nitrogen flow. Downstream of the flowmeter the flow control valve (FCV-1A/B) is installed to maintain a constant process flow hence approximately constant product purity. When this valve is set, the nitrogen consumption cannot exceed the package design capacity, in this way ensuring that a high oxygen content will not occur during operation in spite of variation of the skid outlet pressure. The Oxygen analyser will continuously monitor the oxygen content in the product nitrogen. If for any reason oxygen content rises above the design value, an alarm will be initiated. If the oxygen content rises further, a second alarm (oxygen content high-high alarm) will be initiated, close the delivery valve (XV1A/B) and open the purge valve (XV-2A/B). When oxygen content has fallen to limits within specification, the purge valve will close and the delivery valve will open to supply nitrogen again. The nitrogen is stored in a 24 m3 Nitrogen Buffer tank, where high and low service pressure set points actuate the starting and stopping of the generators.

Below -80 °C

2) Chemical Properties Nitrogen is considered as an inert gas; it is non flammable and without chemical affinity. However, at high temperatures, it can be combined with other gases and metals. Warning Due to the absence or to the very low content of oxygen, nitrogen is an asphyxiant. At liquid state, its low temperature will damage living tissue and any spillage of liquid nitrogen on the ship’s deck will result in failure as for LNG. 5. Alarm and Trip List Alam Item Sensor Type TAH Temp. Switch

TAH Temp. Controller

MAH Dew point Analyser

AAH Oxygen Analyser

AAHH Oxygen Analyser

PAL Pressure Switch

XA Push Button

XA Alarm Relay

FAH Flow Transmitter

PAL Pressure transmitter

PAH

4. Physical Properties of Nitrogen

Pressure transmitter

Nitrogen is the most common gas in nature since it represents 79 % in volume of the atmospheric air. At room temperature, nitrogen is a colourless and odourless gas. Its density is near that of air, 1.25 kg/m3 under the standard conditions. When liquefied, the temperature is -196 °C under atmospheric pressure, density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.

Alarm Relay

XA ADA Auto Drain Sensors

Alarm Monitoring Location of Sensor Air Heater High Temp. Feed Air Heater Feed Air High Temp. Downstream Feed Air Heater Dew-point level High Dew-point Analyser Oxygen Content High Oxygen Analyser Oxygen Content High High Oxygen Analyser Feed Air Pressure Pressure Switch Emergency Shut-down Control Panel Control System Failure Control Panel Nitrogen Flow Flow Transmitter Nitrogen Buffer Tank Press.Low Pressure Transmitter Nitrogen Buffer Tank Press.High Pressure Transmitter Compressor Fault Control Panel Auto Drain Failure Auto Drain Valve

Set Point

Remark

120 °C

System shutdown

65 °C

System shutdown

-60°C

Alarm

3.5 %

Alarm

4.0 %

System shutdown

600 kPaG

Alarm

N/A

System shutdown

N/A

System shutdown 3

100 Nm /h

Alarm

150 kPaG

Alarm

900 kPaG

Alarm

NA

System shutdown

Level High/ Unit Failure

System shutdown

1) Properties of Nitrogen Molecular weight: Boiling point at 1 bar absolute: Liquid S.G at boiling point: Vapour S.G at 15 °C and 1 bar absolute: Gas volume/liquid volume ratio at -196 °C: Flammable limits:

4 - 52

28.016 -196 °C 0.81 0.97 695 None

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.10a Inert Gas and Dry Air System

1504

TZA 2312

2307

S

PI 2037 P

1001

H

P

M F.O. Pump

2038

P

Main B urner

PI 2012

L

2051

XZA 2121 L A

mber

Ambient Air

Lub. Oil Charging + Drain

2314

PZA 2320 L

M

1621 1602

1623

1601

1605

1632 S PC 1624

PIC 1633

PI 1626

1603

1604

Sea Water

1632 S

1624

1625 1606

Condensate

PIC 1638

2223

G 24 C 21

P

PZA 1634

1631

4135

Sample Line

Drain

24 19 2415

P 2417 GS a/b

2316

TI 5408

5021

4007

TC 4019

S 2416

P

Drain

4121 4118

H G a/bS

Package Unit

Vent

PI 4333

PIC 4303

PT 4304

TI 4334 4326

PC 4321

D PI 5251

TZA 5216

S

5002

Steam Heater

Vent

4031

4305

4309

4310

4315

GS a

PI 5071 GS b

4316 4317

R404A DRAIN

4313

5108

5103

5008

5102

Drain

5051

5041 GS b

GS b

P 5052

S

TIC 5412

H TZA 5414 L

TT 5415

TT 5413

5111

5104a

5104

S

5043

4307

5110

5112

P 5032

P 5042

5114

5107 P

S

5033

S

5111a

5106

5003

5091

4318

LC 4311

5108a

PI 5105

Vessel 2

5072

5031

LI 4308

Condenser 4301

P 5092 GS b

5081

4306

P

5116 5115 PCV 5113

P 5082 GS a

Drain

5110a

S

S

5007

5109a

5101

5094 (2X)

PI 5061 5062

5101

5406

5005

5252

S

Vessel 1

Steam Heater

Fan

5403

5404

Filling H

5084 (2X)

4319

R404A Discharge To Outside

Condensate

Steam

H

TZA 5416

Electrical Heater

5053

4314

5411

PCV 4324 GT 4323

AS

To Bilge Hold Tank

5004

4312

Washing/Cooling Water Overboard

AS

4138

AS

24 30

Filling D

4032

PIC 2425 24 P 20 G a/bS

PT 6006 6005

4113

4030

P 5402

M

TI 5225

5083

4011

Screen

5407

TAG No. 7100

PC 4211

4010

Ambient Air

5401

TZA 5409

5306

DEWPOINT ANALYSER

PC 4212

PC 4222

L

1635

Drain / Decompr Drain Within Chamber Coaming

Orifice to be Adjusted on Board

S

GS b

C H

Steam

DPT 2411 2410

2325 AS

PI 1622

Drain

4126 4124

4139

4119

PC 4221

2323

2224

Blower 2

4132

Oil Separator

4015 Tracing and S Insulation 4016

Rinsing

2222

GS a

GS b

PZA 5305 L

5304

Instrument Air

4116

4108

S

PC 8007

Blower 1

E-Motor

4130

4005

2204

2225

4109 H

PI 111U 5301 5302

4111

H 2324 PZA 2321

2203

2221

4137

Demister Vessel

4104

Load Water Line

2227

GS a

5011

4012 4040 TZA 4004

Motor

2202

M

5405

4120

H LZA 2322

TI 2317

E-Motor

S 5028

P 5022

H

2217

2205

GS b

5024 P 5012

Cooling Water 5436

4414

R404A Compressor

2319

5014

5430

5437 Drain

P 5027

5026

5023

5013

GS b

S

LI 4105

A

2052

5016

5458

Drain Within Cooler Dryer Coaming

S

S

5018

PI PZA 4008 4006

Rinsing Water

PI 2318

5459

P 5017

Sample Gas To Oxygen Analyser

4117

5442

S

5440

TI 5056

TIS 5058

TC 5057

5456 5453

PI 4415

2322a

2015

2315

2201

rator Evapo

S

Washing / Cooling Tower

2313

Excess Air (Hot) To Outside

Ambient Air

4103

TI 4026

2013

PZA 2011

H

GS b

4122

4131 4128

P 5441

5452 GS b

Drain Within Dryer Coaming

4217

Combus tion Cha

2014 AS

P 2053 GS a

4133

PZA 4003

5457

Liquid Separator

4204

R404A Charging

S

P 5451

5450 H 4125 4102

4127

4214

4123

PZA 2010

S

2050

C

2003

H

1060 2033 H

Upper Deck

1637

1059 2032 2042

1051 1052

Pilot Bu rner

PI

1054

R404A Discharge To Outside

PI 4202

PC 4207

4021

S

S

PZA 1053

B

S 2308

XZA 2022 L

TI 1639

PC 4206

4205 TI 4225

H

S

1012

1002

Fuel Oil

PI 1636

PI 1003

PC 4208

4210

Filling

2040

Upper Deck

4409

2310

2344 2103

1006 1004

4203

2309

2105

Fuel Oil

Rinsing Water Hose Conn.

2132

S

1056

Dry Inert Gas

PI 4408

Purge To E/R Outside on Deck PC 4209

H

2114

1062

H

FW Rinsing 4401 Hose Conn.

PIC 1509 TI 2311

PZA 4410

4411

2111

1501 1502

Cooling Water

H

PIC 2112

Weather Deck

1506

TZA 4407

Pilot Receiver

Instrument Air

PZA 1505 L

5109

TI 4404 PI 1503

B Water Seal

Fresh Water

4325

Fresh Water 4327 TI PZA 4328 L 4329

Fresh Water To Dryer Unit

4331

Water Filling Cap

PI 4330

Rinsing Water Drain

Key Steam Line

R-404A Line

Diesel Oil Line

Fresh Water Line

Sea Water Line

Air Line

Inert Gas Line

Condensate Line

Condensate

st

1 Draft / 2004. 10. 29

4 - 53

Part 4 Cargo System


3J LNG AL WOSAIL 4.10 Inert Gas and Dry Air System

The pressure inside the plant is maintained constant to ensure a stable flame during operation, independent of pressure fluctuations in the piping system. This is done via a pressure control valve at the end of the installation.

(See Illustration 4.10a) 1. General

3. Blower Unit

The inert gas/dry air plant is located in a segregated compartment in the engine room. It produces inert gas or dry air for the inerting, purging and aerating of the cargo tanks and associated piping systems prior to and after refits or other inspection periods. The operating principle is based on the combustion of a low sulphur fuel and the cleaning and drying of the exhaust gases. The inert gas/dry air plant is locally operated. The connection to the cargo system is made through two non-return valves and a blind flange valve, which is normally in the closed position. Specification Manufacturer: Type: Capacity: Discharge pressure: Dew point: Temperature: Tyical gas composition (on dry basis)Oxygen (O2): Carbon-dioxide (CO2): Carbon-oxide (CO): Sulphur-oxides (SOx): Nitrogen-oxides (NOx): Nitrogen (N2): Soot (On Bacharach scale):

SMIT Gas System Gln 14,000 – 0.25 BUFD 14,000 m3/h 25kPa Max. -45°C after expansion to atmospheric pressure About 30°C Average (Max. 65°C during switch-over of dryer vessel) Max. 1.0 vol.% Max. 14 vol.% Max. 100 ppm Max. 10 ppm Max. 100 ppm Balance 0 (= Complete absence)

2. Working Principle Inert gas produced by the combustion of oil with air, followed by further treatments in order to obtain the required quality and properties. The combustion is a chemical reaction between the hydrocarbon and oxygen, mainly producing carbon dioxide and water. The water is condensed for the greater part. The nitrogen of the air leaves the generator unchanged. Some small rest quantities of carbon monoxide and hydrogen may remain. Thus, the inert gas produced mainly consists of nitrogen and CO2. The hot combustion gases are cooled, first indirectly in the combustion chamber by a seawater cooled jacket. The principal cooling, however, occurs afterwards in the cooling section. Because of the intense contact between inert gas and seawater in the cooling tower, the inert gas temperature is decreased close to the seawater temperature, while corrosive sulphur oxides are washed out of the inert gas. The cooling / scrubbing water leaves the generator through the waterseal. At the end of the cooling section the gas is passed through a demister to separate the water droplets from the gas stream. Further removal of the water takes place in two steps. The gas is cooled down in a refrigeration unit first. The bulk of the water present in the gas is condensed and drained. Then in the first stage, the water is removed by adsorption in a desiccant dryer. The roots type air blower supplying the combustion air to the burner achieves the required final pressure of the gas.

st

1 Draft / 2004. 10. 29

The air required for combustion is supplied by means of a blower unit. This unit is direct driven and mounted on a frame with vibration isolators, coupling-guard, flexible hose connection, non-return valve, combined filter suction silencer and discharge silencer. 4. Ultramizing Burner A good combustion process is the first requirement for a reliable inert gas generator. The burner is special design according to the Smit Ultramizing System. In this design the fuel oil is atomised in two steps. First a conventional nozzle sprays the oil , supplied under pressure to the burner. Then the oil spray is subjected to a tangential impulse flow of combustion air, which added to the mainly axially orientated impulse flow of the oil spray itself, results in an ultrafine dispersion of the requid. The tangential impulse flow of combustion air is created by supplying the air through slots in an atomisng ring, which is fitted at the end of the burner gun. The combustion process guarantees that absolutely no soot will be produced, not even at understoichiometric conditions, e.g. during combustion-air shortage, caused by a lower speed of the combustion air blower, which could occur by voltage and/or frequency fluctuations in the electrical supply. Soot cannot be tolerated in the plant, neither in the ship’s cargo tanks nor in the piping system. To prevent soot formation, especially on the long run, a stable and well-balanced combustion process is obligatory. 5. Inert Gas Generator The combustion chamber is cooler by a water jacket. Scaling in the coolingwater jacket of the combustion chamber is prevented both by the low temperature rise and the positioning of the openings for the supply and discharge of the seawater. The inert gas coming from the burner has a rather high temperature and contains sulphur oxides. In the cooling/ scrubbing section the construction ensures an intense contact between gas and water, reducing the inert gas temperature and the content of sulphur oxides. Water droplets are separated, by means of a demister, before the gas leaves the generator.

The unit consists of: - Compressor unit with capacity control (by unloading the cylinders by means of valve lifting regulated at suction pressure); at lower capacity , the capacity is controlled by hot gas flowing from a high pressure side of the compressor thorough a by-pass control valve to the suction side of the compressor. - Level controlled expansion valve. - Evaporator pressure control valve. - Refrigerant condenser with water regulating valve at cooling-water outlet. - Flooded type inert gas cooler. - External demister. - All safety equipment. 7. Inert Gas Dryer In this equipment the inert gas is dehumidified to the required final dewpoint. A desiccant, adsorbing the water still contained in the inert gas now effects drying. The inert gas dryer has two vessels, while one vessel is in drying operation, the second vessel is being regenerated. The changeover from drying operation to regeneration is automatically controlled. Provisions have been included to ensure that the regeneration process will be fully completed after the generator has been stopped. Vessel changeover takes place every eight hours. The vessel is regenerated by flushing it with hot air of about 150℃. No inert gas is required then, the water in the adsorbent is evaporated by the hot air and carried off in the flushing stream. Heating of the air can be done electrically and by steam. The dryer has to be insulated. Smit Gas System will do insulation of the dryer with glass wool (thickness 50 mm). The electric heater controls the temperature of the regeneration air. The hot air goes in counter flow through the vessel that just finished the adsorption period and was depressurized (5016/5026 valve is open for depressurization via 5453, valves 5011/5021 and 5081/5091 are open during adsorption). The hot air leaves the vessel via 5016/ 5026. The regeneration is stopped on the regeneration air temperature (5057). Now the cooling period starts. Valve 6440 opens, while 5401 closes (automatically). At the same time valve 5031 opens to fill the cooling circuit with dry inert gas. Valve 5450 keeps the circuit under a slight over-pressure (approx. 200mm WC). 5031 remains open. The fan sucks inert gas through the cooler and starts circulating the cooled inert gas. If the vessel is cooled, both inlet/ outlet valves will be open for 1 hour (5016, 5026,5011, 5021 all open) to have parallel drying of both vessels. The regenerated vessel is now ready for the next adsorption period alone.

6. Refrigeration Unit (R404A refrigerant) This unit cools the required quantity of inert gas or dry air. The capacity of the plant is automatically controlled over a range of 0-100% to adapt the cooling capacity to the seawater temperature, which may vary between 0-32 ℃. This is necessary to prevent the condensing water from freezing. The materials applied in the inert gas cooler are adapted to the presence of seawater vapours in the inert gas.

4 - 54

8. Pressure Control System A pressure control valve maintains a constant pressure in the inert gas generator system, in order to guarantee the specified gas quality. The pressure in the inert gas generator is not affected by variations behind the pressure control valve.

Part 4 Cargo System


3J LNG AL WOSAIL 9. Electrical Equipment 1) Panels The system has several panels for starting, control and safeguarding: -

-

One main separately installed control panel to control the inert gas generator (combustion and scrubbing) and the whole system. This panel is giving ‘instructions’ to the local panels (automatic starting of fuel-oil pump and blower, checking conditions on refrigeration and dryer site). It has a mimic diagram in the front. In case of a failure, a sound will be given and the direct cause of the failure will be indicated in the mimic. One starter panel for fuel oil pump, for mounting close to the motor.

-

One starter panel for blower, for mounting close to the motor. Both panels contain a circuit breaker (with manual and automatic disconnection), thermal overload protection, starter relays and hour counter (ammeter is optional).

-

One control/ starter panel, mounted on the refrigeration skid for fully independent starting and control of the refrigeration unit, completely cabled to the components on the skid, with mimic in the front.

Combined with limit switches, these protections and safety devices from a series of conditions for safe and proper operation. The high water level alarm of the washing/ scrubbing tower will be always alert, also if the generator is totally switched-off; this alarm is fed by the ship’s emergency system. (IAS-system). Level switch (2322) is equipped with two switches for the purpose.

-

For longer standstill periods it is recommended to purge the seawater cooling system with fresh water.

-

An extra contact is available in the control panel for connection to the ship’s main control room to allow for a remote stop of the generator.

11. Oxygen Content Measurement

13. Maintenance

The classification authorities prescribe a continuous check (indication and alarm) of the analyzer constantly indicates the oxygen content in the inert gas and will effect an alarm when a set maximum or minimum quantity of oxygen is exceeded. The highest value is determined by the application of the inert gas. The lowest value protects against under-stoichiometric combustion (too high content of combustibles CO + H2). The generator will not stop at alarm condition. This enables the operator to change the adjustment of the fuel/ air ration and to see the result. The inert gas produced is purged at alarm condition. For remote indication or recording a 4-20 mA signal is available.

Hardly any maintenance is required owing to the application of high-quality components and the selective choice of materials. Components requiring maintenance as well as vital parts will be always situated at a readily accessible place. In the instruction manual you will find a clear description of the maintenance procedures.

12. Operation

-

One control/ starter panel, mounted on the dryer skid for fully independent starting and control of the dryer unit completely cabled to the components on the skid, with mimic in the front.

2) Electrical connection of the various main parts All electrical equipment on the inert gas generator main units will be cabled. All cables will end in a connecting box fitted to the generator and in the control panels on the refrigeration and dryer unit. The interconnecting cabling between these connecting boxes, the control panel, the electric motors, etc., is no part of our of our delivery. We deliver a diagram of connections with numbers and sizes of cables, and showing the terminal numbers of all electrical equipment delivered by us.

-

First of all manual valves for utilities (seawater, fuel, etc.) will be opened.

-

Main switch is actuated.

-

Switch for starting refrigeration unit and dryer is actuated.

-

Now the generator can be started by operating a switch. This is possible, since the complete starting process is fully programmed and safeguarded.

-

The purge line is open when the generator is started.

The starting program runs as follows: -

The blower purges the system with air before the pilot burner is ignited by a spark plug.

-

The pilot burner is ignited; as soon as the flame is detected the main burner is started.

-

After flame detection of the main burner and flame stabilization, the pilot burner is shut down.

-

After 4 minutes of purging after start, the delivery line is opened and the purge line closed, provided that the oxygen content is correct. If not. The purge line remains open until the correct fuel/ air ratio has been set and the correct oxygen content is obtained.

10. Protections and Safety Devices The generator is equipped with several protections and safety devices, which are partly shown in the flow diagram. There are direct and indirect-acting protections and safety devices. Direct-acting protections are breakers, pressure relief valves and water-seal; they are operated by the medium they have to protect. Indirect-acting protections are components which continuously compare the actual process value to a set value; if this set value is reached or exceeded, they will give a signal to the signalizing system which undertakes the required actions in the generator operations.

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1 Draft / 2004. 10. 29

4 - 55

Part 4 Cargo System


3J LNG AL WOSAIL

6. Alarm and Safety Device 1) Inert Gas Generator Alarm and Safety Device

ㅇ ㅇ

ㅇ H H HH H L H H L

4402 5216 8006 7001 7001 7001 7101 6053

7 60 1 0.6 0.25 -40 25

°C °C % % %

°C kPa

ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ

ㅇ

ㅇ

ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

st

Set Point (2)

kPa

ㅇ

Note: (1) No audible alarm (2) Set points will be final after testing 3) Drying Unit Alarm and Safety Device

Description ㅇ

ㅇ ㅇ

1

Emergency Stop

2

Fan motor Failure

3

Heater Temperature

ㅇ ㅇ ㅇ ㅇ

4

ㅇ ㅇ

Note: (1) With automatic drain selected (Switch S11 on panel 2) (Active during ignition of main burner only) Drain valve 2415 will be opened and control valve 2419 will be closed. (2) No audible alarm (3) Set points will be final after testing

1 Draft / 2004. 10. 29

POS

°C

ㅇ

ㅇ

(1)

5404

…

A

ㅇ

ㅇ

H

5416

300

ㅇ

Heater Outlet Temperature

H

5414

170

ㅇ

ㅇ

5

Heater Outlet Temperature

L

5414

140

°C °C °C

ㅇ ㅇ

ㅇ

6

Heater Failure

ㅇ

ㅇ

7

Instrument Air Pressure

8

Heating Time Too Long

9

Suction Temperature Of Fan

10

Valve Position Failure

11

PLC Battery

L H L

5305

600

kPa

5058

120

5409

75

°C °C

ㅇ

Check

ㅇ

ㅇ ㅇ

ㅇ ㅇ

°C kPa

ㅇ ㅇ

ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

Check

°C kPa kPa

ㅇ

ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

MPa kPa kPa

(1) ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

IAS

35 40

A A

(1)

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

°C

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

Audible , Visible Alarm

295 295 55 150 100

ㅇ ㅇ ㅇ ㅇ ㅇ

ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

A

IAS

(1)

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

… 120 2.1 100 150 0 100

Cooler Unit Failure

H L H H H H

ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ

ㅇ ㅇ ㅇ ㅇ

4002 4004 4006 4003 4024 4403 4328

Dryer Failure

ㅇ ㅇ

ㅇ ㅇ

ㅇ

H H L L L L L L

Audible , Visible Alarm

MPa kPa kPa kPa kPa kPa

(2)

ㅇ ㅇ ㅇ

Emergency Stop Compressor Motor Failure Discharge Temperature Discharge Pressure Suction Pressure Lub. Oil Pressure IG-Temperature outlet Cooling Water Pressure Low PLC battery Low

Set Point (2)

Dryer Stop

1 500 45 5 250 150

ㅇ ㅇ ㅇ

1 2 3 4 5 6 7 8 9

POS

Compressor Stop

1053 1505 2010 2011 1634 1640 2022 2121 2203 2223 2312 2320 2321 2322 4407 4410

ㅇ ㅇ ㅇ

Check

L L H L L L

ㅇ ㅇ

Description

IAS

ㅇ

ㅇ ㅇ

Common Fault LCRP

Emergency stop Power failure Fuel pump failure Generator Trip Fuel Oil Pressure Instrument Air Pressure Combustion Air Pressure Combustion Air Pressure Steam Pressure 100% mode Steam Pressure 50% mode No Flame Main Burner No Flame Pilot Burner Blower Motor 1 Failure Blower Motor 2 Failure CW Outlet Temperature CW Inlet Pressure CW Inlet Pressure Water Level IG Outlet Temperature IG Outlet Pressure Cooler Unit Failure Dryer Failure Dryer Stop IG-Temperature cooling unit Outlet IG-Temperature drying unit Outlet Oxygen Content Oxygen Content Oxygen Content Oxygen Analyser Failure Dew point IG Delivery Pressure PLC Battery Purge Failure

Audible, Visible Alarm LCRP

A

Blower Stop

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

Delivery Valve 6041 Closed

Burner Off

…

ㅇ ㅇ ㅇ

Set Point (3)

Purge Valve 6021 Open

FOD Stop

1013

ㅇ ㅇ ㅇ

Pos

Water Pump Stop

After Purge and Blower Stop

Description

2) Cooling Unit Alarm and Safety Device

ㅇ

ㅇ

ㅇ

ㅇ

ㅇ

ㅇ

ㅇ

ㅇ

ㅇ

ㅇ

Note: (1) No audible alarm (2) Set points will be final after testing

4 - 56

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.11a Gas Detection System

Cargo Manifold (P)

Passage Way

Anlysing Unit

Main Panel El. Equip. RM

No.4

10 Gas Dome

No.4 Liquid Dome

El. Motor RM

Air Supply

8

No.3 Liquid Dome

9

7

No.3 Gas Dome

5

6

4

No.2 Liquid Dome

No.2 Gas Dome

2

3

No.1 Liquid Dome

1

Cofferdam

12

Cofferdam

11

26

Cofferdam

Stop Valve (To be located at safety area)

Cofferdam

Cofferdam

27

No.1 Gas Dome

Cargo Machinery RM

29

28

Passage Way

Cargo Manifold (S)

No.4 Vent Mast

Drain Separator Box (20, 34)

Anlysing Unit

A-Deck

Dia.20 Coomon Outlet

21

No.2 Vent Mast

No.1 Vent Mast

32

31

30

22 33

C/D

Dia.8 x 33 Lines

B-Deck

E.E.R

C-Deck

No.3 Vent Mast

Stop Valve (To be located at safety area on accomm. front wall)

15

14

13

Bosun Store

25

O

) (C

No.2 Cargo Tank

19

Elec. Motor Room

Filter

C-Deck Gas Dection Lines

Air Supply

Pa s

Pipe Duct Access Trunk

ay -w ss Pa

sw ay

Compression Type BHD Union

D-Deck Stop Valve with Filter (To be located at safety area on accomm. front wall)

Cargo Area Gas Analysing Unit in Ele. Equip. Room

Pipe Duct

Liquid Dome Gas Dome Safety Line

Gas Detection Lines (Pass through Trunk)

Gas Detection Lines

Cargo Tank

Section for Acc. Front Wall W. B. Tank

F.P. Tank

18

Cargo Mach. Room

Collector Cone

No.1 Cargo Tank

D

No.3 Cargo Tank

FW

No.4 Cargo Tank

Bow Thr. Room

W

.B .T .(

HF

nk Ta

P

Cofferdam

Cofferdam

Cofferdam

Engine Room

Cofferdam

Cofferdam

24

S)

16

&

17

Typical Sec. for Cargo TK IBS/IS

W. B. Tank

Typical Section

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1 Draft / 2004. 10. 29

4 - 57

Part 4 Cargo System


3J LNG AL WOSAIL 4.11 Gas Detection System (See Illustration 4.11a) There are two systems for gas detection throughout the ship, one covers the cargo area, Engine Room, Accommodation, cargo motor room Forward Area and B.O.G pipe duct. Infrared gas analysers are used for both systems as the measuring principle. 1. Cargo Area System Gas detection panel and alarm unit are installed in Elec. Equipment room. Specification Detecting gas: Detecting principle: Detecting range: Measuring points : 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

methane (CH4) Infrared Type 0 ~ 100 % LEL, 0 ~ 100 % VOL 29 points No.1 cargo tank inter barrier space (1) No.1 cargo tank inter barrier space (2) No.1 cargo tank insulation space No.2 cargo tank inter barrier space (1) No.2 cargo tank inter barrier space (2) No.2 cargo tank insulation space No.3 cargo tank inter barrier space (1) No.3 cargo tank inter barrier space (2) No.3 cargo tank insulation space No.4 cargo tank inter barrier space (1) No.4 cargo tank inter barrier space (2) No.4 cargo tank insulation space Duct keel forward Duct keel aft Gas vent drain tank for condensate Cargo machinery room forward Cargo machinery room aft Bosun store Forward pump room Air lock for cargo motor room Passage way port forward Passage way port aft Passage way starboard forward Passage way starboard aft No.1 cargo tank vent mast No.2 cargo tank vent mast No.3 cargo tank vent mast No.4 cargo tank vent mast Gas vent drain tank for bilge

The infrared type (IR type) can be switched automatically or manually between 29 points with % LEL and % VOL analyser. In order to ensure a representative sample is monitored each time a space is sampled, each sample line has two way solenoids, which are operated sequentially by the control unit. One of the sample lines is connected to the sampling pump, while the other line is connected to the pre-sampling pump on the bypass manifold. The pre-sampling pump discharges the samples not being analysed directly to atmosphere, while the sampling pump

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1 Draft / 2004. 10. 29

discharges the gas through the analysing unit before being discharged to atmosphere. As each point is being analysed the corresponding indicator lights up, one sampling cycle is settled for within 30 minutes. The analyser works on the principle that infrared light is absorbed by the methane gas. Methane gas has a distinctive absorption band in the infrared spectrum. Therefore if a sample of gas is compared against a reference sample of air, the difference in out put from an infrared sensor will be in proportion to the gas concentration. If the methane concentration of any sample point reaches 30% LEL an audible alarm is sounded in the main panel in the CCR and the corresponding indicator lamp is lit. Additionally, a gas detection alarm is activated on the wheelhouse and fire control room, on their respective repeater panels. Individual alarms for whole areas shall be interfaced into the IAS. 2. Engine Room, Accommodation, cargo motor room and Forward Area System Gas detection panel and alarm unit are installed in Elec. Equipment room.

3) Accommodation space Specification Detecting gas: Detecting principle: Detecting range: Measuring points: 1 2 3 4 5 6 7 8 9 10 11

methane (CH4) catalytic combustion type 30 % LEL, 60 % LEL 9 points Wheel house CCR Dining room Mess room Lounge Smoking room Recreation room Ship’s office galley Airconditioning plant Main entrances

1) Cargo Motor Room 4) Forward ship Specification Detecting gas: Detecting principle: Detecting range: Measuring points:

methane (CH4) Catalytic type 30 % LEL, 60 % LEL 3 points

The first alarm is initiated at 30% LEL and the second alarm at 60% LEL. If the gas concentration continues to rise to 60% LEL at any two(2) sensors the trip signal activated to the power to all motor and all non-intrinsically safe electrical equipment.

Specification Detecting gas: Detecting principle: Detecting range: Measuring points: 1

methane (CH4) catalytic combustion type 30 % LEL 1 points Bow thruster room

3. B.O.G Pipe Duct Gas sampling boses are installed in each local.

2) Engine room Specification Detecting gas: Detecting principle: Detecting range: Measuring points: 1 2 3 4 5 6 7 8 9

methane (CH4) catalytic combustion type 30 % LEL, 60 % LEL 9 points Engine room supply fan No.1 Engine room supply fan No.2 Engine room supply fan No.3 Engine room supply fan No.4 Engine room 2nd deck No.1 Engine room 2nd deck No.2 Engine room exhaust fan No.1 Engine room exhaust fan No.2 Emergency generator room

4 - 58

Specification Detecting gas: Detecting principle: Detecting range: Measuring points: 1 2 3 4 5

methane (CH4) Infrared type 30 % LEL, 60 % LEL 5 points Gas pipe duct No.1 Gas pipe duct No.2 Boiler gas hood (STBD) Boiler gas hood (PORT) Inert gas line after dryer

B.O.G pipe duct area samples are continuously monitored by infrared type detector. The first alarm is initiated at 30% LEL. If the gas concentration continues to rise to 60% LEL the trip signal activated to the LD compressor and the fuel master gas valve.

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.12.1a Cargo Valve Hydraulic Lines

MANIFOLD(P)

#

*

*

*

*

(CL401) (CL402) (CL403)

*

*

*

*

(CL011)

*

*

(CS300) (CS301)(CS303)

(CL021)

(CL031)

(CG071)

(CL041)

(CS308)

* *

(CL400)(CL407) (CG708)

*

*

(CL101) (CL102)

(CL103)

(CL075)

* *

*

*

*

*

(CL301)

(CL303)

*

*

*

* (CL100)

*

*

*

(CL107) (CG702)

(CL201)(CL202)(CL203) (CL200) (CL207)

(CS400)(CS401) (CS403)

(CL300)

(CS407) (CS408) (CS702)

*

*

*

*

(CL307)

(CS100) (CS101) (CS103) (CS107) (CS108)

*

*

*

*

(CS200) (CS201) (CS203) (CS207) (CS208)

H.P.P ROOM UPP. DECK

SIDE PASSAGE

CLEAN TANK (1900 LTR)

A C C

A C C

DIRTY TANK (1250 LTR)

T

P

P

T

P

P

T

T

NO.2C SOL. V/V BOX

P

P

NO.1C SOL. V/V BOX

T

STOP V/V

TRUNK DECK

TRUNK DECK

TRUNK DECK

TRUNK DECK

T

P

ACCUMULATOR STAND Accumulator : 9sets (50l)

SIDE PASSAGE

P

#

A C C

(CG930)

*

(CS071)

(CG900)(CG901)(CG902) (CG903)

* : REMOTE HYD. CONTROL / THROTTLING

MANIFOLD(S)

#

(CG904) (CG917) (CG918) (CG925) CARGO MACHINERY ROOM

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1 Draft / 2004. 10. 29

(CL012)

4 - 59

(CL022)

(CG072)

(CL032)

(CL042)

# : REMOTE HYD. CONTROL / EMERGENCY SHUTDOWN

Part 4 Cargo System


3J LNG AL WOSAIL 4.12 Cargo and Ballast Valve Control All the valves necessary for the operation of the cargo and ballast system are hydraulically operated by separate hydraulic power packs, situated in the hydraulic power pack room on upper deck. Control of the power packs and valve operation is from the IAS in the CCR.

4.12.1 Cargo Valve Control System 1. Description (See Illustration 4.12.1a) The hydraulic power unit consists of two main pumps and one topping-up pump. During normal loading and unloading operations only one pump is required to meet the demand, while the second pump is put on automatic standby cut-in mode and will cut in when the system pressure is reduced to 10.0MPa. The topping up pump is normally used during sea-going condition and forcing vaporisation operations. General Specification Maker: Tank capacity: Accumulator capacity: N2 Bottle: Main electric motor: Topping up electric motor: Main pump capacity: Topping pump capacity:

AMRI-SEIL 1740 Liter 50 Liter x 9 Sets 45 Liter x 1 Sets 25kW, 1750rpm, 440V, 60Hz 9kW, 1750rpm, 440V, 60Hz 78 Liter/Min 24 Liter/Min

2. Hydraulic Power Pack The power pack builds up the hydraulic pressure for actuating the valves. The constant running pumps are of the self regulating type, which keep the oil pressure at the preset pressure in the circuit. The hydraulic power pack can be operated remotely from the IAS or locally from the local control box. When no valve operation is required, running of the topping-up pump for each system is sufficient. The hydraulic topping-up pump is designed to keep the system pressurised when no valve is under operation. When valve operation is required, one of the two main pumps is to be started. Each hydraulic main pump has sufficient capacity to close or open two (2) of the largest valves within one (1) minute. When one main pump is selected, the other main pump will act as the standby pump. The accumulator will store pressurised oil from the hydraulic pumps through the “P” port of the accumulator which is connected in parallel to the main hydraulic “P” line. The isolating valve on the “P” port of the accumulator is to remain normally opened and the drain port normally closed. In the event that the Cargo System hydraulic pack fails, the Ballast System hydraulics may be used instead by opening two(2) isolating valves . In this case the “hydraulic pressure low low” switch signal for the ESDS should

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1 Draft / 2004. 10. 29

be manually bypassed. In normal use, the isolating valves must be kept shut.

6) No.6 Solenoid valve box feeds cargo compressor room Valves CG901, 902, 903, 904, 917, 918, 925, 930, 900

Setting Value Normal pressure: High pressure (Alarm): Stand-by pump start pressure: Low pressure (Alarm): Low Low pressure (For ESD): Relief valve: High temperature (Alarm): Filter clogging (Alarm): Low level (Alarm): Low Low level (P/P Shut Down):

7) No.7 Solenoid valve box feeds No.4 cargo tank Valves CG708 Valves CL400, 407, 401, 402, 403 Valves CS407, 408, 702, 400, 401, 403

12.0 MPa 13.0 MPa 10.0 MPa 9.0 MPa 8.0 MPa 14.0 MPa 60 °C 0.2 MPa 990 litre 660 litre

Note 1) Low Low level - a timer allows up to 30 seconds operation after the Low Low level contact activates. 2) Standby pump start pressure - in case of topping-up pump running, the topping up pump will not be automatically stopped. 3. Location of Cabinets All remotely operated valves are piston operated except for the liquid dome and the spray header isolating valves, which are vane type actuators. The supply oil is distributed to 6 solenoid valve boxes situated in the side passageway (port and starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area, cargo compressor room and the master BOG station has its respective solenoid valve box as follows: 1) No.1 Solenoid valve box feeds No.1 cargo tank Valves CG702 Valves CL100, 107, 101, 102, 103 Valves CS100, 101, 103, 107, 108 2) No.2 Solenoid valve box feeds No.2 cargo tank Valves CL200, 207, 201, 202, 203 Valves CS200, 201, 203, 207, 208 3) No.3 Solenoid valve box feeds No.3 port manifold Valves CG071, 075 Valves CL011, 021, 031, 041 4) No.4 Solenoid valve box feeds No.4 starboard manifold Valves CG072 Valves CL012, 022, 032, 042 Valves CS071 5) No.5 Solenoid valve box feeds No.3 cargo tank Valves CL300, 307, 301, 302, 303 Valves CS307, 308, 300, 301, 303

4 - 60

Note Accumulator(20L) for fuel master valve is provided at No.6C solenoid valve box, and accumulators(20Lx4 sets) for manifold valves are at No.3C and No.4C solenoid valve boxes for emergency closing of corresponding valves. 4. Remote Control Valve remote control and position indication is carried out from the IAS. Caution When the signal position at full close or full open is required, keep the solenoid energized for a minimum of 10 seconds. Do not energize a solenoid valve for more than 10 minutes continuously as this may cause the solenoid to be damaged. 1) For Open/Closed Valves Opening or closing order is obtained when the solenoid corresponding to the requested motion is energised (the signal to be through intrinsically safe power supply unit in the barrier box). The valve moves to full open or full close and cannot be stopped at any intermediate position. 2) For Intermediate Valves An opening or closing order is obtained when the solenoid corresponding to the requested motion is energised. The valve moves as long as the corresponding solenoid is energised (the signal to be through the IS relay repeater in barrier box). * Marked valve can be stopped at any intermediate position. 3) For ESD Valves (# Marked valves) Under normal operating condition, the ESD valves can be controlled in the same way as the other valves (ESD solenoid valve is normally energised and shuts the oilway from the ESD solenoid to the closing chamber of the corresponding actuators). Under ESD conditions, the ESD solenoid valve is de-energised to open the oilway from the ESD solenoid valve to the closing chamber of the corresponding actuators. Consequently, ESD valves are automatically shut at the ESD condition. The hydraulic power for closing ESD valves (at ESD condition) is supplied from the hydraulic accumulators. The capacity of the accumulators has been sized to allow 3 strokes of the corresponding ESD valves.

Part 4 Cargo System


3J LNG AL WOSAIL 2) Emergency control of the solenoid valves. a) In case of electric power failure Push the manual override on the solenoid valves (right :close, left: open) y Open/shut valves : push the manual override until obtaining a corresponding valve position (full close or full open). y Intermediate valve : push the manual override until obtaining a corresponding valve position. b) In case of lack of hydraulic Pressure y Close the main isolating valves. y Connect the emergency hand pump with connection block on the pressure common line and return common line y Push the manual override on the solenoid valves (right: close, left: open) while pumping the emergency hand pump until a corresponding valve position is obtained. y Open/shut valve : full close or full open position. y Intermediate valve : full close / full open or any required valve position

The whole is secured on a frame with small wheels. b)

Specification y Tank Volume : 5 Litre y Stroke Volume : 25ml y Max. Pressure : 13 MPa

c) y y y

Operating Procedure Check the oil level in the tank. Connect the threaded ends ① to the actuator, “O” and “S” Work the pump lever and monitor the pressure on the pressure gauge ②

3) Valve position indication a) O/S valves with a limit switch Opening or closing position indication is obtained from the limit switch on the hydraulic valve actuator, connected through the intrinsically-safe type relay repeater in the barrier box, where voltage-free contacts are used to indicate the valve position in the IAS. b)

Intermediate remote controlled valves Opening or closing position indication is obtained from the potentiometer on the hydraulic actuators in order to indicate the valve position in the IAS. - Potentiometer signal : Converted to 4 ~ 20mA signal through IS R/I converter in the barrier box.

4) Valve Operating time adjustment Valve operating time adjustment can be adjusted using the flow control valve installed in each solenoid valve block.

5. Emergency Control 1) Emergency hand pump a) two (2) emergency hand pump sets are provided for the ballast system. Each pump includes, y 1 x 5litre tank with filling plug including y hand pump (25cm3/stroke) y 1 pressure gauge (0 – 25 MPa) y 2 x 5m high pressure flexible hose

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4 - 61

Part 4 Cargo System

3J LNG AL WOSAIL


Blank Page

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4 - 62

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.12.2a Ballast Valve Hydraulic Lines

UPPER DECK

*

(OF534)(OF533)(OF532)

(SP574)

NO

W

.3 NO

W

.B

K .T

NO

.2

.B W

.T

K

*

(P )

(P

)

STOP V/V

K

TK

)

(OF501)

FWD PUMP ROOM (FWD

)

DIRTY TANK (1250 LTR)

.4

. .B

(P

W .B .T

CLEAN TANK (1900 LTR)

*

) (P

.1

*

ON TRUNK DECK

NO

H.P.P ROOM ON DECK UPP. DECK

PASS. WAY

ENGINE ROOM

* (SP573)(SP572) (SP571)(FD572)(FD571)

*

*

(BA518)(BA519)(BA520)(BA521)

*

*

(BA514)(BA515)(BA516)(BA517)

*

(BA510)(BA511)(BA512)(BA513)

H.F.O . TK

*

POLISHING FILTER

(OF511)

*

(BA506)(BA507)(BA508)(BA509)

*

*

F.P. TK

*

(BA502)(BA503)(BA504)(BA505)

(P& S)

T

TK

P

P

*

E/R

PIPE DUCT

*

(WS012)(WS010)(WS009)

*

(BA031)(BA032)

A C C

*

P

NO

*

.4

.B W

K .T

(S

)

NO

.3

.B W

K .T

(S

)

.2 NO

W

.B

K .T

) (S

NO

.1

W

K .T .B

) (P

FW DD EE

*

*

PW .B.

T

(BA028) (BA014)

*

*

(BA027)(BA025)(BA015)(BA019)(BA018)(BA021) (BA020)(BA017)(BA016)

(BA013)(BA012)(BA010)(BA009)(BA008)(BA007) (BA003)(BA002)(BA001)

*

*

*

(BA006)(BA011)

*

*

(BA026)(BA029) (BA030)(WS001)(WS002)(WS023)(WS101)(WA102)(WS131)(WS301)(WS304)

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4 - 63

Part 4 Cargo System


3J LNG AL WOSAIL 4.12.2 Ballast and F.O Valve Control System

pressurized when no valve is under operation.

1. Description (See Illustration 4.12.2a)

In the event that the Ballast System hydraulic pack fails, the Cargo System hydraulics may be used by opening two (2) isolating valves . In normal use, the isolating valves must be kept shut.

The system is supplied for remote control of valves and actuators, designed primarily for use on board ships as shown in the attached hydraulic schematic diagram and valve lists. The remote valves are provided with hydraulic actuators powered from a hydraulic power unit and controlled by electro-hydraulic solenoid valves. All remote valve actuators are designed to be capable of local manual operation. General Specification Maker: Tank capacity: Accumulator capacity: N2 Bottle: Main electric motor (2sets): Topping up electric motor (1set): Main pump capacity (2set): Topping-up pump capacity (1set):

AMRI-SEIL 1000 Litre 50 Litre x 2 Sets 45 Litre x 1 Sets 9 kW, 1750rpm, 440V, 60Hz 4.8 kW, 1750rpm, 440V, 60Hz 24 Litre/Min 12 Litre/Min

2. Ballast and F.O. Systems The hydraulic power unit consists of two main pumps and one topping-up pump. During normal loading and unloading operations, only one pump is required to meet the demand, while the second pump is put on automatic standby mode ready to cut in when the system pressure is reduced to 10.0 MPa. The topping-up pump is normally used when the vessel is in sea mode condition. All remotely operated valves are piston operated. The supply oil is distributed to a solenoid valve board situated in the engine room. The operation of the valves is conducted from the IAS in the CCR. 3. Hydraulic Power Pack The power pack builds up the hydraulic pressure for actuating the valves. The constant running pumps are of the self-regulating type, which keep the oil pressure at the preset pressure in the circuit. The hydraulic power pack can be operated remotely from the IAS or locally from the local control box. When no valve operation is required, running of the topping-up pump for each system is sufficient. The hydraulic topping-up pump is designed to keep the system pressurised when no valve is under operation. When valve operation is required, one of the two main pumps is to be started. Each hydraulic main pump has sufficient capacity to close or open two (2) of the largest valves within one (1) minute. When one main pump is selected, the other main pump will act as the standby pump. When the delivered pressure falls below the setting pressure value due to the some reason, the stand-by pump starts automatically. The hydraulic topping-up pump is designed to keep the system

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1 Draft / 2004. 10. 29

Setting Value Normal pressure: High pressure (Alarm): Low pressure (Alarm): Standby pump start pressure: Relief valve: Low level (Alarm): Low Low level (P/p Shut Down): High temperature (Alarm): Filter clogging (Alarm):

12.0 MPa 13.0 MPa 9.0 MPa 10.0 MPa 14.0 MPa 580 litre 390 litre 60 °C 0.2 MPa

The pump assembly is secured on a frame with small wheels. b) y y y c) y y y

Specification Tank Volume : 5 Litre Stroke Volume : 25ml Max. Pressure : 13 MPa Operating Procedure Check the oil level in the tank. Connect the threaded ends (1) to the actuator, “O” and “S” Work the pump lever and monitor the pressure on the pressure gauge (2)

Note 1) Low Low level - a timer allows up to 30 seconds operation after the Low Low level contact activates. 2) Standby pump start pressure – if the topping-up pump is running, it will not be automatically stopped. 4. Valve Control 1) Remote Control of Valve a) For O/S valves Opening or closing order is obtained when the solenoid corresponding to the requested motion is energized. The valve moves to full open or full close and cannot be stopped at any intermediate position. b)

For intermediate valves Opening or closing order is obtained when the solenoid corresponding to the requested motion is energized. The valve moves as long as the corresponding solenoid is energized. The valve can be stopped at any intermediate position.

Caution When the signal position at full close or full open is required, keep the solenoid energized for a minimum of 10 seconds. Do not energize a solenoid valve for more than 10 minutes continuously, as this may cause the solenoid to be damaged. 5. Emergency Control 1) Emergency hand pump a) One (1) emergency hand pump set is provided for the ballast system. Each pump includes: y 1 x 5L tank with filling plug including y hand pump (25cm3/stroke) y 1 pressure gauge (0–25 MPa) y 2 x 5m high pressure flexible hose

4 - 64

2) Emergency control of the solenoid valves. a) In case of electrical failure Push the manual override on the solenoid valves (right: close, left: open) y Open/shut valves : push the manual override momentarily. y Intermediate valve : push the manual override until the required valve position is obtained. b) In case of lack of hydraulic pressure: y Close the column isolating valves. y Connect the emergency hand pump to the connection block on the pressure line (column) and return line(column) y Push the manual override in the required direction for open/shut valves while pumping the emergency hand pump until the valve is in the required position. y Push the manual override continuously for throttling valves while pumping the emergency hand pump until the required valve position is obtained. 3) Valve position indication a) O/S valves with a limit switch Opening or closing position indication is obtained from the limit switch on the hydraulic valve actuator, which is connected through the terminals in the barrier box to the IAS (if the valve is located in the hazardous area, it to be connected through an intrinsically safe type relay repeater in the barrier box) in order to indicate the valve position in the IAS.

Part 4 Cargo System

3J LNG AL WOSAIL b)


Intermediate remote controlled valves Opening or closing position indication is obtained from the potentiometer on hydraulic actuators and the signal is converted to a 4 ~ 20mA signal through an R/I converter (if the valve is located in the hazardous area, the R/I converter is an intrinsically safe type) in the barrier box in order to indicate the valve position in the IAS.

4) Valve Operating time adjustment Valve operating time can be modified by adjusting the flow reducer installed on each solenoid valve block Note The operating time depends on the length of the yard piping and oil characteristics. The operating time is set at ambient temperature, however, the actual operating time is strongly influenced by the actual ambient temperature and the oil characteristic, particularly if the distance between actuator and solenoid control valve is long.

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4 - 65

Part 4 Cargo System

3J LNG AL WOSAIL


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4 - 66

Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.12.3a Emergency Shutdown System

INPUT SIGNAL

I.S BARRIER & ESDS CONTROL PANEL

OUTPUT SIGNAL BOILER CONTROL PANEL

NORMAL OPERATION CCR

NORMAL OPERATION

ALARM

NORMAL TRIP PRESSURE SETTING

Supplied by VRC Vendor I.S. BARRIER (SOL. CONT.)

INTERLOCK/OVERRIDE OPERATION ESDS TEST CCC5

CTS

TEST SWITCH (CCC5)

ESDS RESET

RESET SWITCH (CCC5)

ESDS CANCEL

CANCEL SWITCH (CCC5)

TANK LEVEL VERY HIGH & TANK LEVEL EXTREMELY HIGH OVERRIDE

ESD/FILL V/V CLOSE OVERRIDE SWITCH (CTS)

IAS SOL. VALVE BOX (I.S.)

SHORE CONNECTION VALVE (PORT) CLOSE ORDER

SOL. VALVE BOX (I.S.)

SHORE CONNECTION VALVE (STBD) CLOSE ORDER

NO

VRC

ESDS

VRC

ESDS

SHORE CONNECTION VALVE (PORT) Q'TY - 5 SHORE CONNECTION VALVE (STBD) Q'TY - 5

NO

CARGO PUMP Q'TY - 8

ESDS

TPS 1

SPRAY PUMP Q'TY - 4

ESDS

TPS 1

CARGO SWITCH BOARD

H/D COMPRESSOR Q'TY - 2 ESDS

TPS 1

CARGO SWITCH BOARD

L/D COMPRESSOR Q'TY - 2 ESDS

TPS 1

CARGO SWITCH BOARD

IGG BLOWER Q'TY - 2

CARGO SWITCH BOARD

EM'CY CARGO PUMP Q'TY - 1 ESDS

TPS 1

SOL. VALVE BOX (I.S.)

TANK FILLING VALVE Q'TY - 4

TPS 2

GAS MASTER VALVE Q'TY - 1 ESDS

GLC

CARGO SWITCH BOARD

NO

NO

GLC

ESDS PLC EMERGENCY SHUT DOWN SYSTEM MANUAL SWITCH (I.S.)

MANUAL SWITHES

NC

CARGO TANK LIQUID DOME TOP ----- Q'TY 4 SHORE CONNECTION --------------------- Q'TY 2 FORWARD AREA ---------------------------- Q'TY 1 CARGO COMPRESSOR ROOM --------- Q'TY 1 ELECTRIC MOTOR ROOM ---------------- Q'TY 1 MANUAL SWITCH (N.I.S)

I.S. BARRIER (SIGNAL)

EMERGENCY SHUT DOWN CONTROL OR

ESDS FAIL SELF DIAGNOSIS AND

FUSIBLE PLUG (I.S.)

I.S. BARRIER (SOL.CONT.)

NC

CARGO TANK LIQ. DOME TOP -------- Q'TY 4 SHORE CONNECTION ------------------- Q'TY 2 CARGO COMPRESSOR ROOM -------- Q'TY 2 ELECTRIC MOTOR ROOM --------------- Q'TY 1

PNEUMATIC PRESS. LOW IN SHIP/SHORE CONNECTION

PRESS. TRANSMITTER (I.S.)

PNEU. PRESS.< TRIP PRESS. SET(CCC5)

CONT. AIR PRESS. LOW

PRESS. TRANSMITTER (AIR CTRL BOARD)

CONT. AIR PRESS. < NORM. PRESS. SET(CCC5)

CARGO TANK LEVEL EXTREMELY HIGH (99.2%) VAPOR HEADER PRESS. LOW LOW (TO WITHIN 2 kPaG OF ATM.)

I.S. TYPE SENSOR

I.S. TYPE SENSOR

IS ESD SOL V/V POWER FAIL (3C, 4C, 6C)

ELECTRICAL POWER FAIL

SOL. VALVE STAND (I.S.)

TANK PROTECTION CONTROL 1

SPRAY NOZZLE VALVES Q'TY-8

OR

TANK PROTECTION CONTROL 2

I.S. BARRIER (SOL.CONT.)

NC

NC

IAS I.S BARRIER (SIGNAL)

NC

HV CARGO SWITCH BOARD (PORT) BLACKOUT

NO

HV CARGO SWITCH BOARD (STBD) BLACKOUT

NO

PRESS. SWITCH

HYD. OIL PRESS. LOW

ESDS

NC

CCR (CCC5) ----------------------------------- Q'TY 1 FIRE CONTROL STATION (FCS) -------- Q'TY 1 WHEELHOUSE ------------------------------- Q'TY 1 ECR CONSOLE ------------------------------- Q'TY 1 FIRE FUSIBLE PLUG MELTED

MGV GLS

MASTER GAS VALVE CLOSE CONTROL

GAS LEAKAGE CONTROL

MGV GLS

SPRAY NOZZLE VALVE Q'TY - 8 TPS 1

SHIP/SHORE PNEU. CONNECTOR AIR RELEASE I.S. TYPE

AIR RELEASE MAGNETIC VALVE Q'TY - 1 ESDS

I.S. BARRIER (SOL.CONT.) PNEUMATIC INTERFACE

ESDS TO SHORE AIR SIGNAL

I.S. BARRIER (SOL.CONT.) OPTICAL INTERFACE

ESDS FROM/TO SHORE OPTICAL SIGNAL

NC

TANK PROTECTION SYSTEM 1 CARGO TANK PRESS. LOW LOW (TO WITHIN 2 kPaG)

I.S. TYPE SENSOR

NC

ELECT. CONNECTOR INTERFACE

IAS

EER TANK PROTECTION SYSTEM 2 CARGO TANK LEVEL VERY HIGH (98.7%)

I.S. TYPE SENSOR

SHIP/SHORE LINK CABINET

GAS LEAKAGE CONTROL

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1 Draft / 2004. 10. 29

ELECTRIC SIGNAL ESDS

NC

: SEIL- AMRI SUPPLY

REGEND

MASTER GAS VALVE CLOSE CONTROL

ESDS FROM/TO SHORE

NO : NORMAL OPEN CONTACT NC : NORMAL CLOSE CONTACT CCR : CARGO CONTROL ROOM I.S : INTRINSICALLY SAFETY

TPS 1

TANK PROTECTION SYSTEM 1

TPS 2

TANK PROTECTION SYSTEM 2 GAS LEAKAGE CONTROL

GLC MGV GLS

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EM'CY SHUT DOWN SYSTEM

MASTER GAS VALVE CLOSE

Part 4 Cargo System


3J LNG AL WOSAIL 4.12.3 Emergency Shutdown System In the event of fire or other emergency condition, the entire cargo system, gas compressors and master boil-off gas isolating valve to the engine room may be shut down by a single control. Shut down of the cargo system is actuated either manually or automatically by fire or certain off-limit conditions. 1. Description (See Illustration 4.12.3a) The manual emergency shutdown push buttons are located as follows (Total 13 units): y Central control room (1 unit) y Fire control station (1 unit) y Wheelhouse (1 unit) y ECR console (1 unit) y Each cargo tank liquid dome (4 units) y Deck forward area (1 units) y Port and starboard manifold platforms (2 units) y Cargo compressor room (1 unit) y Electric motor room (1 unit) Fusible elements that are designed to melt at temperature between 98 ~ 104°C are installed on the following locations (Total 9 units): y Each cargo tank liquid dome (4 units) y Port and starboard manifold platforms (2 units) y Cargo compressor room (2 unit) y Electric motor room (1 unit) There are three ESDS interface connections made to the shore facility; electrical, optical and pneumatic. In port, the optical link and pneumatic systems will inform the shore of any ship’s ESDS actuation and will stop the loading or discharge pumps and close the shore liquid valves. 2. Emergency Shutdown Function 1) Causes y y y y y y y y y y y

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Manual switch off Fusible plug melted Optical/Electric interface failure from shore Ship/Shore pneumatic pressure low Control air pressure low Hydraulic oil pressure low (8.0 MPa) Cargo tank extreme high level (99.2%) Vapour header pressure low low (2 kPa) IS ESD SOL. valve power fail ESD logic fail Electric power failure

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2) Actions y y y y y y y y y

Manifold valves (shore connection valves) close Main cargo pumps stop Spray pumps stop Emergency cargo pump stop IGG blower stop HD/LD compressors stop ESD signal to shore Master gas valve close Air release magnetic valve close

3. Cargo Tank Protection 1) TPS 1 (Tank Protection System 1: Underpressure) a) Causes y Cargo tank pressure Low Low (2 kPa). b) Actions y y y y y

The Filling valve close override for each cargo tank is prepared to prevent closing of the filling valve when level very high is activated. The operator can manually set the filling valve close override in the mimic for each cargo tank, so that the logic function of filling valve close is deactivated. The override function is prepared for each cargo tank respectively. 4. Master Gas Valve Close Control 1) Causes y y y y y y y

Normal operation Gas leak detected in gas hood/pipe Both BOG hood room fans not running Less than 2 E/R vent fans running Master gas valve trip No.1/2 gas heater outlet temp. high/low ESD condition

2) Actions

Main cargo pumps stop Emergency cargo pump stop Spray pumps stop HD compressor stops Spray nozzle valve close

y LD compressor stop y Master gas valve close 5. Gas Leakage Control 1) Causes

The trip overriding functions for each cargo tank, high duty compressor and low duty compressor are prepared to prevent trip of each equipment from the TPS1 system when the differential pressure condition is lower then the set-point.

y Gas leak detected in electric motor room y Gas leak detected in cargo mach. room 2) Actions

2) TPS 2 (Tank Protection System 2: Overfilling) a) Causes

y HD/LD compressor stop y Master gas valve close

y Cargo tank level very high (98.7%) b) Actions y Relevant cargo tank filling valve close Cargo tank Very High level sensors - filling level (98.7%) - are installed in each cargo tank (4) for alarming and closing of the filling valve on each tank. The sensors are interfaced via the tank level system by serial line to the IAS. From the IAS the very-high level alarm is interfaced to ESD by the redundant network.

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Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.12.4a Ship-Shore Link

ELEC. EQUIPMENT ROOM

CARGO CONTROL ROOM

ACCOMODATION UPP DK FR46

SHIP SHORE LINK ENCLOSURE

FIBRE OPTIC SYSTEM LAMP TEST

ELECTRICAL SYSTEM

TRIP INPUTS

HEALTHY

HEALTHY

SHORE RECEIVING HIGH LEVEL HEALTHY

FIBRE OPTIC ELECTRIC SELECTED

PORT

ESD HEALTHY

SYSTEM SELECTOR

PRESS TO TEST

SHIP SIDE PORT ON DECK FR100

SELECTED

LOADING ARM TRIP 1 HEALTHY LOADING ARM TRIP 2 HEALTHY INHIBIT

INHIBIT

RESET

RESET

CARGO CONTROL CONSOLE

FO & EL SYSTEM SELECTOR MODULE PORT

STBD

FO PORT STARBOARD SELECTOR MODULE LAMP TEST

ESD SYSTEM

SYSTEM FAULT

PRESS TO TEST

NORMAL

NORMAL

ABNORMAL CH 1

AUDIO ALARM

CCC4

Telephone SYSTEM SHIP -> SHORE

ESD

SHORE -> SHIP

PRESS TO TEST

CH 2

CH 3

CH 4

CCC9

MLM DESKTOP PC

ITT CANNON

NORMAL

ABNORMAL SIGNAL FAULT CIRCUIT TEST

FO CONTROL & ALARM MODULE

PRESS TO TEST

220VAC 1X2X2.5

PSU MODEN

FO ESD MODULE

AC MAINS SUPPLY

NORMAL

ABNORMAL

POWER SUPPLY MODULE HOTPHONE

PRIVATELINE

SHIP TO SHIP REVERSE CONNECTION

TRIPS ACTIVE

SW 7

ESD B

MIYAKI D

A

PYLE

B

E

SW 3

TEL CH3

C D

A

SW 2

TEL CH2

C ITT CANNON

E

SW 1

TEL CH1

SYSTEM SELECT

C

B A

TEL CH4

C D E

SW 4

B

C D

A

B E

SW 5

ELECTRIC SYSTEM CONFIGURATION MODULE

HOT-LINE TELEPHONE

D

A

E

SW 6

220VAC EM'CY POR 1X2X2.5

PSU

GENERAL ALM

PUBLIC PABX TELEPHONE TELEPHONE

SERIAL C/O SWITCH

JB-INT

GENERAL ALM

SHIP SIDE STBD ON DECK FR100

HOT-LINE TELEPHONE (SPARE) RJ11

STBD

GENERAL ALM

ITT CANNON RJ11

RJ11

RJ11

9w D

ESDS (AMRI-SEIL) ELECTRIC ESD SHIP SHORE/SHORE-SHIP FO ESD SHIP SHORE/SHORE-SHIP IAS (YAMATAKE) COMMON ALARM AC 220V MAIN NORMAL POWER 24V DC BACKUP SUPPLY, 8A MAX

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Illustration 4.12.4b Ship-Shore Optic Fibre Transmission and ESD Link System Schematic

Ship Side

Shore Side

From Mooring Load Monitor Display

From Mooring Tension Monitor Computer

Mooring Load Monitor Modem

el I/F Unit

Public Phone

el I/F Unit

Plant Phone

el I/F Unit

Mooring Load Monitor Modem

Hot Line Phone

Port Side Ship Connector

el I/F Unit

el I/F Unit

el I/F Unit

Hot Line Phone

el I/F Unit

Emergency Shutdown Unit With E/O Interface

Emergency Shutdown Unit With E/O Interface

Power Supply Unit Control Alarm Module

el I/F Unit

Ship's Exch. Phones

Multiples Unit Electric / Optical Interface Port / Stb.d Section

Shore Side Connector

Multiples Unit Electric / Optical Interface

Public Phone

Spare

Spare

Power Supply Unit Control Alarm Module

Shore Side Optical Cable Reel 50 - 100m

Yuken Plant Emergemcy Shutdown Control System

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Starboard Side Ship Connector

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Yuken Plant Emergemcy Shutdown Control System

Part 4 Cargo System

3J LNG AL WOSAIL 4.12.4 Ship Shore Link (See Illustration 4.12.4a & 4.12.4b) General Linked ship-shore emergency shutdown systems have been required by SIGGTO since the early days of LNG loading and discharge installations. They minimize the consequences of an accident or, if abnormal conditions arise, they allow the process to be shut down with minimum spillage of liquid. Thus consequent risk to jetty and ship’s structures and escape of flammable vapour is avoided. Since both the ship and the shore exchange liquid and vapour, the shipside and shoreside Emergency Shutdown (ESD) must be linked. This is to avoid: y

Excessive pressure on the loading arm connection causing damage, should the upstream valve be closed first.

y

Overfilling ship or shore tanks.

y

Risk of damage or spillage due to excessive movement of ship with respect to berth.

In addition to safety, the requirement for the ESD ship to shore link has been extended to handle communications by telephone.

Cargo Operating Manual The system cabinet comprises 19" rack units in an enclosure to which all yard cabling is brought to and all Zener barriers are installed in. The system can be supplied as a stand-alone system but may be installed in the same cabinet as the Seatechnik-NFI Fibre Optic Communications and ESD system. A Configuration panel handles connection variations between some terminals. The common functions are handled by the Electric System Selector Module. With the Pyle-National – Dual Miyaki adapter, this system mates with any Miyaki system enabling ships to berth at over 60% of all LNG terminals. The main Fibre Optic Ship Shore Link system (FO-SSL) is used in conjunction with this Electric ESD system (PNC). The system relies on Pyle National Ex’d’ flameproof connectors for connection of the shore cable at the ship-shore interface and, once connected to the ship, at the fixed receptacle at the shore cable reel. The system uses a 37 way Pyle National connector which carries both telecommunications and ESD digital signals. The 37 pin connector is fitted to the end of a cable reel on which the shore end is provided with a second connector provided by NFI. The telephones on the ship are connected to the shore and are not powered from shipboard supplies. There is a 4 way earthing connector fitted from ship-shore as used on some European terminals, but this contravenes current OCIMF and SIGGTO regulations and is not recommended unless insisted upon by the terminal.

The ship-shore links are implemented on the ship as follows:

A 35m umbilical is fitted to enable ship to shore linking. Ship supply is required by some terminals.

4.13.4.1 Electric Communication

The length is increased to 50m to enable LNGC ship-shore transfer.

Description The Ship-Shore Link Control Panel for Emergency Shut Down System (ESDS) & Communications, is supplied for complete compatibility with the Middle Eastern and Atlantic Basin import LNG Terminals. These systems are used in 30% of all LNG terminals as either a main system or as a back-up system. The system handles;

A similar 35m length Earth umbilical is supplied for use in those European terminals which insist on its use.

z z z

4 telephone channels Single ship-shore and Shore-ship ESD volt-free contact signals additional shore-ship ESD signals as required by certain US import terminals

The proposed system is a backup Electric Ship-Shore Link system for Emergency Shut Down System & Communications. This uses Ex’d’ UL – certified (but not JIS ) shipside explosion proof connectors. An additional feature specified by Shell Stasco to ensure safe functioning during emergency breakaway requires all ESD circuits to be protected by intrinsically safe (Ex’ia’) techniques. The telephone circuits which themselves cannot be passed through Ex’ia’ certified barriers are powered from shore and isolated by Ex’ia’ relays on shore which are switched by continuity loops on board.

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1. Configuration of 37-way connector An additional feature, specified by experienced LNGC operators to ensure safe functioning during emergency breakaway, requires all ESD circuits to be protected by intrinsically safe (Ex’ia’) techniques. The standard telephone circuits which cannot be passed through Ex’ia’ certified barriers are powered from shore and isolated by Ex’ia’ relays on shore which are switched by continuity loops on board. The principal certification and protection is however Ex’d’. Telephone circuits are isolated by most shore systems via relay contacts, normally open. The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD circuits and one 4-way Pyle Receptacle whose pins are grounded to the ship’s structure.

2. Control Panel Components 1) Power Supply Module The FO PSU Module is utilised for the electric system. 2) System Configuration Module The various ports specified for this project have variations between ESD circuits and ESD pin outs on the Shipside connector. Some use additional inputs, e.g., loading arm limit trips in some European terminals. Different hotline telephones are also in use, and finally there are differences in pinouts in use on the ship side connector for some telephone circuits. Ship to ship transfer also requires one ship to cross over the ESD ship-shore and shore to ship connections with an otherwise normal configuration. To avoid risk of problems, red LEDs indicate certain configurations selected. These differences are accommodated by a set of six 5-position selector switches. A set of configuration tables will be issued for all ports within the final manuals for which information has been received. 3) System Selector Module A selector switch on the front panel of the module is used to select between the Electric System or Fibre-Optic System. When Electric system is selected, there is no need for Port and Starboard selection as there is only ever one shore cable connected to the ship at any one time. The module indicates to the Fibre-optic system when Electric is selected so the shore input from the system not in use is inhibited. ‘ESD’ Reset, Inhibit and Test push buttons are fitted to the module which function with the system selected. The Selector panel indicates Shore trip healthy and which system is selected. For the Electric system, it indicates if the additional trips in use in the US are selected. The input (shore-ship) circuit state is indicated by green LEDS. 3. IS Panel Behind this panel the IS barriers are located. These are Pepperl & Fuchs , which carry ATEX certification. 4. Pyle National Connector These are in 37-way and 4-way formats (earthing format) and carry Cenelec and KEMA approval. Operation 1. ESD Operation ESD operation is by the opening of a volt free contact on board the ship that trips the ESD relay. 2. Alarm Outputs A common fault alarm is given to the IAS (DCS) together with the FO system alarms if a fault condition exists with the final High Integrity output relay.

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3J LNG AL WOSAIL

1) TEL/IF Unit

Installation

The system comprises:

The modules are installed within the Ship shore Link cabinet.

• Control Enclosure

: usually located in or adjacent to the cargo control room.

• Fibre Optic Cable

; from Control Enclosure to shipside boxes for fibre optic connector.

• Shipside boxes

: port and starboard for 6-way fibre optic connectors to shore System.

1. Cable Entry Cable entry to the cabinet is via a cable entry gland plate with entry seal strip at the bottom of the cabinet. This gland plate can accept cables of up to 50mm dia. 2. Earthing Inside the enclosure is a Safety Earth Bar, Intrinsically Safe Earth Bar. 3. Ship Side Connections The shipside boxes are supplied fitted with Pyle National Connector Receptacles and STRAINSTALL connectors, as well as the NFI Fibre Optic connector. Where earth-bonding connectors are supplied these are fitted within the same enclosure. Shipside boxes are SUS construction and are fitted with gland connections. The receptacles are provided with suitable glands for ship wiring cable typically 32-38mm OD for the 37 core cable and smaller glands for other cables. Connection is by heat shrink solder-less crimp splice connectors (supplied) for the 37-way receptacle and screw connectors for the 4way receptacle. 4. Umbilical cable Pyle-Pyle It is a requirement of some terminals that the ship provide the ship-shore umbilical cable, which is fitted at each end with 37-way Pyle National Plugs and in the case of earth-bonding cables, 4-way 37-way Pyle National Plugs. Abrasion-resistant Heavy-duty EPR-CSP non-armoured sheath is provided. Armouring is not normally supplied to avoid inadvertent earthing. The cables are fitted with strain-relief cable basket weave grips for hauling on board/ashore. 4.13.4.2 Fibre Optic Shipside System Description This specification covers the equipment and operation of the standard Safetylink fibre-optic ship-shore link for communications and emergency shutdown. A Fibre-Optic Ship-Shore Link (FO SSL) comprising 4 channels of multiplexed communications/data, ship-shore and shore-ship Emergency Shutdown (ESD) is in use at 55% of LNG Terminals worldwide and almost all of the Japanese Import terminals. The original Ship-Shore Link system was developed in Japan by Sumitomo and manufactured by Furukawa Electric Ltd, and in 1996, a totally compatible, but significantly improved system was developed by UK partners, Seatechnik-NFI, for the Das Island export terminal. The shipboard system and terminal systems are identical other than the transposition of frequencies of the telecommunications transmit and receive channels and the need for a special fibre-optic cable reel on the shore and selector switches for the shipboard installation between port & starboard.

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• Hotline Telephone

3 voice and 1 data channels, multiplexed Transmission Scheme : Modem 2 wire full duplex voice-band carrier frequency with both side Band (BSB). Multiplex Method : Frequency Division Multiplex modulation. Modulation Scheme : Frequency Shift Method Carrier 2.6 kHz. Frequency Allocation

: Seatechnik CTS-HP3 Iwatsu compatible Hotphone.

• Loop-Back Connector : Check plug for testing system and cabling before ship berths. Available as a passive connector (SUPPLIED FOR THIS PROJECT) and an active loopback test unit which electrically simulates a shore system. The system developed by Seatechnik-NFI in 1995-6 is guaranteed to be totally compatible electrically and mechanically with the shore systems provided by Seatechnik-NFI and it has also formally been proved compatible with the Furukawa Japanese developed system in use in terminals worldwide. A wide range of telephones may be used with the FO SSL, including the Seatechnik CTS-HP3 Iwatsu compatible Hotphone.

Channel 1-Data Channel

Ship-Shore Receive carriers

Ship-Shore Transmit carriers

18 kHz

78 kHz

2-Hot line phone

30 kHz

90 kHz

3-Public phone

42 kHz

102 kHz

4-Internal phone

54 kHz

114 kHz

During normal operation the indicators display the status of each telephone channel received from the ship and shore as follows: Telephone circuit in operation (signal received & detected) Telephone circuit not in operation (no signal is received & detected)

Green indicator Yellow Indicator

1. Control Enclosure The NFI-Seatechnik system is installed in the Electric Equipment Room. • (Standard) Japanese equivalent size ( W500/600mm x D600mm x H1670mm) cabinet. This standard unit is an IP55 steel enclosure with part glazed front door panel.

2) ESDS Module The ESD signal functionality is divided into three operating regions : y

Normal (Healthy) ; This condition exists when the frequency tone emitted from the shore to ship and received by ship from shore is in the region 10 kHz +/- 1kHz.

y

Signal Fault ; This condition exists of no tone is received or if the signal is outside the Normal and ESD conditions. This may occur if the FO connector is removed or a core is broken.

y

ESD (Trip) ; This condition exists when the frequency tone emitted from the shore to ship and received by ship from shore is in region 5 kHz +/- 1kHz.

The internal equipment includes: y y y y y y

4 off full duplex Telephone Interface Module (Tel /IF) 1 full duplex ESD Module – ship-shore and shore-ship Electrical/Optical Interface unit to connect to cabling Port Starboard Selector Module Dual Redundant Power Supply Module Control & Alarm Module

The system is designed for ship or shore use, and complies with IEC-945 for shipboard equipment. The equipment complies with SIGTTO July 1987 recommendations.

For the three ESD operation states, the ESD module produces the appropriate outputs as shown in the table below. Condition

Input

Output

Normal

Close

Close

ESD

Open

Open

Signal Fault

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Open

Part 4 Cargo System


3J LNG AL WOSAIL 3)

Control & Alarm Module Alarm indication via failure-open volt-free contact in case of: y y y y

Optical Cable failure. Power failure to Control panel. Plug Disconnection. System Failure, via diagnostics facilities of modems and via 'Carrier Detect' modules on all incoming channels

4) Power Supply y y y

Input : 100W max at 100-240V AC 50/60Hz Dual Input : (optional) Power supplies are dual fed with autochangeover facility (optional) Power supply 24VDC Indication/Controls Power Supply distribution module with isolation switch, fused/MCCB protection and power on indicator.

5) Port/Starboard Selector Module This 1U rack module carries port and starboard selector pushbuttons. The ESD electrical Rx signals from the FO Connection Box to the ESD Module input are routed via this module and the ESD electrical Tx signals to the FO Connection Box are routed via this module. The module is used to select the shipside connection box in use. If the system is in operation on the Port Connection box, Port is selected and the red Pushbutton is lit. An Abnormal ESD will occur if the Starboard Pushbutton is pressed and vice versa. The Telephone signal selection is via the FO Connection Box. This unit outputs the control voltage (24V DC) to select Starboard. 6)

Regulation Compliance The system is designed for ship and/or shore use. The systems comply with IEC-945 for shipboard equipment, which is more rigorous than IEC 801 for Shore side equipment. The Equipment is CE-Marked following generic testing carried out on prototypes and a build file route to compliance in accordance with UK TSO practice. The equipment complies with SIGTTO July 1987 recommendations as far as the ESD is specified.

The fibre-optic cores are covered with a polyurethane sheath, tape and flexible Galvanised Steel Wire Braid armoured cover. A black fire retardant EPR/CSP sheath of 2.2mm thickness is used. The sheath is marked with type and manufacturer’s name and date.

3. Loop-Back Connector (Check Plug) - optional 1) Ship Side (Fibre-Optic) FO Connection Box The system utilises 2 shipside connector boxes, one port and one starboard. Each box measures 1180mm wide x 550mm high x 350mm deep. The Fibre-Optic shipside connector is found in the middle part of the box. This is a combined box along with connectors used in the Electric side of the system. See drawing PJ763-120-1440-1 for layout and dimensional details. The connector box includes a hinged (vertical) lockable door and is made entirely from 316 stainless steel. The boxes are certified to IP66 (DNV certificate no 3170644). In the event of damage to the Fibre-Optic connector, the tail can be replaced without the need for specialist skills or tools. 2)

Hotline Telephone unit The Seatechnik Hotphone, Model CTS-HP-3, is a desk Flush Mounted phone system for use in all applications demanding an immediate highly reliable communications link for use in a wide range of marine and industrial environments. The dial-less version of the CTS-HP-3 is for use with LNG optic-fibre ship-shore links (OFTSSL) and is fully compatible with the IWATSU TS3. The Seatechnik Hotphone, CTS-HP-3 can be used with either the Seatechnik Safetylink OFT-SSL or the Furukawa equivalent. The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal. The Seatechnik Hotphone consists of the telephone body and handset, an external power supply and an external speaker. The Seatechnik Hotphone supports the following functionality for a maximum of 8 interconnected Hotphones : y

Call : The terminal Hotphone(s) are called by lifting the handset and pressing the call button whilst the caller speaks into the mouth piece. These actions result in the caller being heard at the called phones and a visual indication. A two way conversation can commence when the handset on one of the called phones is lifted.

2. Cable y Two lengths of pre-terminated 6-core armoured fibre optic cable are supplied with a ship system. These are normally 200m in length, and the final length must be specified by the shipyard. Both ends are pre-terminated with ST fibre optic connectors fitted and protected by a hard PVC sheath for connection onto the control panel at the control room end, and into the connector box at the manifold end. The cable is a 6-core flexible optic-fibre type. Each core has a graded index fibre-optic core, with each core of silicon buffer, nylon jacket, reinforced thread and PVC sheath marked with the core number. The cable is constructed with a central 8mm tension core of fibre reinforced polyurethane.

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The External speaker and CALL SIGNAL Pushbuttons function only with the Seatechnik CTSHTP3 / Iwatsu type signalling selected.

Signal : The terminal Hotphone(s) are signalled by lifting the handset and pressing the signal button. These actions result in an audible tremolo sound and a visual indication at the signalled phones. A two way conversation can commence when the handset on one of the signalled phones is lifted. Certain terminals fitted with the electric type Ship shore link, conform to the Private Line type signalling. This means that the called hotline telephone rings when the handset is lifted on the calling telephone and vice versa. The hotline telephone signalling type can be switched externally by the Electric System Configuration Module.

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The loop-back connector is used to carry out local functional test of the system. It allows a full test to be carried out from the electrical telephone and ESD inputs via the cable, up to the shipside combination connector, mounted in the connector box, without the need for the vessel to be alongside a jetty. 4. FO Active Test Connector This is in effect a complete shore system simulator. The Active loop-back connector is used to carry out a full local functional test of the system and supersedes the simple passive loop-back connector. The simple passive loop-back connector can carry out a full test of the ESD circuits by feeding the ESD Normal or ESD Trip signal which is generated by the systems Tx circuit back to the Rx circuits by connection of cores 3-4. The test can be limited on some installations where the Received ESD causes a transmitted ESD. The same test is limited for the Tel-If as the transmit carriers are on different bands from receive carriers. Detection circuitry built into the main system, Tel/if will sense the Tx band carriers. This can indicate problems with the fibre cores but will not prove the telephone circuits themselves. The unit comprises an Ex’d’ explosion-proof box, which includes a 1.2m length of optic cable and a 6-way shore-type connector. The Active Test Unit connector is connected to the FO connector in the ship side box, and the functional tests are carried out. The test unit is fitted with three switches : y

OFF-NORMAL-ESD : Switching to NORMAL position will generate a ESD healthy on the ship system. Setting to ESD will generate an ESD trip.

y

CH1-4 Selector with LED Test : Switches the handset to the required channel, or performs an LED test.

y

ON Hook/ OFF Hook : When OFF Hook is selected, channel selected on above switch will ring. Communication through the handset can be accomplished.

A central window gives access to the circuitry and allows the LEDS to be viewed. y y y y

NORMAL. ESD. SIGNAL FAULT. Rx and Tx NORMAL and ABNORMAL status for the channel selected.

Part 4 Cargo System

3J LNG AL WOSAIL y y


Battery LOW Incoming Ring signalling for the for the channel selected

An intrinsically safe handset allows all 3 telephone channels including hotline to be tested for Tx and Rx signalling and speech paths. The whole unit allows a full pre-berthing test to be carried out from the electrical telephone and ESD inputs via the cable, up to the shipside combination connector, mounted in the connector box, without the need for the vessel to be along side a jetty. The unit is powered using rechargeable Lithium ION batteries and can operate for a minimum of 1 hour. The unit weight is approximately 14 kg with carrying handles for 1 or 2 persons. 5. Approvals The system is designed for ship or shore use, and complies with IEC-945 for shipboard equipment. The equipment complies with SIGTTO July 1987 recommendations. The system is inherently intrinsically safe and has received ABS approval on the first system delivered by Seatechnik-NFI.

6. PABX/Public Telephones Two standard type European telephones for 48VDC operation with off-hook line impedance 600 ohm, on hook line impedance 6000 ohm will be supplied. Line termination shall be by RJ11 standard type socket outlet (USA/International). The telephones may be mounted on the console. They will be connected into the fibre-optic ship-shore link cabinet and switched by internal circuitry within the fibre-optic ship-shore link cabinet. The System Selector Module selects the phone routing by use of the selector switch on the front panel within the SSL cabinet. 4.13.4.4 Pneumatic Systems Two quick-connect male/female umbilical pneumatic connectors are provided at main deck level underneath the manifolds for use with the similar systems used at Ras Laffan and other terminals. These directly trip the loading valves on pressure loss and are sensed by the Yuken ESD system.

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3J LNG AL WOSAIL 4.12.5 Mooring Load Monitoring System Description The terminals at which the ship berths are fitted with MLM/Mooring Tension Monitor systems. These include quick release mooring hooks which have load cells which monitor the mooring line tension accurately.

Cargo Operating Manual 3) Selecting a Jetty To establish communication with the shore-based MLMS and commence a vessel mooring monitoring session, a jetty must be selected from the list of available jetties.

Histogram Colour Coding The histograms change colour according to the status of the hook loads. The colour scheme is:

The analysis of tensions is carried out by a shore-based computer.

Green Red

In each case, the shore system relays data to the shipboard repeater and displays graphically the tensions on a screen in the CCR.

Grey

1. Monitoring Line Monitoring – Vessel Repeater 1) General Shore based Mooring Line Monitoring Systems (MLMS) are present at many cargo ports. Mooring data is provided from the MLMS via an RS232 serial communications port to the Ship-to-Shore Link (SSL). Some jetties provide a direct serial interface SSL cable, others multiplex/demultiplex signals onto a telephone channel of a common carrier. The common carrier may use a cable SSL or Fibre Optic (FO) SSL. This software (MLM – Vessel Repeater) assumes the serial connection is established from the local RS232 connection to the remote serial port at the MLMS, either via a leased line modem and SSL or the jetty’s direct serial interface SSL cable. The MLM – Vessel Repeater accepts mooring data from the MLMS and presents it on the Graphical User Interface (GUI). MLM – Vessel Repeater includes a database of the vessel information, a table of port specifications as per the SIGTTO data CDROM (March 2000) supplied by Seatechnik and a table to store mooring patterns for each jetty. The database is customised for each vessel by HME.

2) Load Histograms The mooring line loads are displayed graphically as histograms. The histograms are grouped by dolphin and are individually labelled.

Navy

Dock Select Window 2. Load Monitoring Graphics

Line tension is acceptable. Line tension is beyond High or Low alarm point Shore side MLMS has flagged illegal data. These loads are also crossed out with red Old data is indicated, after a loss of two data packets, by navy-blue histograms

Numerical Load Display The line tension can be viewed numerically on the pedestal. The readout in a pedestal, below the histograms, can be toggled on and off by left-clicking the pedestal with the mouse.

Note The graphical images contained in this document are indicative only and the Delivered Software Graphics may vary. 1) Load Monitoring The operator interface to the Mooring Line Monitoring System displays the data in a separate window. The figure below shows a typical screen layout. Mooring load monitoring is always active once a jetty has been selected. The load-bar graphs show the current line loads, without further operator intervention.

2) Computer System Hardware Requirements The following hardware is a minimum specification for the Workstation PC.

Histograms with numerical load readout on and off

CPU: 1 GHz Pentium III or Pentium 4 Ram: 256Mb Hard Disk 100Mb (available space) Serial Ports: 2 x RS232 (9 pin) Display: 1024 x 768 Pixels 256 Colour Operating System: NT4, MS-2000 or Windows XP Modem Requirements NEC LSI DATAX 1200 – 2/4 wire leased line modem

MLM Vessel Repeater Window

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3J LNG AL WOSAIL


3) Mooring Patterns A graphical representation of the preferred mooring pattern may be created, saved edited, recalled or deleted for each jetty. Dragging a line from a hook to a fairlead position draws a mooring line. Right-clicking on the fairlead allows a choice of which line to remove. Continue drawing or deleting lines for each active hook until the mooring pattern is completed. Once complete the pattern can be saved for this jetty

Creating and Saving a Mooring Pattern Communications Status Communication between the Shore Data Monitoring System and the Mooring Line monitoring system is via the serial port.

Communication Status The communications status indicator will change from a Red “Not Connected” to a Green “Connected” when a valid data packet is received from the shore-based system. If the connection to shore is lost the status will return to a red “Not Connected”. Data will be marked as bad (grey) or old (navy) depending on the condition of the last packet received.

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Part 4 Cargo System


3J LNG AL WOSAIL Index of LNG Terminals and Emergency Shutdown Systems and Ship-Shore Link Systems fitted Terminal

Country

Name

Import/

ESD-SSL

ESD-SSL

Export

Electric

Fibreoptic

Arun

Indonesia

Export

ITT Cannon

Badak

Indonesia

Export

ITT Cannon

Other

Terminal

MLM

Pneumatic Umbilical

Strainstall / YEWMAC

Pneumatic Umbilical


Earth Bonding

Name

Country

Import/

ESD-SSL

ESD-SSL

Export

Electric

Fibreoptic

Other

MLM

Montoir Downstream

France

Import

Pyle National

Negishi

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical

Strainstall

Pneumatic Umbilical

Bintulu

Malaysia

Export

Miyaki System

Furukawa


Niigata

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical

YEWMAC

Bonny

Nigeria

Export

(Pyle National

Sea Technik / NFI

Marimatech a/s

Ohgishima

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical


Olta

Japan

Import

Furukawa

Pneumatic Umbilical


Pyeongtaek 1

Korea

Import

Miyaki System

Furukawa

Pneumatic Umbilical

Strainstall / Furukawa

Pyeongtaek 2

Korea

Import

Miyaki System

Furukawa

Pneumatic Umbilical

Qalhat

Oman

Export

Pyle National

Sea Technik / NFI

System Aug 2001)

Cartagena

Spain

Import

Pyle National

Chita

Japan

Import

Miyaki System

Furukawa

Pneumatic umbilical


Chita Joint (II)

Japan

Import

Miyaki System

Furukawa

Pneumatic umbilical


Dahej

India

Import

Pyle national

Furukawa

Pneumatic umbilical


Das Island

UAE

Export


Sea Technik / NFI

Marimatech a/s via FO Channel 1

Futtsu

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical


Hatsukaichi

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical


HigashiOhgishima

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical


Himeji

Japan

Incheon 1

Korea

Import

Import

Furukawa

Miyaki System

Pneumatic Umbilical

Furukawa


Marimatech a/s Data via radio provided by terminal

Ras Laffan 1

Qatar

Export

Miyaki System

Furukawa


Ras Laffan 2

Qatar

Export

Miyaki System

Furukawa


Senboku 1

Japan

Import

ITT Cannon

Furukawa

Pneumatic Umbilical


Senboku 2

Japan

Import

ITT Cannon

Furukawa

Pneumatic Umbilical


Sendai

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical


Shimizu

Japan

Import

Miyaki System

Furukawa

Pneumatic Umbilical


Sodegaura

Japan

Import

Furukawa

Pneumatic Umbilical


Yanai

Japan

Import

Furukawa

Pneumatic Umbilical


Strainstall on Inchon 1 by direct Plug

Incheon 2

Korea

Import

Miyaki System

Marimatech a/s via Radio link on Inchon 2

Kagoshima

Japan

Import

Furukawa

Pneumatic


Umbilical Earth Bonding

Kawagoe

Japan

Import

Miyaki System

Lake Charles

USA

Import

Pyle national

Lumut

Brunei

Export

Montoir Upstream

France

Import

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1 Draft / 2004. 10. 29

Furukawa

Furukawa

Pneumatic Umbilical



Pyle National

4 - 77

Part 4 Cargo System

3J LNG AL WOSAIL


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Part 4 Cargo System


3J LNG AL WOSAIL Illustration 4.13.1a Cargo Tank Relief Valves

Illustration 4.13.2b Insulation IBS & IS Relief Valves

Specification No. of sets: Type: Set pressure: Closing pressure: Required capacity: Relieving capacity:

Specification No. of sets: Type: Set pressure: Closing pressure: Required capacity: Relieving capacity:

8 Pilot Operated 25 kPaG 22 kPaG 22,000 Nm3/h 28,260 Nm3/h

Test gag

16 Pilot Operated 3 kPaG (For IBS), 3.5 kPaG (For IS) 1.8 kPaG (For IBS), 2.1 kPaG (For IS) 228 Nm3/h (For IBS), 228 Nm3/h (For IS) 420 Nm3/h (For IBS), 481 Nm3/h (For IS)

Test gag Adjust screw

Exhaust tube

Adjust screw

Pilot Valve Vent Tube Diaphragm

Diaphragm

Check plate

Check plate Pilot Valve

For test Connection RC 1/2

For test Connection RC 1/2

For manual lifting device connection Rc1/2

Diaphragm retainer Diaphragm

For manual lifting device connection Rc1/2

Exhaust Tube Diaphragm retainer Set plate

Supply Pipe

Supply pipe

Nozzle Nozzle

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Part 4 Cargo System


3J LNG AL WOSAIL 4.13 Relief Systems

4.13.2 IBS & IS Relief Valves

4.14.3 Pipe Relief Valves

(See Illustration 4.13.2a & 4.13.2b) General Description Each cargo tank is fitted with two pressure/vacuum relief valves as required by the IGC code. The IBS and IS are each protected by two pressure relief valves per cargo tank. The valves are manufactured by Fukui Seisakusho Co., Ltd. and are designed specifically to work on marine based LNG systems.

4.13.1 Cargo Tank Relief Valves (See Illustration 4.13.1a & 4.13.1b) Specification Manufacturer: Design Type: Type & Size: Number of sets: Number per tank: Setting Value Set Pressure: Reseating Press: Required Capacity: Relieving Capacity: Relieving Pressure: Vacuum Relieving:

Fukui Seisakusho Co., Ltd. Pilot Operated PSL-MD13-131-LS1(B), 10”x12” 8 2

25 kPaG 22 kPaG 22,000 Nm3/h 28,260 Nm3/h 0.1313 MPaA -1.0 kPaG

The cargo relief valves are set up initially by the manufacturers for the requirements on the ship. If overhaul of the valves by ship’s staff is carried out, the valves must be checked and reset to the original settings (See manufacturer’s instructions for details). It is extremely important that the vent mast is checked on a regular basis and drained of any accumulation of water. This is to ensure that the relief valves operate at their correct settings, which would otherwise be altered if water were to accumulate in the vent mast and flow into the valve assembly.

st

Fukui Seisakusho Co., Ltd. Pilot Operated PSL-MD12-131-S1(B), 2” X 3” 16 Inter Barrier Space: 8 Insulation Space: 8

Setting Value Set Pressure: Reseating Press: Required Capacity: Relieving Capacity: Relieving Pressure:

3 kPaG (I.B.S), 3.5 kPaG (I.S) 1.8 kPaG (I.B.S), 2.1 kPaG (I.S) 228 Nm3/h (I.B.S), 228 Nm3/h (I.S) 420 Nm3/h (I.B.S), 481 Nm3/h (I.S) 0.1049 MPaA (I.B.S) 0.1055 MPaA (I.S) -80 kPaG

Vacuum Relieving:

The IBS and IS are protected by 4 relief valves per cargo tank.

The cargo tank relief valves are fitted at the vapour domes of each tank and vent to their associated vent mast riser. A cargo tank pressure sensing line relays the pressure directly to the pilot operating valve. In this manner, accurate operation at the low pressures prevailing inside the tank is assured.

1 Draft / 2004. 10. 29

Specification Manufacturer: Design Type: Type & Size: Number of units: Number per tank:

A gas detection line is lead out from below the valves, (one point for the I.B.S and one point for the I.S per cargo tank) to the gas monitoring system, to give a constant indication of the atmosphere inside the I.B.S and I.S.

Each section of the cargo pipe work, except the vapour line that can be isolated by two valves, has an overpressure relief valve fitted. The cargo manifold relief lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines are led to No.3 & 4 vapour domes. No.1 & 2 cargo tank relief lines are led to No.1 & 2 vapour domes. Specification Manufacturer: Design Type: Type & Number of units: Type & Number of units :

Fukui Seisakusho Co., Ltd. Conventional REC131-S1(E), 19EA REC131-S1(N), 16EA

Setting Value (Except CN516 on N2 Pressure Header) Set Pressure: 1.0 MPaG Reseating Press: 0.9 MPaG Relieving pressure: 1.2013 MPaA Setting Value of CN516 Set Pressure: Reseating Press: Relieving pressure:

0.06 MPaG 0.054 MPaG 0.1673 MPaA

The I.B.S relief valve vapour outlet is led to a separate vent line, which runs up alongside the associated vent mast. This is to prevent any counter pressure or back flow from the main vent mast should the cargo tank relief valves lift, or from the nitrogen snuffing system. It is extremely important that the vent line is checked on a regular basis and drained of any accumulation of water. This is to ensure that the relief valves operate at their correct settings, which would otherwise be altered if water were to accumulate in the vent mast and flow into the valve assembly. The I.S relief valves vent directly to deck, via a downward facing tail pipe. It is not necessary for these to be led to a vent mast as the likelihood of LNG vapour in the insulation space is very remote. The I.B.S and I.S valves are set up initially by the manufacturer for the requirements on the ship. If overhaul of the valves by ship’s staff is carried out, the valves must be checked and reset to the original settings (See manufacturer’s instructions for details).

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Part 4 Cargo System


3J LNG AL WOSAIL

Illustration 4.13.2b Cargo Tank Relief Valves (REC131-S1(N))

Illustration 4.13.2a Cargo Tank Relief Valves (REC131-S1(E)) Test gag

Test gag

Plug

Plug

Lifting fork Cap Lock nut

lock nut Shaft Adj. screw lock nut

Cap nut

Cap

Adj. screw lock nut

Adjusting screw Spring

Adjusting screw

S

S

Spindle

Lever

Spindle

Lever

Spring

Stud bolt & nut

Stud bolt & nut

Guide Guide

Disc

Disc

Adj. ring

Adj. ring

S

S Plug

Plug Adj. lock bolt

Adj. lock bolt

Nozzle

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1 Draft / 2004. 10. 29

Nozzle

4 - 81

Part 4 Cargo System

3J LNG AL WOSAIL


Part 5 : Cargo Auxiliary and Ballast System 5.1 Temperature Monitoring System ....................................................... 5 - 3 5.2 Insulation Space Nitrogen Control System........................................ 5 - 6 5.3 Cofferdam Glycol Heating System .................................................. 5 - 10 5.3.1 Glycol Water Heater.............................................................. 5 - 10 5.3.2 Cofferdam Glycol Heating System ....................................... 5 - 12 5.3.3 Hull Ventilation..................................................................... 5 - 14 5.4 Cargo Machinery FW Cooling System ............................................ 5 - 16 5.5 Ballast System ................................................................................. 5 - 18 5.6 Fire Fighting System........................................................................ 5 - 20 5.6.1 Fire and Deck Wash System ................................................. 5 - 20 5.6.2 Water Spray System .............................................................. 5 - 22 5.6.3 Dry Powder System .............................................................. 5 - 26 5.6.4 CO2 System........................................................................... 5 - 30 5.6.5 Fire Detection System........................................................... 5 - 32

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1 Draft / 2004. 10. 29

Part 5 Cargo Auxiliary and Ballast System


3J LNG AL WOSAIL

Illustration 5.1a Temperature Monitoring System (Secondary Barrier, Trunk Deck and Duct keel)

STARBOARD

TE 6A

PORT

TE 6B

TE 5B

TIAL CTn01

STARBOARD

TE 5A

PORT TIAL CTn07

TE 21

TIAL CTn08

TE 20

AFT Bulkhead

AFT Bulkhead TIAL CTn02

TIAL CTn16

TE 7A

TE 7B

TE 8A

TE 8B

TE 4B

TIAL CTn06 TIAL CTn19

TE TE 10A 10B

Key

TE 1A

TE 1B

TE 2A

TE 2B

TIAL CTn03

TIAL CTn18

TIAL CTn17

TE 4A

Duct Keel TE 9A

TE 9B

TE 3B

TE 3A

TIAL CTn04

TIAL CTn05

TIAL CTn19

TE 19

TIAL CTn10

TE 18

TIAL CTn09

TE 17

Key

- Temperature sensors in primary space : TE 1A, TE 1B (1 Ffor service and 1 for spare)

- Temperature sensors on double hull (3 in duct keel, 2 in trunk deck) : TE 17, TE 18, TE 19, TE 20, TE 21

- Temperature sensors on secondary barrier (7 for service 7 for spare) : TE 2A, TE 2B, TE 3A, TE 3B, TE 4A, TE 4B, TE 5A, TE 5B, TE 6A, TE 6B, TE 7A, TE 7B, TE 8A, TE 8B - Temperature in primary barrier : TE 9A, TE 9B, TE 10A, TE 10B (1 for service and 1 for spare)

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5-1



3J LNG AL WOSAIL Illustration 5.1b Temperature Monitoring System (Cofferdam)

STARBOARD

PORT

PORT

STARBOARD

AFT Bulkhead TE 10

TIAL CH405

FWD Bulkhead TTAL CH106

TIAL CH107

TE 7

TE 15

TIAL CH206

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1 Draft / 2004. 10. 29

TE 9

TIAL CH305 TIAL CH406

TTAL CH101

TIAL CH204

TIAL CH201

TIAL CH304

TIAL CH301

TIAL CH404

TIAL CH401

TE 8

TIAL CH103

TIAL CH205

TIAL CH108

TIAL CH102

TE 12

TE 13

TIAL CH202

TIAL CH408

TE 11


TIAL CH306

TIAL CH303

TIAL CH407

TIAL CH403

TE 14


TIAL CH105

TE 16

Key

Key

Temperature sensors in cofferdam - TE 7, TE 8, TE 9 (TE10, TE11 Tank 4 Only)

Temperature sensors in cofferdam - TE 12, TE 13, TE 14 (TE 15, TE 16 Tank 1 Only)

5-2


3J LNG AL WOSAIL


Part 5 : Cargo Auxiliary and Ballast System 5.1 Temperature Monitoring System 1. General Description (See Illustration 5.1a, 5.1b) Monitoring equipment is provided in the CCR for the secondary insulation barrier and inner hull temperatures, to give warning in case of failure of insulation or leakage of the primary insulation barrier. Each sensor is of the PT100 resistance type. The sensors are installed in the secondary insulation barriers and alongside the inner hull associated with each cargo tank. The temperature range of each sensor is: -200 °C to +100 °C. The secondary insulation barrier thermocouples (sensors) are installed at 14 points around the space as shown, all 14 of them in pairs. For the inner hull temperature measurement there are 11 sensors in each tank. Three(3) is located along the bottom of the tank in the pipe duct and two(2) sensors is located in the trunk deck. In the cofferdam spaces there are 3 temperature sensors on each of the forward and aft bulkheads. In the No.1 cofferdam space there is 2 temperature sensors added on forward bulkhead. In the No.4 cofferdam space there is 2 temperature sensors added on aft bulkhead. The temperature measurements are indicated, for each sensor in service, in the CCR via the IAS. Recording of these temperatures is also available via the IAS. The thermocouples for the secondary insulation barrier sensors’ alarm points are set at -120 °C. The thermocouples for the inner hull sensors’ alarm points are set at 0°C. Trend curves from the received data can be plotted via the IAS in the CCR.

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5-3


3J LNG AL WOSAIL


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5-4



3J LNG AL WOSAIL Illustration 5.2a Insulation Space Nitrogen Control System

I.B.S. and I.S. Piping Arrangement on Liquid Dome

I.B.S. and I.S. Piping Arrangement on Gas Line F

To N2 Vent Mast

To N2 Vent Mast

To Gas Detector To Gas Detector

To Gas Detector

I

ABCDEF = N2 distribution of nitrogen at I.B.S. bottom and stripping JL of the leaked cargo in I.B.S. (Bottom AFT part) = Portable liquid level measuring (Bubbling type) and portable gas sampling for I.B.S. (Low point)

K

H

= N2 distribution at I.B.S. top and portable gas sampling (High point)

I

= Safety valve connection for I.B.S.

V

= N2 distribution in I.S. (Bottom through cofferdam AFT) with portable liquid level gauge (Bubbling type) & manual sounding (AFT) and portable gas sampling for I.S. (Low Point-AFT)

W

= Portable liquid level gauge (Bubbling type) & manual sounding (FWD) and portable gas sampling for I.S. (Low Point-FWD)

K

= Safety valve connection for I.S.

M

= I.S. safety valve pilot portable gas sampling for I.S. (High Point)

I.B.S.

= Interbarrier space

A

= Insulation space

N

= I.B.S. safety valve pilot

FWD IS W Bilge Well (C)

M

LDC

= Pressure sensor connection to controller and indicator for I.B.S.

S

= Exhaust, safety vent, and gas detection and portable gas sampling for I.S.

T

= Pressure sensor connection to controller and indicator for I.S.

I.B.S.


I.S.

= Insulation space

T

L.O

CN438

R

S

R

CN506

VF

CN509

CN901

Manifold (PORT FWD)

LDC

= N2 exhaust, safety vent, and gas detection and portable gas sampling for I.B.S.

L

V

Manifold (PORT AFT)

M

D

Q

Q

In Tank

CN503

LDC

IBS

(Near Deck Store)

M

IS

FM007 CN902

CN552

CN516 Sett. 60kPa

Key

Insulation Space Pressurization Header

CN551

From N2 Buffer Tank in Engine Room

LDC

Cofferdam

PI

CN511 CN512 CN510

FM008 CN513 VF

CN514CN515

M

C

J

AFT IS Bilge Well (C)

I.S.

Cargo Machinery Room Shaft Sealing Oil Demister

B

E F

G

IS

Motor Room Bulkhead Sealing

H

M

CN501

G

N2 Main Line PI

Purging & Sealing Header

Insulation Space

st

CN135

G

L J F EDCB A N

No.3 Tank

CN111

CN105 CN110 CN109

CN157

CN156

IS IBS

Q

CN202

R

PI

CN114

PT

CN106 CN112 CN113

OP1

CN153

CN152

CN151

CN133

CN108 CN118 CN119

CN121

To Gas Detector

CN131 CN130

CN122

CN214

PI

CN206 CN212 CN213

CN253

PT

PI

To Spray Line

No.2 Tank

5-5

CN252 OP1

CN132

FM501 CN120 OF

To Spray Line

GAS LINE

To Gas Detector CN226

CS105

CN302

CN155 CN137

H

S

T

CN136

R I

CN251

CN233

CN208 CN218 CN219

To Gas Detector

CN221

CN231 CN230

CN222

PI

CS205

PI

CN314

PT

CN306 CN312 CN313

CN353

CN352

CN351

OP1

CN232

FWD To Gas B/W Detector

IS

LIQUID DOME


CN145

CN127

CN146

CN107 CN116 CN115

CN117

CN211

Q

AFT B/W


M

CN166

L J F EDCBA N

PI

CN104

I

PT

V

GAS LINE

CN236

OP1

PI

S

T

CN128

IBS


R

G

CN103

K

IS

LIQUID DOME

H


M

IS IBS

AFT B/W

CN205 CN210 CN209

CN257

CN256

CN255

PI

V

FM502 CN220 OF

To Spray Line

CN245

CN227

CN246

K

PT

CN237

Q

CN366

CN333

CN308 CN318 CN319

CN321

CN331 CN330

CN422

PI

FM503 CN320 OF

CN402

CN332

CS305

To Gas Detector

N2 Purge Exhaust for Fuel Gas Line

PI

CN414

PT

CN406 CN412 CN413

CN453

CN452

CN451

OP1

CN426

OP1

PI

IBS

IS IBS

GAS LINE

CN336

CN207 CN216 CN215

CN217

Manifold (STBD FWD)

CN502

CN504 Manifold (STBD AFT)

CN311

CN305 CN310 CN309

CN357

CN355

CN356

T

CN228

CN266

L J F EDCBA N

S

CN203

CN101

CN204

G


To Gas Detector

No.4 Tank

1 Draft / 2004. 10. 29

PI

CN337

I H

CN466

To Spray Line

FM504 CN420 OF

CS405

CN433

CN408 CN418 CN419

CN431 CN430 CN421

CN422

PI

PT

CN304

R


IS

LIQUID DOME

CN436

To Gas Detector

CN432

CN345

CN437

AFT B/W

To Gas Detector

CN404

L J F EDCBA N

OP1

CN201

M

CN441

Q I

CN328

V

GAS LINE

IS IBS

IBS

FWD B/W

CN327

CN346

CN307 CN316 CN315

CN317

K

IS

LIQUID DOME

G

CN303

PI

S

T

H

CN425

M

V

AFT B/W

To Gas Detector

CN411

CN405 CN410 CN409

PI

CN301

IBS

K

PT

CN457

PI

CN456

OP1

CN455

CN428

CN445

CN427

CN446

CN407 CN416 CN415

CN417

CN401

CN403

CN235

CN505

CN335

CN435

Gas Sampling Line

CN126 To Gas Detector

CN102

No.1 Tank


3J LNG AL WOSAIL 5.2 Insulation Space Nitrogen Control System (See Illustration 5.2a) General Nitrogen is produced by nitrogen generators and stored in a pressurised buffer tank in the E/R. It is supplied to the cargo side pressurisation headers through make-up regulating valves. It is also used for purging gas in the fuel gas line in the E/R. From the headers, branches are led to the insulated spaces of each tank. Excess nitrogen is vented through exhaust pressure control valves of each tank vent mast from the I.B.S and I.S. Both I.B.S and I.S of each cargo tank are provided with pressure relief valves which open at a pressure, sensed in each space, of 3.0 kPa for the I.B.S and 3.5 kPa for I.S. In normal operation, the inter-barrier space and insulation space shall be purged with nitrogen in relation with atmospheric pressure variation and cooling or warming of the spaces during loading or unloading. The inter-barrier space should be continuously purged with nitrogen if gas is detected through a microleakage of the membrane. If a gas detector shows a gas concentration above 30% of volume in one (1) inter-barrier space through a micro-leakage of the welded parts of a membrane, this gas concentration should be reduced by continuous nitrogen purging using the by-pass to the pressure control valve on the nitrogen supply line of this space in accordance with the recommendation from GTT. The nitrogen is provided as a dry and inert medium for the following purposes: y To prevent formation of a flammable mixture in the event of an LNG leak. y To permit easy detection of an LNG leak through a barrier. y To prevent corrosion. 1. Insulated Spaces There are two (2) different spaces located between the primary barrier and the inner hull. - The inter barrier space (I.B.S) between the primary and secondary barrier. - The insulation space (I.S) between the secondary barrier and the inner hull. These two (2) spaces shall be maintained under a dry and inert atmosphere using nitrogen gas. The pressure in these spaces shall be regulated at a pressure slightly above atmospheric pressure in order to prevent any air ingress. For the inter barrier space (I.B.S) the pressure shall be maintained between 0.5 kPa and 1.0 kPa above atmospheric pressure.

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1 Draft / 2004. 10. 29

Cargo Operating Manual For the insulation space (I.S) the pressure shall be maintained between 1.0 kPa and 1.5 kPa above atmospheric pressure. The barrier space header control valve CN511 reacts to the demand on the system and maintains the header pressure at 0.5 MPa. A flowmeter upstream of CN511 gives an indication on the IAS of the current demand on the nitrogen system. High/Low and differential pressure alarms are fitted to the pressure control systems for each primary and secondary insulation space. 2. Insulated Space Pressure Control 1) Nitrogen Supply System Two (2) make-up control valves for each tank, one (1) for each inter barrier and insulation space, shall automatically maintain a minimum pressure for each space. A by-pass valve shall be provided to each make-up valve. The control valves shall be designed for the normal make-up flow rate to the inter barrier and insulation spaces as well as for the make-up flow rate required for cargo tank loading and cooling down operation. Audible and visual alarms which are duplicated in the wheel house and the IAS and are activated in case of insufficient pressure in the pressurized insulated spaces, shall be provided

4. Barrier Space Pressure Control IAS controls N2 header pressure, IBS (Inter Barrier Space) N2 pressure and IS (Insulation Space) N2 pressure by PID controllers (Fig 1 – Barrier Space Pressurisation Control). 1) N2 header pressure control The IAS controls N2 header press via a PID controller. 2) IBS (Inter Barrier Space) N2 press control The IAS controls each cargo tank IBS N2 pressure via two PID controllers; one is for the IBS N2 supply valve control, and the other is for the IBS N2 exhaust valve control. The two PID controllers use the same PV (cargo tank inter barrier space N2 pressure), but the PID controllers are separate from each other. 3) IS / IBS N2 differential pressure control The IAS controls each cargo tank IS/IBS N2 pressure via two PID controllers; one is for the IBS N2 supply valve control, and the other is for the IBS N2 exhaust valve control. Two PID controllers use the same PV (cargo tank inter-barrier space N2 pressure), but the PID controllers are separate from each other. 4) IS/IBS N2 differential pressure monitoring The IAS calculates each cargo tank IS/IBS N2 differential pressure by comparing the IS N2 pressure and IBS N2 pressure.

2) Venting system The venting system shall be consist of two (2) vent control valves for each cargo tank, one (1) for each inter barrier and insulation space and a by-pass valve shall be arranged for each space. Valve operation shall be indicated in the IAS. Each vent control valve shall be dimensioned to handle the maximum nitrogen flow rate. 3. Nitrogen Barrier Space Header and I.B.S / I.S Alarms y I.B.S pressure (High press. alarm: 2.5 kPa, Low press. alarm: 0.3 kPa) y I.S pressure (High press. alarm: 1.3 kPa, Low press. alarm: 0.2 kPa) y Differential pressure between I.B.S and I.S. (Very low press. alarm: 0.0 kPa) y Nitrogen main line pressure (High press. alarm: 0.5 MPa, Low press. alarm: 0.1 MPa) The compartment for the cargo tank liquid dome shall be maintained inerted. The O2 content shall not exceed 5 % by volume. Nitrogen shall be used for inerting; O2 content and CH4 concentration shall be checked at regular intervals.

5-6



3J LNG AL WOSAIL Fig. 1 Barrier Space N2 Pressurisation Control

IAS PV

PV

PV

IBS N2 SUPPLY CONTROL

N2 HEADER CONTROL

SP (SPHILM:1.15)

PID

IBS N2 EXHAUST CONTROL

SP (SPHILM:1.15)

PID [REVERSE]

[REVERSE]

IS N2 SUPPLY CONTROL

SP (SPHILM:0.8)

PID

PID

[DIRECT]

PV

PV

IS N2 EXHAUST CONTROL

SP (SPHILM:0.8)

[REVERSE]

PID [DIRECT]

IS/IBS DIFF. PRESS

HIGH/LOW LIMIT

HIGH/LOW LIMIT

HIGH/LOW LIMIT

HIGH/LOW LIMIT

CTn52 x-y x

n = 1~4

PT

PT

IS SUPP. V/V

LIQUID DOME

IBS IS

IBS SUPP. V/V

N2 SUPP. LINE

GAS LINE

IS/IBS DPT DIFF. PRESS

IBS EXH. V/V

PT

PT

IBS IS

y

IS EXH. V/V

N2 HEADER

TO OTHER CARGO TANK N2 BUFFER TANK

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1 Draft / 2004. 10. 29

N2 EXH. LINE

TO VENT MAST

5-7


3J LNG AL WOSAIL


Blank Page

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5-8



3J LNG AL WOSAIL Illustration 5.3.1a Glycol Water Heater

To be Located in Safe Area Flame Screen

Top of Electric Motor Room Key Main Line Stand-by Line Air Line F.W Line

GH612F

GH609F GH608F

GH611F

GH606F

N-1

GH610F

No. 1 Glycol Water Circulating Pump (30 m3/h x 30 MWC)

Sett. 0.6 MPa

N-6

GH701F GH602F

N-2

No.1 Glycol Water Heater

Air Separator GH601F

GH604F

GH613F

Condensate

GH615F

Pneumatic Pump (2 m3/h x 10 MTH)

GH633F

From Comp. Air

GH636F

GH632F

GH635F

Steam Inlet

Glycol Water Expansion Tank (1 m3)

Glycol Reservoir (4.5 m3)

GH634F

AR551F

GH626F

No. 2 Glycol Water Circulating Pump (30 m3/h x 30 MWC)

N-1

No.2 Glycol Water Heater N-6

N-2

Sight Glass

GH622F

Sett. 0.6 MPa GH639F

GH625F GH624F

GH627F

Steam Inlet

GH614F

From Fresh Water

GH628F

GH637F

Mixing Tank (0.2 m3, 750L)

GH616F

GH631F

WG542F

GH702F GH618F

Air Separator GH617F

GH620F

Condensate

GH638F L.O

[Electric Motor Room] R1

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1 Draft / 2004. 10. 29

R2

A2

5-9

A1


3J LNG AL WOSAIL 5.3 Cofferdam Glycol Heating System 5.3.1 Glycol Water Heater

Cargo Operating Manual 4) Ensure the outlet valve GH632F is closed, then transfer the 200 litres of glycol water into the glycol water expansion tank using the pneumatic transfer pump.

(See Illustration 5.3.1a) The glycol water heating system is located in the electric motor room. The system heats glycol water which is pumped around the cofferdam system to maintain the temperature inside those spaces, when loaded, at approximately +5°C. The main and stand-by heating coils are served by main and stand-by steam heaters. The system comprises: y y y y y y

2 x glycol water centrifugal circulating pumps rated at 30m3/h x 30 MTH. 2 x steam heaters rated at 223,476kcal/h with high and low steam demand regulating valves. 1 glycol expansion tank of 1000 litre. 1 glycol reserve tank of 4500 litre. 1 glycol mixing tank of 200 litre. 1 pneumatic operated expansion tank topping up pump rated at 2.0m3/h x 10 MTH.

There are two (2) steam heaters to heat the glycol water with service steam at 0.8 MPa. The steam flow is controlled by manipulating the steam flow control valve in accordance with the measured outlet temperature. Also, the inlet temperature to the cofferdam and liquid dome is controlled by manipulating a 3-way temperature control valve. 1. Filling Procedure The capacity of the system is 6.42 m3 of 45% by volume glycol water mixture. An initial fill of the glycol reservoir is sufficient for the whole system. If glycol is supplied already mixed then steps 2) and 3) can be omitted. If stronger glycol or neat glycol is supplied, follow steps 2) and 3) to correctly mix 45% glycol water. 1) With valve GH636F closed, fill the glycol reservoir from drums using a pneumatic portable pump.

2. Topping up Procedure If the level falls in the glycol water expansion tank, it must be replenished by 45% glycol water mixture.

5) Repeat until the glycol water expansion tank is full and repeat steps 1) ~ 4) whenever the glycol water expansion tank level falls low.

1) Ensure that valves GH634F and GH637F at the mixing tank are closed.

6) Open all the test valves/vents in the starboard passageway to both main and stand-by cofferdam heating systems.

2) Calculate the proportion of strong glycol required which, with water added, produces 200 litres of 45% glycol.

7) Close valves GH617F, GH628F to the stand-by coils and fill the main system via valves GH601F and GH612F until glycol water just starts to issue from the test valves. The No.1 glycol water circulating pump or No.2 glycol water circulating pump can be used. Close each test valve in turn.

3) Open valve GH636F and run down strong glycol to this level as observed on the gauge glass. Close this valve and add water to the 200 litre mark by opening valve WG542F.

8) Check that glycol water is flowing at the flow sight glasses in each branch to the cofferdams. Force a flow through any stagnant branches by closing off return valves to the other branches as necessary. 9) Open the vent valves on No.1 and 2 glycol water heaters to vent air from the system. Continue until no more air is vented.

4) Ensure the outlet valve GH632F is closed, than transfer the 200 litres of glycol water into the glycol water expansion tank using the pneumatic transfer pump. 5) Repeat until the glycol water expansion tank is full and repeat steps 1) ~ 4) whenever the glycol water expansion tank level falls low. 6) Open the vent valves on No.1 and 2 glycol water heaters to vent air from the system.

10) Close valves GH601F, GH612F to the main coils and fill the stand-by system via GH617F and GH628F until glycol water just starts to issue from the test valves. No.1 or 2 glycol water circulating pump can be used. Close each test valve in turn. 11) Check that glycol water is flowing at the flow sight glasses in each branch to the cofferdams. Force a flow through any stagnant branches by closing off return valves to the other branches as necessary. 12) Open the vent valves on No.1 and 2 glycol water heaters to vent air from the system. Continue until no more air is vented. 13) Set the system ready for operation by closing stand-by valves GH617F and GH628F and opening the main valves GH601F and GH612F. 14) Set No.1 glycol water circulating pump to stand-by.

2) Ensure that the valves GH633F, GH634F and GH637F at the mixing tank are closed. 3) Calculate the proportion of strong glycol required which, with water added, produces 200 litres of 45% glycol. Open valve GH636F and run down strong glycol to this level as observed on the gauge glass. Close this valve and add water to the 200 litre mark by opening valve WG542F.

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1 Draft / 2004. 10. 29

5 - 10



3J LNG AL WOSAIL Illustration 5.3.2a Cofferdam Glycol Heating System

No.4 Cofferdam

No.5 Cofferdam

No.2 Cofferdam

No.3 Cofferdam

No.1 Cofferdam Drain 1/2" Low Point

No.4 Cargo

No.3 Cargo

No.2 Cargo

No.1 Cargo

Tank

Tank

Tank

Tank

PF 1/2" Temp. Boss

GH520F

GH517F GH515F

GH518F

GH516F

GH521F

GH533F

GH531F

GH512F

GH514F

GH704F

GH703F

GH513F

GH509F

GH529F

GH528F

GH530F

GH525F

GH705F GH523F

GH541F

GH542F

GH537F

GH540F

Angle Valve with Blind Flange GH510F

GH527F GH706F

GH539F

GH526F

GH511F

GH524F

GH532F

GH534F

GH543F

GH545F

GH538F

GH708F

GH707F

GH544F

GH546F

GH557F

GH555F GH553F

GH552F

GH554F

GH710F

GH709F

GH536F

GH551F

GH549F

GH547F

GH565F

GH564F

GH566F

GH712F

GH563F

GH550F

GH535F

GH548F

GH556F

GH558F

GH567F

GH569F

GH562F

GH561F

GH559F

GH711F

GH560F

GH568F

GH570F

PF 3/8" Press. Boss

No.1 Supply (Main) No.2 Supply (Stand-by) No.2 Return (Stand-by)

GH501F

GH506F

GH502F GH505F

GH503F

Air Eliminator

GH504F GH507F

Expansion Loop as Necessary

GH508F

No.1 Return (Main)

A1 A2 R2 R1

Electric Motor Room See Illustration 5.3.1a

Key Main Line Stand-by Line

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1 Draft / 2004. 10. 29

5 - 11


3J LNG AL WOSAIL 5.3.2 Cofferdam Glycol Heating System

Cargo Operating Manual 1. Control of the Heating Coils

3. Dynamic Auto Balancing Valve

There are five (5) temperature controllers in the IAS to manipulate the 3-way type pneumatic control valves in accordance with the measured temperature at the cofferdam and liquid dome. Each controller has main and stand-by temperature control valves.

Operation The Dynamic Auto Balancing Valve is supplied for a specific GPM flow rate and is equipped with a spring loaded piston to maintain that flow rate.

(See Illustration 5.3.2a) Description The purpose of this system is to ensure that the cofferdam temperature is kept at all times at 5°C or above, when the cargo tanks are in a cold condition. Each cofferdam can be heated by two independent systems; one in service, with the other on stand-by. The maximum heating condition is determined by the following extreme operating conditions: y y y

LNG against the secondary barrier : -163 °C External air temperature : -18 °C with 5 Knots winds Sea water temperature : 0 °C

The requirements for the individual cofferdams are as follows: z z z z z

No.1 Cofferdam 48,604 kcal/h with a heating coil length of 360 m No.2 Cofferdam 49,070 kcal/h with a heating coil length of 363 m No.3 Cofferdam 58,140 kcal/h with a heating coil length of 430 m No.4 Cofferdam 58,140 kcal/h with a heating coil length of 430 m No.5 Cofferdam 9,513 kcal/h with a heating coil length of 71 m

Any failure of the cofferdam heating system with cargo on board must be treated as serious and repairs must be effected immediately.

The purpose of this system is to ensure that the cofferdam temperature is kept at all times at 5 °C or above, when the cargo tanks are in a cold condition. Each cofferdam can be heated by two independent systems; one in service, with the other on stand-by. The five (5) PID controllers are provided to ensure that the cofferdam temperature is kept constant. According to the measured temperature, each PID controller manipulates either the main or stand-by 3-way control valve, depending on which coil is in service. The main or stand-by service selection is done from the schematic display or point detail display in the IAS.

Illustration 5.3.2b Dynamic Auto Balancing Valve

71

96

2. Steam Heater Outlet Temperature Control The IAS provides one (1) controller to control the heater outlet at the required temperature. The controller is used to control the heater outlet temperature by manipulating two (2) steam flow control valves. If the glycol temperature from the heater outlet increases to 90 °C, the IAS fully closes the large and small steam flow control valves automatically and generates an abnormal alarm.

173 290 218

Any accumulation of water in the cofferdam areas can be pumped out using the bilge eductor located in the engine room. Special valves (Auto Balancing Valve, see Illustration 5.3.2b) combined with ball valve and flow regulator function shall be provided on each inlet line of the cofferdams as follows: z

Cofferdams : - No.1 Cofferdam : GH703F, GH704F - No.2 Cofferdam : GH705F, GH706F - No.3 Cofferdam : GH707F, GH708F - No.4 Cofferdam : GH709F, GH710F - No.5 Cofferdam : GH711F, GH712F

The above valves shall be set based on the most severe condition in the winter season and LNG on the primary barrier. Note In an emergency case with LNG on secondary barrier, the flow cartridge with spring should be removed from the dynamic auto balancing valve body to increase the flow rate of glycol water to the maximum.

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1 Draft / 2004. 10. 29

5 - 12



3J LNG AL WOSAIL Illustration 5.3.3a Hull Ventilation

Cargo Manifold (P) Passage Way Mech. Exh. Fan

Passage Way

Flex. Hose Conn. for Dry Air Supply To Passage Way (AFT-P&S)

M/H

M/H

M/H

M/H

To Cargo Vapour Line

M/H

M/H H

El. Motor RM

Cargo Machinery RM M/H

M/H

Manhole cover for trunk to be opened when gas freeing (FWD side - P & S)

M/H M/H

H

To be installing portable fan on manhole for trunk space (AFT side - P&S)

M/H

Cofferdam

Cofferdam

Pipe Duct Nat. Supp. Vent

Cofferdam

Spool Piece

M/H

To be Installing Portable fan on injured person's Manhole for Cofferdam (STBD only) Manhole cover for Cofferdam to be opened when gas freeing. ({ & S)

Flex. Hose Conn. for Dry Air Supply To Cofferdam (P-only) Conn. for portable Fan (P-only) M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

Passage Way Mech. Exh. Fan

Passage Way Nat. Supp. Vent

M/H

Cofferdam

H

Flex. Hose Conn. for Dry Air Supply To Passage-way (FWD-P&S)

Em'cy Vent Line

GI703

Dry Air Supply From IGG System in Engine Room


Cofferdam




Passage Way

Cargo Manifold (S)

Manhole cover for C/D to be opened when gas freeing (P&S)

Portable gas freeing fan on dry air pipe for cofferdam (PORT) Portable gas freeing fan on manhole for trunk (AFT - P&S) Manhole cover for trun to be opened Portable gas freeing fan on Manhole for C/D when gas freeing (FWD - P&S)

Typical Section for Gas Freeing & Dry Air Supply (Trans. C/D, Trunk Spade)

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1 Draft / 2004. 10. 29

5 - 13


3J LNG AL WOSAIL


5.3.3 Hull Ventilation (See Illustration 5.3.3a) The ballast tanks 1 to 4, the cofferdams, trunk space and areas surrounding the liquid domes are inspected on a regular basis in order to check for cold spots, condition of the paint work and general inspection of piping, fittings and valves. In general it should be expected to inspect one cofferdam area per month. The compartments to be entered must first be ventilated. The ship is fitted with a mechanical exhaust fan for the pipe duct which is situated on the aft pipe duct trunk top. Above the forward pipe duct trunk top is a natural supply ventilator which must be opened before starting the exhaust fan. When it is judged that the atmosphere inside the cofferdams is safe, entry can be made. The entry personnel must take with them a personal O2 meter. The portable detector head should be lowered down to each level as they proceed. Note If it has been found that the nitrogen consumption has increased beyond normally acceptable levels, then added precautions should be observed before entering the cofferdam spaces. Each cofferdam is fitted with a manhole cover located on the starboard side, which may be removed and a portable gas freeing fan fitted to which is attached a flexible ducting. This is also the location that any injured person can be removed from the cofferdam space. The port and starboard side of each cofferdam is provided with access manholes for exhaust of air. There are two (2) portable supply fans for the cofferdam spaces which give a total air volume flow of 5,000 m3/h. The passageway areas, port and starboard, are equipped with a mechanical exhaust fan located midships, and two natural supply ventilators forward and aft. The trunk deck areas have four manhole covers, two forward and two aft. The aft manholes are used to fit a portable supply fan for gas freeing, with the forward manholes being removed for exhausting during gas freeing.

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5 - 14



3J LNG AL WOSAIL Illustration 5.4a Auxiliary Fresh Water Cooling System

Motor Room LO Cooler for No.1 HDC

The vent to be connected at the highest point on the cooling return line

WF512F

40

WF511F

WF519

40

LO Cooler for No.2 HDC WF514F

40

WF513F

LO Cooler for No.1 LDC

65

65

40

WF516F

40

WF515F

Cargo Machinery Room

LO Cooler for No.2 LDC

80

80

40

WF501F

WF518F

40

SUS 304 SCHIOS

Weather Part

Key Fresh Water Line

P-way

100

100

80

80 125

st

Drain(B)

7-II

40

1 Draft / 2004. 10. 29

Vent(A)

Drain Cooler (50 m3/h)

WF502F

WF517F

From E/R

7-I

125

5 - 15


3J LNG AL WOSAIL


5.4 Cargo Machinery FW Cooling System (See Illustration 5.4a) 1. General The cargo machinery cooling fresh water system is provided by two Cargo Machinery fresh water cooling pumps located in the engine room. The Cargo Machinery fresh water system is cooled by the Central Cooling system in the engine room.. Specification Cargo Machinery Cooling FW Pump Maker: Shinko Ind. Ltd. Type: Vertical, centrifugal, electric motor driven Number of sets: 2 Rated output: 80 m3/h X 40 MTH Each pump can be started locally or remotely. For the remote control of each pump, the pump control position should be set to remote on the motor starter panel. Also, if the control position is not in remote position, the stand-by logic cannot be activated on the IAS. If the following conditions are met, the IAS activates the stand-by logic control function: z z

Control position of each pump is set to Remote. The stand-by control mode is set to AUTO on the schematic display.

The FW cooling system is used to serve the following equipment z z z

HD compressor LO coolers and air cooler of electric motor. LD compressor LO coolers. Cargo compressor room steam drain cooler.

2. Operating Procedures One auxiliary cooling FW pump is normally required to meet the system cooling capacity. 1) Open the inlet and outlet valves on both Cargo Machinery cooling FW pumps. 2) Open the valves on the respective system to be cooled i.e. HD compressor LO cooler and motor air cooler, LD compressor LO cooler, and steam drain cooler. Check for leaks. 3) Select one of the Cargo Machinery cooling FW pumps on local control and start the pump. Check that the system pressures are normal. 4) Select the other pump on stand-by. 5) Stop the running pump and ensure that the stand-by pump cuts in. 6) Return the pumps to their original running condition of one pump running and the other on stand-by.

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1 Draft / 2004. 10. 29

5 - 16



3J LNG AL WOSAIL

B.W.L

Illustration 5.5a Ballast System

BA523F

BA026F (10K)

From Inert Gas Line

Inside Tar Epoxy

W

T

.3 No

W

.B

P) K( T . .2 No

W

. .B

T

P) K(

.1 No

W

. .B

BA524F Manual Hyd. Transmitter

) (P TK

BA014F

BA012F

BA504F

BA506F

BA508F

BA510F

BA512F

BA514F

BA516F

BA020F

BA522F

BA017F

BA013F

BA520F

A

B

BA518F

BA035F No.1 Ballast Strip. Eductor

In Bosun Store

FW DD

BA031F

A

BA036F

Bilge Overboard

To M/C for Back Flusing To IGG

BA015F

No.2 Ballast Strip. Eductor

.4 No

. .B

P) K(

TK (P)

P)

ee pW .B.

K( .T .B

BA030F

R E/

W

BA011F

BA009F

L.C

Pipe Duct

F.P. TK

No. 2

BA027F

BA041F BA024F

BA503F

BA010F

BA023F

BA501F BA034F

BA003F BA006F

BA016F

B.T. RM

BA002F Ballast Main

B BA021F

BA505F

BA507F

BA509F

BA513F

BA515F

BA517F

BA007F

BA519F

BA521F

No. 3 BA511F

BA028F

BA001F

A.P. TK

BA502F Spool Piece BA008F

BA025F

No. 1 Ballast Pump (3,000 m3 x 3.0k)

S.W. Main in Engine Room

Ballast Main

E/

R

W

K( .T .B

S)

W

.3 No

W

st

1 Draft / 2004. 10. 29

.2 No

W

.B

K .T

) (S

.1 No

W

.B

K .T

ee pW .B.

. .B

) (S K T

) (S

FW DD

.4 No

. .B

) (S TK

Inside Tar Epoxy

B.W.L

BA029F (10K)

BA032F

TK (S)

BA033F

*

5 - 17

MARKED VALVES SHALL HAVE THE FUNCTIONS OF THROTTLING AND FULL POSITIONING

Key Sea Water Line


3J LNG AL WOSAIL 5.5 Ballast System (See Illustration 5.5a) General The ballast spaces beneath and around the outboard side of the cargo tanks are utilised as ballast tanks to optimise draft, trim and heel during the various load conditions of the vessel. Ballast will be carried during the return passage to the loading port, when only sufficient gas is carried to maintain the tanks and their insulation at cryogenic temperatures. The ballast spaces are divided into 8 tanks, that is port and starboard under each of the 4 cargo tanks. In addition, the fore peak water ballast tank deep ballast tank (port and starboard) and aft peak tank are also used to carry ballast when required. There are also two small ballast tanks in the engine room, which are used to give fine list control This gives a total ballast capacity of 57,341m3, approximately 58,775 tonnes when filled with sea water. Three, 3,000m3/h, vertical centrifugal pumps are fitted, which enable the total ballast capacity to be discharged or loaded in approximately 12 hours for ballasting or deballasting. During cargo loading and unloading two(2) sets of the ballast pumps shall be used and during ballast water exchange, three(3) sets of the ballast pumps shall be used. The pumps are driven by electric motors and are located on the engine room floor, starboard side forward. The 600mm fore and aft ballast main runs through the pipe duct with tank valves mounted on tank bulkheads. This is connected to the stripping eductors. The ballast pumps fill and empty the tanks via the port and starboard side 600mm main.

Cargo Operating Manual All valves are butterfly valves hydraulically operated. The tank main suctions, Pump discharge valves and driving water valves to eductor are of the intermediate position controlled type. The ballast tanks stripping suction are not of the intermediate position controlled type, only the driving water valves to eductor are of the throttling type. Three ballast pumps are electric motor driven. They are mounted at the forward end bottom platform of the engine room. These pumps take their suction from the sea/sea cross over, with the high sea suction being on the port side and the low sea suction being on the starboard side. The latter being the normal operation when loading ballast. When discharging ballast they take their suction from the ballast crossover main. The ballast pumps are used to supply sea water to the inert gas system. System Control The ballast system is controlled entirely from the CCR using the IAS in conjunction with the ballast mimic. The ballast pumps are started and stopped using the mimic, provided that the switches on the local control panel are set to remote. The pumps have an auto stop sequence control for low and high tank status. When on local control, the pumps can be started and stopped from the local control panel and can be stopped from this panel regardless of the position of the local/remote switch. The local control panels always take priority and can take control from the CCR at any time.

1) Manual Ballast Control In manual mode the operator can start/stop pumps and open/close valves by operating the selected pump or valves from the operator station. The ballast pump safety system and start interlocks remain functional in manual mode. 2) Automatic Ballast Control In automatic mode all valves and pumps will be set to automatic control. The control of valves and pumps is then performed by the sequential logic of IAS system. System Capacities and Ratings Ballast pumps: Manufacturer: Model:

Shinko Ind. Ltd. GVD 500-3M (No.1 & 2 Pumps) GVD 500-3MS (No.3 Pump) 3,000m3/h x 30 MWC 900 rpm 330kW

Rating: Speed: Power:

Ballast stripping eductors: Rating: 300m3/h Driving water shall be supplied by the ballast pumps Control and Alarm Settings IAS TAG

CODE

Description

BD005

LI

Fore peak tank low high

Each ballast tank from No.1 W.B.tank(P&S) to No.4 W.B.tank(P&S) is provided with one(1) main suction(450A) and one(1) stripping suction(150A). They are located at after part of each tanks.

All hydraulically operated valves in the system are also operated using the on screen menu/keyboard in conjunction with ballast mimic. Two basic types of valve are fitted, those which can be positioned at the fully closed position or fully open, and those which can be positioned at any point between fully open and fully closed. The position of all valves is shown on the mimic.

BD006

LI

Aft peak tank low high

BD007

LIAH

Fwd water ballast tank port level low high

BD008

LIAH

Fwd water ballast tank port level low high

Two eductors are fitted for stripping and final educting of the tanks, one port (No.1) and one starboard (No.2), with their own respective discharge valves. The driving water for No.1 ballast stripping eductor is from No.1 ballast pump and No.2 ballast stripping eductor is fed from No.3 ballast pump, though either eductor may be driven from any of the three ballast pumps via the discharge crossover main.

Provision is made for a portable hand pump to be used to operate each valve in the event of hydraulic accumulator failure. The pump discharge valves, and tank after main suction valves are multi-positional. All other valves are either open or closed. In addition to being operable from the CCR, the valves can also be operated from the solenoid valve station, using the pushbuttons on the individual solenoids.

BD009

LIAH

No.1 port ballast tank level low high

BD010

LIAH

No.1 starboard ballast tank level low high

BD011

LIAH


BD012

LIAH


BD015

LIAH


Ballast tank stripping is a manual operation, done by starting Ballast Pumps, opening the Water Ballast Stripping Eductor Discharge valve and corresponding valves for the actual tank. Ballast pumps can also be used in manual mode from the IAS for tank stripping.

The on screen ballast menu also shows when the pumps are switched to remote, the pump’s suction and discharge pressure, the position of the manually operated valves and the level in each tank, in terms of inage.

BD016

LIAH


BD019

LIAH


BD020

LIAH


BD021

LIAH

E.R. water ballast tank port level low high

BD022

LIAH

E.R. water ballast tank starboard level low high

All valves are butterfly valves, hydraulically operated. The tank aft main suctions, pump discharge valves etc, as indicated with * on the above drawing are of the intermediate position controlled type. All ballast pipes in the pipe duct are of GRP. with galvanised steel bulkhead pieces and suction bell mouths.

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1 Draft / 2004. 10. 29

Ballast Control Modes The ballast control mode can be selected by the operator from the Ballast or Ballast Exchange mimic. There are two different mode of operation from the IAS. y Manual Ballast Control y Automatic Ballast Control

5 - 18



3J LNG AL WOSAIL Illustration 5.6.1a Fire and Deck Wash System

FD521F

FD531F

HB

HB

FD525F

FD529F

FD535F FD537F

HB

FD515F

HB

HB

HB

Air Eliminator FD517F

S.W Cooling Line for

FD501F Windlass Break Disc FD701F FD502F

FD523F

FD545F

FD541F

FD549F

HB

FD581F

FD527F

HB

FD543F

FD559F

FD562F

HB

To No.5 Bilge Eductor

FD539F

Passage Way HB

FD553F

FD564F FD566F

B-Deck (FD574F)

FD576F

FD548F

HB

Cofferdam

FD519F

A

FD524F

HB

FD503F

FD522F

FD530F

FD526F

No.1 Trunk

FD532F

HB

HB

FD540F FD590F

To No.10 FD586F Bilge Eductor

FD534F

FD538F

FD542F

FD552F

FD544F HB

Passage Way FD556F

Cofferdam

Cofferdam

Cofferdam FD554F

HB

FD596F

FD642F HB

HB

FD598F

FD600F

HB

HB

No.2 Trunk

FD536F

FD572F

FD602F

HB

FD547F

HB

No.3 Trunk

FD550F

Located in C/D

HB

FD558F

FD569F

HB

FD560F

FD567F

FD604F

No.4 Trunk FD563F

FD507F

Accomm.

El. Motor Room Cargo Mach. Room FD561F

From E/R

FD565F

FD645F

HB

HB

FD575F


Hawse Pipe

FD603F

Engine Casing

HB

Cofferdam

FD646F

FD644F

From E/Casing

AFT Mooring Deck

FD568F

Located in C/D

FD583F

FD595F

FD555F

FD589F

FD533F

FD571F

HB

FD557F

FD641F HB

FD597F

B-Deck (FD573F) FD601F


FD551F

FD599F

FD585F

FD546F

Trunk Deck

FD504F HB

FD516FFD518F

FD702F

FD528F

To No.7 FD584F Bilge Eductor


FD582F

Trunk Deck

FD643F (P) HB

Key

FD640F (S) HB

Sea Water Line

NAV.-DK

D-DK

FD507F

S.W Cooling Line for Windlass Break Disc (P&S)

FD510F

A

FD641F FD642F

Fire Control Station Manual Hyd. Transmitter FD703F

HB

HB

B-DK

A-DK


B.W

To No.1 Bilge Eductor FD647 FD653F

HB

Steering Gear Room

N.O

Bow Thr. Room

F.P Tank

FD648F

FD649F

FWD Pump Rm

FD655F

Water Expansion Tank (1 m3)

FD650F Em'cy Fire Pump (72 m3/h x 120 MWC)

Cofferdam

FD506F

C.L

FD505F

FD654F

FD512F


HB


FD508F

FD509F

FD513F

Bosun Store HB

FD511F

Cofferdam

C-DK

FD652F

A.P TK

H.F.O.T. (C)

WS146F

C.W.T Sea Chest

FWD W.G.T (P & S)

st

1 Draft / 2004. 10. 29

5 - 19

Pipe Duct


3J LNG AL WOSAIL 5.6 Fire Fighting System

Cargo Operating Manual The fire main also serves the water curtain below the port and starboard manifold areas during cargo loading and unloading.

5.6.1 Fire and Deck Wash System (See Illustration 5.6.1a) The fire main system is supplied from the engine room by the two Fire Pumps. They are electric motor driven vertical centrifugal pumps, with a delivery capacity of 150 m3/h at 100 MTH. Specification Fire, Bilge & G/S Pump Maker: Type: Model: Number of sets: Rated out-put: Rated out-put:

Shinko Ind. Ltd. Vertical, centrifugal, electric motor driven with self priming RVP200-2MS 2 150 m3/h X 120 MTH 245 m3/h X 35 MTH

Fire Pump Maker: Type: Model: Number of sets: Rated out-put:

Shinko Ind. Ltd. Vertical, centrifugal, electric motor driven RVP200-2MS 1 180 m3/h X 120 MTH

Jockey Pump Maker: Type: Model: Number of sets: Rated out-put:

Shinko Ind. Ltd. Horizontal, centrifugal, electric motor driven SHQ50M 1 2 m3/h X 100 MTH

Emergency Fire Pump Maker: Type: Number of sets: Rated out-put:

The fire main supplies the driving water for the bilge eductors in the side passage way, pipe duct, forward pump room, bow thrust room, bosun’s store and cofferdams. It also supplies anchor washing water. Fire hydrants are situated along the cargo space, with a fire hose mounted adjacent. The Emergency Fire pump can be started locally, from the bridge or from the Fire Control Station(FCS). Under normal operating conditions the fire main will be under pressure in port, supplying the manifold water curtain and with hoses run out as a fire precaution. Note Sea chest valve(WS146F) for em’cy fire pump to be locked open position.

Shinko Ind. Ltd. Vertical, centrifugal, electric motor driven with self priming 1 72 m3/h X 120 MWC

The Emergency Fire Pump is located under S/G Flat. This pump is a diesel engine hydraulic power pack driven vertical centrifugal pump with its own direct sea suction. The pump rate is 72 m3/h X 120 MTH. The fire main is kept pressurised by a Jockey Pump rated at 2 m3/h X 120 MTH. This pump is an electric motor driven horizontal centrifugal pump and has an automatic pressure cut-in/out switch. Pressure switches and a low level alarm switch are fitted on the accumulator tank (capacity: 2.0 m3) to pressurise the fire main line. The deck fire main has a main isolating valve FD570F before the port, starboard and ring main isolating valves. The ring main is fitted with a further four section isolator valves on each side at regular intervals along the deck to allow any part of the system to be supplied from either side of the ship. st

1 Draft / 2004. 10. 29

5 - 20



3J LNG AL WOSAIL Illustration 5.6.2a Water Spray System

Cargo Manifold (P)

SP602F

SP571F SP580F

SP605F

No.3 Group

SP581F

SP606F

No.4 Group

Passage Way

SP572F

SP501F

No.2 Group

No.4 Liquid Dome No.1 Group

No.4 Gas Dome

SP579F

SP573F

El. Motor RM

SP512F

For CS075F

SP511F

SP513F

SP511F

SP502F

For CS701F SP532F

SP543F

SP541F

SP542F

SP531F

SP522F

Engine Room

SP601F

For CL700, CG700-702F

For CG704

For CG703, 705-708, CL701, CS702, 703F

No.3 Liquid Dome

No.3 Gas Dome For CS700F/701F

No.2 Liquid Dome

No.2 Gas Dome

No.1 Liquid Dome

No.1 Gas Dome

Cargo Machinery RM

SP551F

Passage Way

SP552F

SP604F

SP607F

SP603F

Cargo Manifold (S)

Key SP564F

Water Spray to Satcom

W/H-Top

Sea Water Line W/H-Top

NAV.-Deck NAV.-Deck D-Deck

Electric Motor RM

C-Deck

D-Deck

Life Boat Embarkation (P&S) N= 10 ea

C-Deck Nozzle (P&S) N= 10 ea Nozzle (P&S) N= 2 ea

No.3/4 Group A-Deck

B-Deck

SP574F

No.4 Caro Tank

N

W o.4

K .T .B

) &S (P Nozzle for Cargo Domes

SP601/2 (P) SP603/4 (S)

st


Sect. View Looking FWD

No.1 Cargo for Accomm.

1 Draft / 2004. 10. 29

From Cofferdam

SP609F

SP578F

SP608F

SP563F

SP562F

SP561F

SP610F

Cofferdam

Engine Room

Water Spray Pump

Looking AFT

Trunk Deck Space

Life Boat (P&S) N= 2 ea

From Main Cross-over Line

Front View

5 - 21

No.3 Group for Manifold From Water Spray Pump No.4 Group in Engine Room for Manifold No.3 Group for Manifold

SP608F

B-Deck



3J LNG AL WOSAIL 5.6.2 Water Spray System

Cargo Operating Manual Number of Nozzles and Capacity

(See Illustration 5.6.2a & 5.6.2b) General The accommodation block front, cargo machinery and electric motor room, cargo liquid and gas dome and manifold areas are protected by water spray from the effects of fire, gas leakage, or liquid spill. There is one (1) 700 m3/h x 90 MTH Water Spray Pump, mounted on the bottom platform in the engine room, delivering to three (3) spray rails across the accommodation block front, lifeboat embarkation areas port and starboard, cargo machinery room sides and deck domes/manifolds. They are grouped into three sections as follows; y Group 1:

Accommodation (front wall and side wall up to 3m to aft), lifeboat embarkation area and access to the life boat.

y Group 2:

Cargo machinery and electric motor room.

y Group 3:

Cargo manifold port and starboard.

y Group 4:

Cargo liquid and gas dome valves.

Each group main spray rail has a remotely operated hydraulic isolating valve operated from the fire control station, CCR and manually at the local side. The spray pump can be started locally and from the wheelhouse, CCR, on the main deck close to the accommodation exits and the fire control room. Each main group is subdivided into smaller sections, with a flow regulating and section isolating valve fitted. The accommodation front is covered by three (3) such subsections, beginning at deck level D, right through to the navigation/bridge deck. The decks below D deck will have sufficient flow passing over them so that they do not need to be covered by a fixed rail. The nozzle arrangement is as shown below; for plain vertical surfaces, nozzles are set 800 mm apart and at 45° to the vertical. Headers are 250 mm from bulkheads and nozzles are flat cone design. Principle The system is capable of covering all areas mentioned above with a uniformly distributed water spray of at least 10 litres/m2 per minute for the horizontal protected surfaces and 4 litres/m2 per minute for the vertical surfaces. Area coverage extends 0.5m in length from any direction of pipes, fittings, valves or surfaces and the area of the drip tray whichever is greater.

Group 1 (Accommodation) Satcom : 1 nozzle at total flow 99 l/min Top to Nav. DK.: 26 nozzle at total flow 491 l/min Nav. To D DK.: 36 nozzle at total flow 756 l/min D to C Deck : 36 nozzle at total flow 756 l/min C to B Deck (Side): 8 nozzle at total flow 168 l/min B to A Deck (Side): 8 nozzle at total flow 168 l/min Life Boat Embarkation (P): 10 nozzle at total flow 195 l/min Life Boat Embarkation (S): 10 nozzle at total flow 195 l/min Life Boat Door (P): 5 nozzle at total flow 195 l/min Life Boat Door (S): 5 nozzle at total flow 195 l/min Total : 139 nozzle at total flow 2928 l/min Group 2 (Cargo Machinery & Electric Motor Room.) Forward Side Wall : 14 nozzle at total flow 336 l/min After Side Wall : 14 nozzle at total flow 336 l/min Port Side Wall : 25 nozzle at total flow 600 l/min Bottom : 43 nozzle at total flow 1419 l/min Total : 96 nozzle at total flow 2691 l/min Group 3 (Cargo Manifold) Port Side : Starboard Side : Cargo Valve : Total :

8 nozzle at total flow 888 l/min 8 nozzle at total flow 888 l/min 3 nozzle at total flow 77 l/min 19 nozzle at total flow 1853 l/min

Group 4(Cargo Liquid & Gas Dome) No.1 Liquid Dome : 23 nozzle at total flow 763 l/min No.2 Liquid Dome : 16 nozzle at total flow 655 l/min No.3 Liquid Dome : 18 nozzle at total flow 722 l/min No.4 Liquid Dome : 16 nozzle at total flow 672 l/min Cargo Valve : 4 nozzle at total flow 100 l/min No.1 Gas Dome : 12 nozzle at total flow 105 l/min No.2 Gas Dome : 12 nozzle at total flow 105 l/min No.3 Gas Dome : 12 nozzle at total flow 112 l/min No.4 Gas Dome : 12 nozzle at total flow 112 l/min Cargo Valve : 5 nozzle at total flow 585 l/min Total : 130 nozzle at total flow 3931 l/min There are drain connections provided at main deck level below the manifold area and below the life boat area. The water spray system can be flushed with fresh water by cross connecting.

- The water spray pump is capable of covering all protected surfaces simultaneously. -

st

There is a connection with an isolating valve between the water spray main and fire main line.

1 Draft / 2004. 10. 29

5 - 22



3J LNG AL WOSAIL Illustration 5.6.2b Water Spray Nozzle

② "HH-W" Type Fulljet Spray Nozzle

① "FF" Type Fogjet Spray Nozzle

A

B

B

S.S.CO. Fulljet

A

Capacity (L/Min) Dimensions Cap. Size 1bar 2bar 3bar 5bar 7bar 10bar A(mm) B(mm)

Conn. Size

Part No.

Nozzle Type

WS 1200 003 02 05

1FF-BRASS25

NPT 1

25

57

81

99

127

151

180

WS 1200 003 02 06

1FF-BRASS25

NPT 1

35

80

113

138

178

210

252

WS 1200 003 02 07

1-1/4FF-BRASS50

NPT 1-1/4

50

114

161

197

255

300

360

29.5

25

31

53

③ "K" Type Floodjet Spray Nozzle A

B

Conn. Size

Capacity (L/Min) Spray Angle ˚)( Dimensions Cap. Max. Free Passage Size Dia.(mm) 1bar 2bar 3bar 4bar 5bar 6bar 0.3bar 0.7bar 6.0bar A(mm) B(mm) 27W 2.8 12.0 16.3 19.5 22.0 24.0 26.0 114 120 106 30.0 17.0

Part No.

Nozzle Type

WS 1200 004 02 05

3/8HH-BRASS27W

WS 1200 004 02 06

1/2HH-BRASS30W

30W

2.8

13.4 18.1 22.0 25.0 27.0 29.0

114

120

108

WS 1200 004 02 07

1/2HH-BRASS35W

35W

3.2

15.6 21.0 25.0 29.0 32.0 34.0

114

120

108

WS 1200 004 02 08

1/2HH-BRASS40W

40W

3.2

17.8 24.0 29.0 33.0 36.0 39.0

114

120

108

WS 1200 004 02 09

1/2HH-BRASS45W

45W

3.6

20.0 27.0 33.0 37.0 41.0 44.0

114

120

110

WS 1200 004 02 11

3/4HH-BRASS50W

6W

4.4

31.0 42.0 51.0 58.0 64.0 69.0

114

120

112

NPT 3/8

NPT 1/2

NPT 3/4

35.0

21.0

40.5

27.0

④ "HH-WSQ" Type Fulljet Spray Nozzle

B

A

1/4K-BRASS27

WS 1200 005 02 03

3/8K-BRASS30

NPT 1/4 NPT 3/8

30

4.6

11.4 13.7 16.7 19.3 24.0 27.0

119

135

148

17.5

44.5

Nozzle Type

WS 1200 011 02 09

1/2HH-BRASS45WSQ

L

A

Dia. d Normal Size

Part No.

Part No.

Nozzle Type

WS 1200 006 02 07

1/2GG-BRASS35W

st

1 Draft / 2004. 10. 29

Conn. Size NPT 1/2

Dimensions Capacity (L/Min) Spray Angle ˚)( Cap. Size 1bar 2bar 3bar 4bar 5bar 6bar 0.3bar 0.7bar 6.0bar A(mm) B(mm) 35W

NPT 1/2

⑥ Welding Boss (Female)

⑤ "GG-W" Type Fulljet Spray Nozzle B

Conn. Size

Part No.

15.6 21.0 25.0 29.0 32.0 34.0

114

120

108

56.5

25.4

Capacity (L/Min) Spray Angle ˚)( Dimensions Cap. Max. Free Size Passage Dia.(mm) 1bar 2bar 3bar 4bar 5bar 6bar 0.3bar 0.7bar 6.0bar A(mm) B(mm) 45WSQ 3.6 20.0 27.0 33.0 37.0 41.0 44.0 104 110 102 35.0 21.0

⑦ Welding Boss (Male) L

D

L A-Type

d

Part No.

Dia. D

1/4K-BRASS24

WS 1200 005 02 02

Dimensions Capacity (L/Min) Spray Angle ˚)( Cap. Orifice Dia Now. Size (mm) 0.7bar 1.0bar 1.5bar 2.0bar 3.0bar 4.0bar 0.5bar 1.5bar 4.0bar A(mm) B(mm) 24 4.1 9.2 10.9 13.4 15.5 18.9 22.0 115 131 144 14.3 34.0 27 4.4 10.3 12.3 15.1 17.4 21.0 25.0 119 135 148

Dia. d

WS 1200 005 02 01

Conn. Size

Dia. D

Nozzle Type

+1 0

Part No.

Normal Size

D

L A-Type

d

WS 2300 001 01 01

NPT 1/4

22

30

11

WS 2300 005 01 01

NPT 1 1/4

57

35

30

WS 2300 001 01 02

NPT 3/8

22

30

14

WS 2300 005 02 02

NPT 1

35

35

23

WS 2300 001 01 03

NPT 1/2

36

30

18

WS 2300 001 01 04

NPT 3/4

42

30

23

WS 2300 001 01 05

NPT 1

50

40

30

WS 2300 001 01 06

NPT 1 1/4

55

40

38

5 - 23


3J LNG AL WOSAIL


Blank Page

st

1 Draft / 2004. 10. 29

5 - 24



3J LNG AL WOSAIL Illustration 5.6.3a Dry Powder System

Dry Power Unit No.2

Passage Way

Monitor

Engine Room Dry Power Unit

El. Motor RM

6

5

No.1 4

3

Dry Power Unit

2

1

Cofferdam

7

Cofferdam

House Cabinet

Cofferdam

8

Cofferdam

Cofferdam

No.4

Cargo Machinery RM

Passage Way No.3

Monitor

Dry Power Unit

Fire Control Staion

C.C.R

Mater Control Cabinet STB'D

Mater Control Cabinet

PORT

STB'D

PORT

No.3 (S) Dry Powder Unit

No.2 (P) Dry Powder Unit

No.1/4 Dry Powder Unit

To Hose Cabinet

Loacl Cabinet

Loacl Cabinet

Check V/V

Monitor

Monitor Hose Cabinet Total : 8 Sets

st

1 Draft / 2004. 10. 29

5 - 25



3J LNG AL WOSAIL 5.6.3 Dry Powder System

for the bank of nitrogen expulsion cylinders.

3) Emergency Operating (Manual Operating)

(See Illustration 5.6.3a & 5.6.3b) General Description The dry powder fire fighting system is supplied by NK Fire Protection and consists of 4 separate dry powder tank units; Tank 1 Forward Unit - supplies 4 hose cabinets 1, 3, 5, 7 Tank 2 Stbd Midships Unit - has monitor directed at manifold stbd Tank 3 Port Midships Unit - has monitor directed at manifold port Tank 4 Aft Unit - supplies 4 hose cabinets 2, 4, 6, 8 Main System - Tanks 3 and 2 Two dry powder units are situated on the main deck midships, port and starboard. Each unit contains a 1,518 kg dry powder storage tank, 8 nitrogen expellent cylinders of 68 liters each and a single dry powder monitor. Operation of the system can be carried out from a cabinet in the Fire Control Room, CCR and locally. Activation of the nitrogen pilot cylinders in the cabinets allows the high pressure gas to flow into the main valve (before the monitor) actuator, thereby causing the valve to open. The nitrogen is now ported to the release mechanism for the bank of nitrogen expulsion cylinders. The six high pressure nitrogen cylinders are now released and flow into the main dry powder tank through an upper and lower injection pipe. When the tank pressure has reached sufficient pressure, a pressure release valve operates, thereby allowing the residual nitrogen in the expellant pipe work to open the main outlet from the tank. Operation of the manual valve at the monitor will now allow the dry powder to be used as required.

The four (4) high pressure nitrogen cylinders are now released and flow into the main dry powder tank through an upper and lower injection pipe. When the tank pressure has reached sufficient pressure, a pressure release valve operates, thereby allowing the residual nitrogen in the expellent pipework to open the main outlet from the tank.

a)

Operation of the manual valve at any of the four (4) hose cabinets supplied by the tank will now allow the dry powder to be used as required.

c)

After the system has been used it is necessary to ensure the expellent pipe work and more importantly, that the main valves are blown clear on any remaining dry powder. Operating Procedure (See Illustration 5.6.3b)

a)

The monitor should have been pre-aligned with the cargo discharge manifold and the dry powder supply ball valve for the monitor left in the open position.

Open screw down valve for CO2 cylinder.

e)

Close valve handle in the release station or hose station.

b) Close the pressure operated valve for N2 cylinders by manual handle. Wait until remaining N2 gas in dry powder tank has dissipated.

e)

Connect air connection to ship’s air line until clean air comes out

f)

Return valves to normal position.

g) Recharge N2 cylinders. h) Refill dry chemical agents to dry powder tank.

2) To Operate at Hose Station

Hose System - Tanks 1 and 4

c)

Two dry powder units are situated on the main deck, one forward and one aft. Each unit contains a 925 kg storage tank, 5 nitrogen expellant cylinders of 68 litres each and 4 dry powder hose cabinets which are situated along the main deck center line from forward to aft. Each hand held hose has a length of 33m.

d) Pull valve handle in the hose station to allow CO2 gas to open the N2 cylinders. This activates the pressurising of the dry powder tank and opens the relevant selector valve at the distribution manifold.

st

a)

The system is now activated.

a)

1 Draft / 2004. 10. 29

4) After Use of the System

d) Pull valve handle in the release station to allow CO2 gas to open the N2 cylinders. This activates the pressurising of the dry powder tank and opens the main discharge valve.

After the system has been used it is necessary to ensure the expellant pipe work and, more importantly, that the main valves are blown clear on any remaining dry powder.

Operation of the unit is from either of the four associated hose cabinets. Activation of the nitrogen pilot cylinders in one of the cabinets allows the high pressure gas to flow into the main valve (before the hose) actuator, thereby causing the valve to open. The nitrogen is now ported to the release mechanism

Operate a dry powder monitor or hose nozzle for fire fighting.

d) Close the main discharge valve by hand.

b) Open the release station cabinet door (at local or CCR or emergency headquarter). c)

b) Open the relevant selector valve at the distribution manifold, by hand.

c)

1) To Operate Monitor

Open the pressure operated valve for N2 cylinders by inserting the lever into the top of the valve.

Open the cabinet door for the hose station.

b) Pull out the full length of hose (about 33 m).

e)

Open screw down valve for CO2 cylinder.

Operate dry powder pistol nozzle when hose is pressurised.

5 - 26



3J LNG AL WOSAIL Illustration 5.6.3b Dry Powder System

Dry Power Unit (PORT) Local

Micro V/V

Instruction Chart

1 P

Micro V/V Actuator

Cleaning Line Constant Press. V/V

Cont. Regulator W/Gauge

No.3 Control V/V (Normal Open) 2 P

Fire Control Station Instruction Chart

Exhaust V/V

Cleaning Valve

Constant Press. V/V

2 P

No. 2 Ball V/V

Main V/V

Monitor Ball V/V Nozzle

Exhaust V/V

Cleaning Valve

Selection V/V

Agitation V/V Non-Return Check V/V

Cleaning Line

Main Regulator

No. 1 Ball V/V No. 2 Ball V/V

Exhaust Line

Selection V/V

No.2 To Hand Hose (4)

Upper Inlet N2 Gas Line

No.4 Main V/V

Lower Inlet N2 Gas Line

To Hand Hose (6) Agitation V/V

No.6

Cleaning Line

Main Regulator

Vent Bleed

Vent Bleed

Cylinder Rack Unit

C.C.R

To Hand Hose (2)

Non-Return Check V/V

Upper Inlet N2 Gas Line Lower Inlet N2 Gas Line

Safety Relief V/V

PORT

Exhaust Line

No.2 Control V/V

1 P

No.1 Control V/V

2 P

No.2 Control V/V

1 P

No. 1 Ball V/V

No.3 Control V/V (Normal Open)

Micro V/V Actuator

Cleaning Line

Safety Relief V/V Non-Return Check V/V

Release Control Cabinet

Micro V/V

Instruction Chart

No.1 Control V/V


Dry Power Unit (AFT)

Cylinder Rack Unit Manifold

Instruction Chart

Release Control Cabinet

No. 2 Tank 1 P

2 P

1 P

No. 4 Tank

To Hand Hose (8)

2 P

Key Nitrogen

Dry Power Unit (STBD)

1 P

Constant Press. V/V

No.1 Control V/V

No.2 Control V/V

No. 1 Ball V/V No. 2 Ball V/V Main Regulator

2 P

Constant Press. V/V

Exhaust V/V

PORT

Exhaust Line

Ball V/V

Main V/V

Exhaust V/V

Cleaning Valve

Selection V/V

Agitation V/V Non-Return Check V/V

Cleaning Line

Safety Relief V/V

To Hand Hose (3)

Non-Return Check V/V

Monitor Nozzle



Micro V/V Actuator

Cleaning Line

Safety Relief V/V Non-Return Check V/V

Cleaning Valve

Micro V/V

Instruction Chart

Vent Bleed

No. 1 Ball V/V

No.1 Control V/V

Cleaning Line



Micro V/V Actuator

No.2 Control V/V


CO2 Electrical Signal

Local

Micro V/V

Instruction Chart

Nitrogen and Sodium Bicarbonate

Dry Power Unit (FWD)

No. 2 Ball V/V Main Regulator

Cylinder Rack Unit

Exhaust Line

Selection V/V

To Hand Hose (5)


No.3

No.4 Main V/V

To Hand Hose (7) Agitation V/V

No.7

Cleaning Line Vent Bleed Cylinder Rack Unit Manifold

No. 3 Tank

st

1 Draft / 2004. 10. 29

No. 1 Tank

5 - 27

To Hand Hose (1)


3J LNG AL WOSAIL


Blank Page

st

1 Draft / 2004. 10. 29

5 - 28



3J LNG AL WOSAIL Illustration 5.6.4a CO2 System for Cargo Area To Open Air Dia.15 Copper Tube

Pipe Line

CO2 Room

Pilot Line TD P

D P

Electric Line Control Valve Cabinet

Cont. Cyl. Cabinet P

M

TD P

12 Bottles

P

4 Bottles

P

P

P

P

Dia.6 Copper Tube

M

Elec. Cargo SWBD Cargo SWBD Em'cy Motor RM RM (PORT) RM (STBD) Gen. RM

Cargo Mach. RM

Trolley

B N

TD P

F H R T

TD P

J

Signal Light Calume

SC

A

B

V

C

D

E

F

G

H

I

J

To Relay Box

P

To Relay Box

P

To Relay Box

P

To Relay Box

P

To Relay Box

P

TD P

Time Delay Unit (Pneumatic)

B

Beacon Lamp

P

A

PG

5 Bottles

To Relay Box

PS

A

C

E

G

I

A

Alarm Bell with Lamp

R

Rotating Lamp

E

Electric Horn Alarm Control Panel

From Control Box P

P

P

P

P M

O

Q

S

U

Maker Supply

6 Bottles

CO2 Discharge Nozzle

Main & Em'cy Power Supply AC 220V

From Main Valve

To Relay Box

P

Air Horn

Pilot End Plug Pilot Vent Bleed

To CO2 Alarm

Air Connection Valve

Required Q'ty of Cylinder

Ball Valve

Yard Supply

* Total : 54 Bottles

1

2

3

4

Beam Scale

5

- Cargo Machinery Room : 26 Bottles

Fire Control Station

- Electric Motor Room : 12 Bottles - Cargo SWBD Room (PORT) : 5 Bottles

Cont. Cyl. Cabinet

- Cargo SWBD Room (STBD) : 5 Bottles

M

- Em'cy Generator Room : 6 Bottles

M

Cargo Mach. RM

Instruction Chart

Control Valve Cabinet

Caution Plate

Elec. Cargo SWBD Cargo SWBD Em'cy Motor RM RM (PORT) RM (STBD) Gen. RM

Warning Notice Limit Switch

Q

R

S

T

U

V

To Relay Box

P

To Relay Box

O

To Relay Box

N

To Relay Box

M

To Relay Box

Cap Box Spare Parts Key Box PG

Cargo Mach Room

Elec. Motor Room

1

Cargo SWBD Room (PORT)

2

Cargo SWBD Room (STBD)

3

Pressure Gauge with Stop Valve

Em'cy Gen. Room PS

4

Pressure Switch with Stop Valve

5

Safety Outlet Pressure Relief Valve Check Valve (Pilot Line) S

Solenoid Valve Main Discharge Valve (Pneumatic & Manual Controlled)

P

1 ST (2 EA) S

1 ST

A

E

(2 EA)

1 ST (2 EA)

1 ST

E (2 EA)

SC

(2EA)

M

Cylinder Cylinder (Manual Controlled)

P

Discharge CO2 Cylinder (Pneumatic & Manual Controlled)

S

1 ST

A

Valve (Normal Close) 7 kg/cm2 Air Supply

Valve (Normal Open) Symbol

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5 - 29

Description



3J LNG AL WOSAIL 5.6.4 CO2 System

2. In the Event of Fire in a Protected Compartment

(See Illustration 5.6.4a) 1) Shut off fuel supply, if any.

Specification Maker: Type: Capacity:

NK High Pressure 54 cylinders each containing 45 kg

2) Ensure that all persons have evacuated the protected room and have been accounted for. 3) Close and check that all doors, hatches and other openings are closed.

1. CO2 Flooding System The CO2 flooding system consists of 54 high pressure cylinders, each containing 45kg of CO2 gas high pressure cylinders. These are contained in the CO2 room, situated on the engine room casing A deck.

4) Go to the master control cabinet located in the CO2 room or fire control room. 5) Break the key box glass and take the key.

The CO2 system covers the following areas: y y y y y

Cargo machinery room: Electric motor room: Cargo SWBD room (port): Cargo SWBD room (stbd): Emergency generator room:

cylinders required 26 cylinders required 12 cylinders required 5 cylinders required 5 cylinders required 6

Flooding the protected areas is achieved by the operation of the ball valves from their respective cabinets in the fire control room or in the CO2 room and the release of the pilot CO2 cylinders (release cabinets in the fire control room and in the CO2 room). Upon opening the supply cabinet door, the CO2 alarm is activated and the ventilation fans stop when the main valves are opened. The pilot gas is directed by the operation of the respective main valve (having first operated the time delay switch downstream of the HP cylinders) and the main valve for the selected area. Warning Release of CO2 into any space must only be considered when all other options have failed and then only on the direct instructions of the Master.

6) Open the release cabinet for protected compartment (Alarm will sound). 7) Pull down the two (2) handles. 8) Open the supply cabinet. 9) Open the screw down valve on the pilot cylinder. 10) Check pilot pressure is above 3 MPa. If not, open another pilot cylinder valve. 11) The main valve will be opened. At the same time ventilation fan will stop. 12) After a time delay of 30 seconds the cylinders will release. 13) If the pilot system fails to operate, the main valve can be opened manually from the CO2 room and the cylinders released by hand. 14) Do not re-enter the protected compartment for at least 24 hours and ensure that all reasonable precautions have been taken, such as maintaining boundary inspections, noting cooling down rates and/or any hot spots which may have been found. After this period, an assessment party donning breathing apparatus can enter the space quickly through a door which is then shut behind them. Check that the fire is extinguished and that all surfaces have cooled prior to ventilating the space. Premature opening could cause re-ignition if oxygen contacts hot combustible material. 15) Do not enter the space without breathing apparatus until it has been thoroughly ventilated and the atmosphere proved safe. Over pressure of the main line is prevented by a safety valve, which will vent the gas to atmosphere.

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3J LNG AL WOSAIL

Illustration 5.6.5a Fire Alarm Panel

Illustration 5.6.5b Control Unit Panel

POWER ON ...

6

13

SECTION

DETECTOR

Salwico CS3004

EXTERNAL CONTROL ACTIVATED

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TEST............ ALARM TRANSFER . DELAY OFF ...

ALARM MUTE

ALARM RESET

SECTION / DETECTOR NOT RESET

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DISCONNECTION ...

EXTERNAL ALARM .

F1 ALARMS IN QUEUE

1993-11-13 10:11:23

F2

SYSTEM FAULT ..

F4

ABNORMAL COND.

FAULT

7

8

9

S

SECTION

EA

EXTERNAL ALARM

4

5

6

D

DIRECTOR

EC

EXTERNAL CONTROL

M

MUTE

1

2

3

SD

SMOKE DETECTOR

AD

ALARM DELAY

R

RESET

OFF

TIMER

0

5 - 31

F3

ON

LIST



3J LNG AL WOSAIL 5.6.5 Fire Detection System

1. General Description

Maker: Consilium Marine. Type: CS 3000 Salwico Fire Detection System.

The CS3000 Fire Detection system is a computerised, fully addressable analogue fire alarm system with analogue detectors. The operating panel, control unit and power supply are contained in a central cabinet in the fire control station on the upper deck port side of the accommodation. There are 4 detector loops connected to the system with a 7.2Ah battery system back-up in the event of a power failure. The fire detection system has a direct input into the IAS for recording any alarms, faults and disconnections. The system operates the water spray system when two detectors are activated in a protected area. The system is looped to the gas sampling and alarm system and to the IAS cabinet in the electrical equipment room on A deck.

The equipment consists of: Central panel in 20U cabinet for wall mounting, including……………......1 unit - 1 pce MPK-4 control panel - 1 pce 19” rack, 4U, with 12 free positions - 5 pcs SPK-2 loop processor board, 10 loops - 1 pce LPK-2 alarm processor board - 1 pce ARK-2 standard relay board - 1 pce UTK-2 individual output board - 1 pce KPK-2 communication card for Modbus protocol output to IAS - 1 pce KPK-2 communication card for Mini repeater - 2 pce RK-02 Relay boards, 8 programmable relays - 1 pce KE-2 rectifier 220 V AC/24 V DC - 1 pce BE 7/24 battery 7,2 Ah - 1 pce MDU-2 master diskette unit holder - GA unit (generating 7 short 1 long) for GA/fire alarm signal Repeater panel, console mounted, with clear text display………………...3 units Heat detector 54°C, dry space…………………………………………….5 units Heat detector 84°C, wet space…………………………………………...14 units Thermal detector, intrinsically safe, base 22,5, water tight……………….4 units Analogue addressable optical smoke detector, dry space………………124 units Analogue addressable optical smoke detector, wet space……………...121 units Ionisation smoke detector intrinsically safe, wet space…………………..9 units IS isolator with address unit………………………………………………4 units Analogue addressable UV-flame detector, wet space…………………….2 units Manual call point, dry space……………………………………………..28 units Manual call point, wet space…………………………………………….37 units General alarm push button auto/man, dry space………………………….3 units Manual call point IP67 (for IS)……………………………………………2 units Short circuit isolator, wet space…………………………………………...9 units Local timer 0-30 min. 5 min bonus time, relay output for…………………1 unit connection of external device, req. 24V DC, 4 cable glands, wet space. Siren, 24VDC, with base plate for wet space………………………………1 unit Door holder magnet with push button and counter holder………………31 units Proximity switch, PNP, for door indication, closed……………………..31 units Address unit in box with 5 cable glands…………………………………31 units for door indication.

The Salwico CS3000 comprises a wide range of detectors and sensors to suit different needs and conditions. It includes detectors for different alarm parameters for example, smoke, heat and flames. Manual call points, short circuit isolators and a timer are connected to the loop where required. A fault in the system or a false alarm is detected immediately since the function of the detectors and other installed loop units are automatically and continuously tested. The fire alarm repeater alarm unit, type MN3000 is fitted in the wheelhouse safety console. The repeater panel allows the ship’s staff to monitor alarms and scroll through alarms in the queue list but not to accept any alarms or perform any disconnections or reconnections. The system can also identify defective detectors in each loop.

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LEDs indicate multiple alarms which can be scrolled through using this key. Each alarm is listed in the alphanumeric display.

Indicators EXT.CONTROL ACTIVATED: SECTION/DETECTOR NOT RESET:

Description LED indicating that an external Control output is active. LED indicating that an alarm reset Has been attempted but failed. (Detector still in alarm)

Operating Panel The operating panel is used for controlling the system and to display extra information in case of a fire alarm. The alphanumeric display is used as a complement to the numeric display on the fire alarm panel, as a communication medium when operating the system and to display guiding texts for the function keys. Under normal conditions, when the central unit is in normal status, the text ‘Salwico CS3000’ is displayed together with the date and time. Keys

Operation

F1, F2, F3, F4:

Function keys, used for choosing functions form the menus in the display and for entering certain characters with no keys of their own.

0-9:

Numeric keys.

The system can be monitored via the IAS and a typical screen display is shown here.

Correction key (←):

The last key stroke is erased.

Control Unit Panel

Return key (◀┙):

The system returns to normal status, CS3000 CONTROL UNIT is displayed.

S, D, SD, EA, EC, AD:

Command keys used to choose the unit (section/detector no. etc) to operate on.

MUTE

Fault handling key used to Acknowledge faults and to mute the buzzers.

The central unit panel is divided into two parts, the fire alarm panel and the operating panel. The fire alarm panel is activated when there is a fire alarm in the system. The operator verifies and supervises the system by using the different keys and the display on the operating panel.

:

Fire Alarm Panel The fire alarm panel is activated when a fire alarm is detected on the system. The FIRE indicator flashes and the section number and detector address in alarm are displayed on the numeric display. Keys

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ALARMS IN QUEUE:

RESET:

Fault handling key used to reset the faults.

ON, OFF, TIMER:

Operation keys used to choose the operation to perform.

LIST (↑↓):

List handling keys, the LIST key is used to open the list function. The arrow keys are used to scroll through the lists.

Operation

ALARM MUTE:

This key is used to acknowledge the fire alarm and mute the buzzers.

ALARM RESET:

This key is used to reset the fire alarm.

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3J LNG AL WOSAIL Indicators

Description

POWER ON:

Illuminated when the power is on.

DISCONNECTION:

General disconnection of detectors indicator.

TEST:

Lit when the central unit is in test mode.

SECTION/DETECTOR: RESET

Lit when a reset of a fire alarm has been NO attempted but failed.

ALARM TRANSFER:

Lit when the dedicated fire output is activated (steady light) and flashing when the door is open, and the fire output is deactivated.

Note: The system has detected a fire alarm at the same time as it has detected Hardware fault in the central unit. The system can not display the exact

EXTERNAL ALARM:

Lit when an external disconnected or faulty.

alarm

output

DELAY OFF:

Lit when the time delay is deactivated.

SYSTEM FAULT:

Lit when a fault occurs in the system program.

ABNORMAL COND:

Lit when an abnormal condition has occurred.

address of the fire alarm, it can only display the central unit number.

is

2. System Operation Detection of a Fire Alarm FIRE lamp is flashing: A fire alarm is detected in the system All the information about the fire alarm is displayed on the first and second line on the display. 1) Press ALARM MUTE, to mute and acknowledge the fire alarm. 2) The FIRE indicator stops blinking and becomes steady red. The audible fire alarm, including the internal buzzer when the door is opened is defined at the initialization of the system. They are permanently silenced when the ALARM MUTE is pressed. 3) The section number and detector address in alarm are displayed on the fire alarm panel and on the alphanumerical display on the operating panel. 4) The section number and the detector address are displayed on the first line and additional information about the location is displayed on the second line, if provided.

ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in the system. 1) Press ALARM MUTE repeatedly, to mute and acknowledge all the fire alarms. 2) The FIRE and ALARMS IN QUEUE indicators stop flashing and turns over to steady red when all the fire alarms are muted. The audible fire alarm is permanently silenced when the ALARM MUTE is pressed. 3) The section number and detector address in alarm are displayed on the fire alarm panel and on the alphanumerical display on the operating panel. 4) The address of the first fire alarm is displayed on the first line and additional information about the alarming unit is displayed on the second line, if provided. The address of the latest fire alarm is displayed on the third line and additional information about this unit is displayed on the fourth line. The total number of fire alarms is shown to the right on line one. 5) Press the ALARMS IN QUEUE button to display the next fire alarm. 6) The second fire alarm address is displayed both on the fire alarm panel and on the alphanumerical display. The fire alarm is presented on the two first lines on the display. Five seconds after pressing ALARMS IN QUEUE, the first fire alarm is displayed again. 7) If ALARMS IN QUEUE is pressed when the last fire alarm is displayed, the first fire alarm is displayed again and the ALARMS IN QUEUE indicator goes out for 3 seconds.

3) When a fire alarm is reset it disappears from the display and the fire alarm is moved to the fire alarm history list. The next fire alarm is then displayed or if there is no move fire alarm the system returns to normal status, ‘Salwico CS3000’ is displayed with date and time. Fire Alarms That Could Not be Reset A detector that cannot be reset can be listed in two ways. Press the LIST or ALARMS IN QUEUE key. The ALARMS IN QUEUE key can only list the non-reset table fire alarms if all fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs are not lit) and if all faults are acknowledged. If this is not the case, the ALARMS IN QUEUE key will only list the fire alarms that are not reset. 1) Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm. The fire alarm address is displayed on the fire alarm panel and the operating panel alphanumerical display. 2) Press ALARM RESET. The system tries to reset the fire alarm. If no key is depressed for about 60 seconds the display returns to the first nonresettable fire alarm. If the fire alarm is reset it disappears from the display and from the fire alarm list. The display then returns to the next fire alarm or if there are no more fire alarms it returns to normal status, “CS3000 CONTROL UNIT” is displayed. If the alarm does not reset, the reason is displayed on line three. The problem should be investigated. The non-resettable fire alarm is displayed again after a few seconds. 1) Press List. 2) Press F1 ( Fire Alarm ) 3) Press F2, To select the not resettable list. Note: A maximum of 100 fire alarms can be included in the list and it is cyclic. If this list is full when a new fire alarm occurs, the new fire alarm is put in a queue until an older fire alarm is reset. The list can be printed out on a printer.

Reset Fire Alarm Only one fire alarm can be reset at a time, i.e. the displayed fire alarm 1) Press the ALARMS IN QUEUE button repeatedly to select the appropriate fire alarm. 2) Press ALARM RESET to reset the fire alarm. The system tries to reset the fire alarm.

The LIST key can always be used regardless of system status. Pressing LIST shows the fire alarms one by one on the first line of the alphanumerical display. They can then be reset in the normal way one by one. If the alarm does not reset, the reason is displayed on line three. The problem should be investigated. The not resettable fire alarm is displayed again. 1) Select the appropriate fire alarm by using the arrow keys. 2) Press ALARM RESET, to reset the fire alarm. The system is trying to reset the fire alarm.

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3J LNG AL WOSAIL The fire alarm is reset and it disappears from the alpha-numerical display. The fire alarm is moved from the Not resettable list to the Fire history list. The text LIST EMPTY is displayed when the fire alarm list is empty. The system returns to the normal menu after a few seconds and the text “CS3000 CONTROL UNIT” is displayed.

5) The fault is reset if it disappears from the list. The next fault is displayed after about 5 seconds. If the fault list is empty, the text LIST EMPTY is displayed, and the system returns to normal status, “ CS3000 CONTROL UNIT” is displayed. If the fault is not reset, the reason is displayed on line three. Investigation is required.

The reason why the fire alarm is not reset is displayed on line three. This text disappears after about a few seconds but the fire alarm remains displayed on line one and two. Check the problem and deal with it, then try to reset the fire alarm again.

6)

Fault Indication The FAULT indicator flashes and the internal buzzer sounds. One or more faults are detected in the system and the latest fault is displayed on the alphanumeric display. The first line displays the word FAULT, a fault code followed by the section number, the detector address, and a fault message. Additional text is displayed on line two, if provided. The fault codes are listed in the manufacturer’s manual. Only one fault can be acknowledged at a time. Press M in the FAULT field to acknowledge the fault and mute the buzzer. The FAULT indication stops flashing and becomes steady yellow. The internal buzzer is permanently silenced. The fault is placed in a fault list and the alphanumeric display is erased. The next fault is displayed if there are more faults. Otherwise the display is erased and it returns to its previous status. The number of faults in the system and the order they occurred is displayed on line three. The fault list can be scrolled through by using the up and down arrow keys. Note There is at least one fire alarm in the system. The fault can not be displayed and it is therefore immediately put into the Fault list. To Reset Faults 1) Press LIST to open the list function. Faults can only be reset from the fault list. 2) Press F2 to select the fault list. The latest fault is always displayed first. The fault list can be scrolled through using the list key. The LED on the arrow key is lit if there are more faults to be listed.

The first fault is always displayed first. You can interrupt the list function at any time by pressing the RETURN key.

Disconnections Different parts of the fire alarm system can be disconnected for instance, sections, detectors, manual call points, section units, alarm devices, external control devices and loops. This can be useful when there is welding in a particular section or removal of detectors is required due to structural shipboard 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 CORRECRION 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 ‘CS3000 CONTROL UNIT’ is indicated.

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Thereafter specify the number of detectors that shall be disconnected by entering a single address, an address interval or nothing for all detectors. If the detectors shall be disconnected for a certain time, press the TIMER key and enter the disconnection time before pressing the OFF key, otherwise press the OFF key directly to disconnect the detectors. A detector can also be disconnected locally. All the locally disconnected detectors are marked with the text LOCAL OFF in the Disconnections list. A locally disconnected detector can only be reconnected manually.

Disconnect Section Process 1) Press S to select the section. 2) Enter a section number in the interval 1 - 190 or 201 – 600.

Disconnection of manual call points (Access level 2) A manual call point or a section unit can be permanently disconnected. Select the unit you want to disconnect after you have selected a section and thereafter press the OFF key to disconnect the unit.

3) Press OFF to disconnect the section. 4) When the section is disconnected the text on line three is changed to ORDER DONE. 5) The DISCONNECTION LED is lit if this is the first active disconnection in the system. 6) A message is displayed on line three, for about few seconds, if the system cannot disconnect the section. The system thereafter returns to the previous menu.

3) Press the arrow keys until the appropriate fault is displayed. 4) Press R in the FAULT field to reset the fault. The system attempts to reset the fault. (Press M in the FAULT field to acknowledge the displayed fault.)

Disconnection of detectors (Access level 1) When disconnecting detectors there is a free choice of a single address, a sequence of addresses or all addresses. The disconnections can either affect all types of detectors or only a specific type of detectors such as smoke detectors or heat detectors. The disconnection can either be a permanent disconnection. or a disconnection for a certain time interval. A disconnection for a certain time interval reconnects the detectors automatically when the time interval has elapsed. The permanent disconnections are reconnected from the Disconnections list. A detector is specified by the section number and thereafter the type of detector. The following type of detectors can be specified: • All detectors, press the D key • Smoke detectors, press the SD key • Heat detectors, select HEAT. DET in the section menu.

7) Continue to define the next disconnection or, if finished, return to normal by pressing RETURN. Disconnection for a certain time interval The procedure for a disconnection for a certain time is the same as for a permanent disconnection except that after the section number is entered, press the TIMER key and enter a time duration for the disconnection, thereafter press the OFF key. The maximum disconnection time is 24 hours.

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Disconnection of alarm devices (Access level 1) All alarm devices or a single alarm device can be permanently disconnected. Press the EA key, enter an address for a single alarm device or if all alarm devices are to be disconnected press the OFF key immediately. Disconnection of external control devices (Access level 1 and 2) All external control devices, a single external control device or a category of external control devices can be disconnected permanently. Firsts press the EC key, thereafter enter the external control device address or select a category, finally press the OFF key to disconnect. Disconnection of alarm delay (Access level 3) The alarm delay function is normally ON and it can be disconnected manually. Press the AD key, specify the central unit number and then press the OFF key.


3J LNG AL WOSAIL Reconnection (Access level 1 or 2) The permanently disconnected units can only be reconnected from the Disconnections list. Select the appropriate disconnection and thereafter change the status of the specified unit by pressing the ON key. A disconnection for a certain time interval reconnects the units automatically when the time interval has elapsed. The units can be manually reconnected from the Disconnections list before the time interval has elapsed. A locally disconnected detector can only be reconnected manually. Note All disconnected units should be reconnected as soon as possible since the CS3000 fire alarm system can not supervise a disconnected unit.

3. Adjustment Change access level (Access level 1) Different operators are allowed to use different functions. All functions in the system are therefore divided into four different access levels of which the normal user has access to three. The system automatically enters access level one when the control unit door is opened. You may change to a new access level by entering an access code, one for each access level. 1) Select access level function · Press F4 (MENU). · Press F1 (ACC.LEV.). · Enter a four-digit number for the desired level. 2) Each keystroke is echoed on the display with an asterisk (*). 3) If the access code is correct the new access level is displayed on line three. After a few seconds the display returns to the previous menu. 4) If the access code is not correct the system keeps the old access level. After a few seconds the display returns to the previous menu. Change access code (Access level 1) The functions in the system are divided into several access levels and each level is protected by an access code. You can go from one access level to another by entering the correct access code. You can change the access codes by using the display on the operator panel, but you can only change the access codes for the present access level or a lower level. 1) Select access code function · Press F4 (MENU). · Press F2 (CHA.CODE).

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1 Draft / 2004. 10. 29

Cargo Operating Manual 2) Enter access level · Enter an access level 1, 2 or 3. The system only accepts the current leve or a lower level. If the system does not accept the level, erase it and enter a new lower level. 3) Enter new access code · Enter the new code, a four-digit number. 4) Each keystroke is echoed on the display with an asterisk (*). · Enter the new code once again.

1) Select time function · Press F4 (MENU) repeatedly until SET TIME is displayed on line four. 2) Set time · Press F1 (SET TIME). · Enter a two-digit number for hours. · Press F1 (:). · Repeat this procedure for minutes and seconds. · Press F1 (READY). 3) If you want to erase one or more digits use the correction key ( ¬ ).

5) If the access code is accepted A text is displayed on line three and after a few seconds the display returns to normal status and the text CS3000 CONTROL UNIT is displayed. 6) If the access code is not accepted If the access code is not accepted the text on line three is changed to ACCESS CODES NOT THE SAME. Erase the wrong access codes by using the correction key and thereafter enter the new access code again. Set date (Access level 2) The system date can be changed with this function. The date must be entered on the form YYMMDD. 1) Select date function · Press F4 (MENU) repeatedly until SET DATE is displayed on line four. · Press F2 (SET DATE). 2) Enter new date · Enter a six-digit number,(YY:MM:DD) two digits each for year, month and day, separated by : (colon). You will find colon present on the display when you need it, use the F1 key. · Press F1 (READY). 3) Enter day of week · Enter a digit, 1-7, for the day. ( Monday = 1, Tuesday = 2, Wednesday = 3, Thursday = 4, Friday = 5, Saturday = 6, Sunday = 7 ) · Press F1 (READY). 4) The system checks the date and only accepts a correct date. The new date is displayed for a few seconds thereafter the system returns to normal status and the text CS3000 CONTROL UNIT is displayed. Set time (Access level 2) The system clock is set with this function. The time must be entered as hours: minutes:seconds on a 24-hour clock. The colon is used as a separator between each item. The colon is present on function key F1 when needed.

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4) If the time interval is correct the system clock is changed and the text TIME CHANGED is displayed on line three and the time on line two is updated. After a few seconds the system returns to normal status and the text CS3000 CONTROL UNIT is displayed. 4. Test Lamp test (Access level 1) This test function light all the indicators and each segment on the display for about five seconds. 1) Press F4 (MENU). Repeatedly until LAMP. TEST is displayed on line four. 2) Press F1 (LAMP TEST). All segments on the display and all indicators on the control unit panel are lit. Thereafter the system returns to normal status, the text CS3000 CONTROL UNIT is displayed. Buzzer test (Access level 1) You can use this function to test the buzzer. The buzzer will sound for about 5 seconds. 1) Press F4 (MENU). Repeatedly until BUZZER is displayed on line four. 2) Press F3 (BUZZER). The buzzer beeps a few times. Thereafter the system returns to normal status, the text CS3000 CONTROL UNIT is displayed. Power unit test and rapid charge of battery (Access level 2) This test function includes both a test of earth fault for a power unit and a rapid charge function. 1) Enter section · Press S. · Enter a section number, interval 1 - 190.


3J LNG AL WOSAIL


2) Select power unit · Press F4 (MENU) until power unit is displayed. · Press F2 (POWER DATA). · Enter address. · Press F4 (MENU).

system by using the two LIST keys, the fire alarms are listed forward and backward respectively.

3) EARTH TEST · Press EARTH+ (F1) or EARTH- (F2). The earth fault detection between the positive/negative connector, depending on your selection, and earth is tested for proper function. The result of the test, 0 or 1, is displayed on line three. 0 is equal to test failure and 1 is equal to test successful.

Keys △ LIST: ▽ LIST: LOCAL MUTE:

4) RAPID CHARGE · Press R.CHARGE (F4). The rapid charging of the battery in the net unit is started. The charging continues for 30 minutes.

The user may mute the local buzzer by activating the LOCAL MUTE key all the other audible devices are not effected.

LAMP TEST:

Indicators ON LINE: MORE ALARMS:

Operation The previous fire alarm is shown in the display. The next fire alarm is shown in the display. The local buzzer is muted but no other audible device is effected. All the indicators and all the segment in the display are lit for a few seconds. Description Is lit when the power is on. LED indicating multiple fire alarms.

5. MN3000 - Mini Repeater unit A MN3000, mini repeater unit, can only display one fire alarm at a time. An indicator is lit if there are more than one fire alarm in the system. The user can list all fire alarms in the system forward or backward by use of two keys. The MN3000 also includes a local buzzer that is activated at each fire alarm. The user can mute this buzzer from the MN3000 (local mute). All the indicators and each segment in the display on the MN3000 are tested when the lamp test key is activated. MN3000 panel

When the MN3000 panel is activated by a fire alarm the first fire alarm is shown in the display and the local buzzer is sounding. The first two lines in the display are equal to the first line in the display on the operating panel, as the third and fourth lines are equal to the second line on the display on the operating panel. The text on the MN3000 display is changed whenever the text is changed on the first two lines on the operating panel display. The MORE ALARMS indicator is lit when more than one fire alarm is detected in the fire alarm system. The user may at any time display the other fire alarms in the

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3J LNG AL WOSAIL


Part 6 : Cargo Operations 6.1 Post Dry Dock Operation................................................................... 6 - 2 6.1.1. Procedure for Normal Inerting............................................... 6 - 2 6.1.2 Drying Cargo Tanks ................................................................ 6 - 4 6.1.3 Inerting Cargo Tanks............................................................... 6 - 6 6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8 6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12 6.2 Ballast Passage ................................................................................ 6 - 13 6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 16 6.2.2 Spraying During Ballast Voyage........................................... 6 - 18 6.3 Loading............................................................................................ 6 - 19 6.3.1 Preparations for Loading ...................................................... 6 - 19 6.3.2 Cargo Lines Cool Down ....................................................... 6 - 22 6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 26 6.3.4 Nitrogen Set-up during Loading ........................................... 6 - 28 6.3.5 De-Ballasting ........................................................................ 6 - 30 6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 32 6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 32 6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 34 6.5 Discharging with Gas Return from Shore........................................ 6 - 36 6.5.1 Preparations for Unloading ................................................... 6 - 36 6.5.2 Liquid Line and Arm Cooldown before Discharging............ 6 - 38 6.5.3 Discharging with Gas Return from Shore............................. 6 - 40 6.5.4 Ballasting .............................................................................. 6 - 44 6.6 Pre-Dry Dock Operations ................................................................ 6 - 46 6.6.1 Stripping and Line Draining ................................................. 6 - 46 6.6.2 Tank Warm Up ...................................................................... 6 - 48 6.6.3 Inerting.................................................................................. 6 - 50 6.6.4 Aeration................................................................................. 6 - 52 6.6.5 Aeration of Cofferdam Space................................................ 6 - 54

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Part 6 Cargo Operations


3J LNG AL WOSAIL Illustration 6.1.1a Insulation Space Inerting



To N2 Vent Mast

To N2 Vent Mast


To Gas Detector

I

ABCDEF = N2 distribution of nitrogen at I.B.S. bottom and stripping JL of the leaked cargo in I.B.S. (Bottom AFT part) G

= Portable liquid level measuring (Bubbling type) and portable gas sampling for I.B.S. (Low point)

K

H


I


V


W


K


M


I.B.S.


A

= Insulation space

N

= I.B.S. safety valve pilot IS

S


T


I.B.S.


I.S.

= Insulation space

LDC

M

LDC

CN512

L.O

CN506

CN509

CN901

Manifold (PORT FWD)

M

Manifold (PORT AFT)

LDC

VF

CN902

CN552


T

CN501

M

CN503

LDC

FM007

CN511 CN510

R

S

R

In Tank

(Near Deck Store)

M

CN438

Shaft Sealing Oil Demister

PI

FM008 CN513 VF

IBS


L

FWD IS W Bilge Well (C) V

Cofferdam

Q

Q


Bulkhead Sealing


C D

J

G

IS

CN514CN515

B

E F


I.S.

Motor Room

H

M

CN516 Sett. 60kPa

Key

CN551


N2 Main Line PI


Insulation Space

st

CN135

No.3 Tank

6-1

I H

G

L J F EDCB A N

CN105 CN110 CN109

CN111

CN156

CN155

CN157

CN145

IS IBS

Q

R

CN166

PI

CN114

CN153 PT

CN106 CN112 CN113

CN108 CN118 CN119

OP1


CN102

OF

CN202

CN120

CN133

CN152

CN151

CN131 CN130 CN121

CN122


PI

CS105

CN214

CN213

PI

CN212

PT

CN226

CN206

CN253


CN208 CN219

GAS LINE

CN136

R

OF

CN220


IS

LIQUID DOME

To Spray Line

No.2 Tank

T

CN137 AFT B/W

FM501

To Spray Line

FM502

CN302


S

IBS

IS IBS

GAS LINE Q

OP1

CN218

CN221 CN233

CS205

CN366

CN231 CN230

CN222

CN314

CN313


CN312

PI

CN306

CN352

CN353 PT

PI

PI

M


PT

OP1

CN104

L J F EDCBA N

CN127

CN146

CN107 CN116 CN115

CN211

CN117

CN205 CN210 CN209

CN257

CN256

CN255 CN237

IS G

CN128

V

T

CN236

R

H

CN351 CN308 CN319


IBS

LIQUID DOME

OF

FM503

To Spray Line

CN320

CN333

CN245

CN227

CN246

CN207 CN216 CN215

CN217

CN502 Manifold (STBD FWD)

CN311

CN504

CN305 CN310 CN309

CN357

CN356

CN355

IS IBS

AFT B/W

CN103

PI

S

I

OP1

CN318

CN321

CN331 CN330

CN422

CN332

CS305


CN414

CN413 CN412

To Gas Detector

CN402

No.4 Tank

1 Draft / 2004.10.29

PI

CN406

CN452

CN451

CN453 PT

PI

OF

CN420

OP1

CN466

To Spray Line

FM504

CS405

CN433

CN408 CN418 CN419

CN421

CN431 CN430

CN422

CN432

Q


K

V


PI

M

CN252

L J F EDCBA N

PT

OP1

CN266

G

GAS LINE

CN336

CN228

CN101

CN204

H

K

T

CN337 CN441

I

To Gas Detector PI

CN345

IS

CN436

R


IBS

LIQUID DOME

CN203

PI

CN304

L J F EDCBA N

S

AFT B/W

CN404

G

To Gas Detector


M

CN437

IS IBS

Q I

PI

V

GAS LINE

IS

IBS

FWD B/W

PT

OP1

CN201

Manifold (STBD AFT)

K

S

LIQUID DOME

CN328

PI

T

H

CN303

M

V

AFT B/W

CN346

CN317

CN411


CN327

CN301 CN307 CN316 CN315

CN405 CN410 CN409

PI

CN457

CN456

PI K

PT

OP1

CN455

CN428

CN445

CN403

CN427

CN446

CN407 CN416 CN415

CN417

CN401

CN235

CN505

CN335

CN435

Gas Sampling Line

No.1 Tank


3J LNG AL WOSAIL Part 6 : Cargo Operations 6.1 Post Dry Dock Operation 6.1.1. Procedure for Normal Inerting (See Illustration 6.1.1a) The primary and secondary insulation spaces are filled with dry nitrogen gas which is automatically maintained by alternate relief and make-up as the atmospheric pressure or the temperature rises and falls, under a pressure of between 0.5 kPa and 1.5 kPa above atmospheric.

Cargo Operating Manual It should be noted that, even with the tanks fully loaded, a pressure lower than atmospheric pressure in the primary insulation spaces is not harmful to the primary membrane. In this respect, it should be noted that this membrane is subjected to a -80 kPa vacuum pressure, both during global testing at the construction stage. Caution With the cargo system out of service and during inerting, always maintain the inter barrier space pressure at, or below, tank pressure and always maintain the insulation space pressure at or above the inter barrier space pressure.

The nitrogen provides a dry and inert medium for the following purposes: y y y

To prevent formation of a flammable mixture in the event of an LNG leak. To permit easy detection of an LNG leak through a barrier. To prevent corrosion.

. Nitrogen, produced by the two N2 generators and stored in a pressurised buffer tank of 24 m3, is supplied to the pressurisation headers through make-up regulating valve. From the headers, branches are led to inter barrier space and insulation spaces of each tank. Excess nitrogen from the inter barrier space is vented to each N2 vent mast through the exhaust regulating valves. Both inter barrier space and insulation spaces of each tank are provided with a pair of pressure relief valves which open at a pressure of 3.0 kPa and 3.5 kPa above the atmospheric level in each space. A manual bypass with a cut out valve (CN114, 214, 314, 414) is provided from the inter barrier space to the N2 vent mast for local venting and sweeping of a space if required. 1) Adjust the set point of the nitrogen supply regulating valve to the each inter barrier space at 0.5 ~ 1.0 kPa and the regulating valve CN576 to the insulation space at 1.0 ~ 1.5 kPa. 2) Adjust the set point of the nitrogen exhaust regulating valve inter barrier space at 1.5 kPa and regulating valve insulation space at 2.0 kPa. In the event of cargo gas leakage into insulation spaces, this can be swept with a continuous feed of nitrogen by opening the exhaust from the space, allowing a controlled purge. Close monitoring of the gas analyzer on this space will be necessary during purging. In cases where other consumers reduce the availability of nitrogen for the insulation spaces, the pressure may temporarily fall below the atmospheric pressure. When put in communication, and therefore subjected to the same nitrogen pressure, the inter barrier space and insulation spaces can withstand a large depressurisation without any damage.

st

1 Draft / 2004.10.29

6-2



3J LNG AL WOSAIL Illustration 6.1.2a Drying Cargo Tanks

CG900

CG922

CG913CG909 CG920

CG914CG910

ESD

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

CG930 VF

FM005

CL031

NO.1 L/D COMPRESSOR CG906

FM004

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901

DRY AIR LINE FM006

CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


HUMID AIR LINE

CS905 FORCING VAPORISER

CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6-3

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.1.2 Drying Cargo Tanks (See Illustration 6.1.2a) During a dry docking or inspection, cargo tanks which have been opened and contain humid air must be dried to avoid primarily the formation of ice when they are cooled down and secondly, the formation of corrosive agents if the humidity combines with the sulphur and nitrogen oxides which might be contained in excess in the inert gas. The tanks are inerted in order to prevent the possibility of any flammable air/LNG mixture. Normal humid air is displaced by dry air. Dry air is displaced by inert gas produced from the IGG. Dry air is introduced at the bottom of the tanks through the filling piping. The air is displaced from the top of each tank through the dome and the vapour header, and is discharged from the No.1 vent mast riser.

Cargo Operating Manual Wet air which may be contained in the discharge lines from the cargo pumps, float level piping and any associated pipe work in the cargo compressor room must be purged with dry air. 9) When all the tanks are dried, stop the IGG. Close the supply valve CL701 to the liquid header and close valve CG701 to the venting system at the No.1 vent mast riser. Note It is necessary to lower the tank dew point by dry air to at least -20 °C before feeding tanks with inert gas in order to avoid formation of corrosive agents. This operation will be completed in 20 hours.

The operation, carried out from shore or at sea, will take approximately 20 hours to reduce the dew point to less than -20 °C. 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 to inert all other LNG and vapour pipework. Before the introduction of LNG or vapour, any pipework not purged with inert gas must be purged with nitrogen. Operating Procedure for Drying Tanks (See Illustration 6.2.2a) Dry air, with a dew point of -45 °C, is produced by the IGG at a flow rate of 14,000 Nm3/h. 1) Prepare the inert gas/dry air generator for use in the dry air mode. 2) Install the spool piece SP02 to connect the inert gas/dry air feeder line to the liquid header. 3) Open valves CL701, CL407, CL307, CL207 and CL107 to supply dry air to the liquid header. 4) Open tank filling valves CL400, CL300, CL200 and CL100. 5) Open tank vapour valves CG400, CG300, CG200 and CG100. 6) Open CG701 to vent through the No.1 vent mast. Eventually, tank pressure is controlled via the regulating valve CG702, set at 10 kPaG by the inching control, manually set on the IAS. 7) Start the IGG (dry air production). When dew point is -45 °C, open the delivery valve and close the purge valve on the IAS. 8) Monitor the dew point of each tank by taking a sample at the vapour domes. When the dew point is -25 °C or less, close the filling and vapour valves of the tank.

st

1 Draft / 2004.10.29

6-4



3J LNG AL WOSAIL Illustration 6.1.3a Inerting Cargo Tanks

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901

INERT GAS LINE FM006

CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


DRY AIR LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6-5

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.1.3 Inerting Cargo Tanks (See Illustration 6.1.3a) Inert gas, with an oxygen content of less than 0.5 % and a dew point of -45 °C, is produced by the IGG with a flow rate of 14,000 Nm3/h. Emergency pump wells have to be inerted with nitrogen before inerting the cargo tanks. 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 avoid asphyxiation due to oxygen depletion.

Cargo Operating Manual Note Until the ship is ready to load LNG for gas filling, the tanks may be maintained under inert gas as long as necessary. If required, pressurise the tanks to 2 kPa above atmospheric pressure and, to reduce leakage, isolate all the valves at the forward venting system. Air is purged and replaced by inert gas to attain O2 content less than 2 % by the volume and dew point lower than -40 °C. This operation will be completed in 20 hours. Warning All pump discharge valves must remain shut in order to protect the pump from high speed revolution without lubricant.

1) Prepare the IGG for use in the inert gas mode. 2) Install the spool piece SP02 to connect the inert-gas/dry-air feeder line to the liquid header. 3) Open the valves CL701, CL407, CL307, CL207 and CL107 to supply inert gas to the liquid header. 4) Open tank filling valves CL400, CL300, CL200 and CL100. 5) Open tank vapour valves CG400, CG300, CG200 and CG100. 6) Open CG701 to vent through the No.1 vent mast riser. Eventually, tank pressure is controlled via the regulating valve CG702 set at 10 kPaG by inching control, manually set on the IAS. 7) When oxygen content is less than 0.5 % and dew point is -45 °C, open delivery valve and close purge valve on the IAS. 8) By sampling at the vapour dome, check the atmosphere of each tank by means of the portable oxygen analyser. O2 content is to be less than 1 % and the dew point less than -40 °C. 9) During tank inerting, purge for about 5 minutes the air contained in the lines and equipment by using valves and purge sample points. 10) When the inerting of the tanks, lines and equipment is completed, set the regulating valve CG702 to 15 kPaG in order to pressurise all the tanks to this pressure. 11) When the operation is completed, stop the supply of inert gas and close valves CL701, CL407, CL307, CL207, CL107, CL400, CL300, CL200 CL100, CG400, CG300, CG200, CG100, and CG701.

st

1 Draft / 2004.10.29

6-6



3J LNG AL WOSAIL Illustration 6.1.4a Gassing-up Cargo Tanks (Stage-1)

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903 LNG VAPORISER

FM005

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

OF

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901

LNG LIQUID LINE FM006

CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


LNG VAPOUR LINE LNG MIXTURE AND INERT GAS LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6-7

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 6.1.4 Gassing-up Cargo Tanks 1. Introduction After lay up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If the purging has been done with inert gas, the cargo tanks have to be purged and cooled down when the vessel arrives at the loading terminal. This is because, unlike nitrogen, inert gas contains 14 % carbon dioxide (CO2), which will freeze at around -60 °C and produces a white powder which can block valves, filters and nozzles. During purging, the inert gas in the cargo tanks is replaced with warm LNG vapour. This is done to remove any gases liable to freezing such as carbon dioxide, and to complete the drying of the tanks. 2. Description LNG liquid is supplied from the terminal to the liquid manifold where it passes to the stripping/spray header via the appropriate shore connection liquid valve. It is then fed to the LNG vaporizer and the LNG vapour produced is passed at +20 °C to the vapour header and into each tank via the vapour domes. At the start of the operation to fill the cargo tanks, the piping system and LNG vaporizer are vapour locked. The stripping/spray header can be purged into the cargo tanks via the vapour dome through the arrangement of spray valves containing the control valve until liquid reaches the LNG vaporizer. The LNG vapour is lighter than the inert gas, which allows the inert gases in the cargo tanks to be exhausted up the tank filling line to the liquid header. The inert gas then vents to the atmosphere via the No.1 vent mast. When 5 % methane (the percentage figure will be specified by the particular port authority) is detected at No.1 vent mast, the exhaust gas is directed ashore via the HD compressors by pass line, or to the boilers through the gas burning line. This operation can be done without the compressors, subject to existing back pressure, or with one or both HD compressors in service. If possible, it is better not to use compressors to avoid creating turbulence inside the tanks.

There are exceptional cases where it may be necessary to undertake the purging of one or more tanks at sea using LNG liquid already on board. In this case the liquid will be supplied to the LNG vaporizer via the stripping/spray header by using the stripping/spray pump of a cargo tank containing LNG liquid. Due to local regulations on venting methane gas to the atmosphere, some port authorities may require the entire operation to be carried out with the exhaust gases being returned to shore facilities. 3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour 1) Stage One (See Illustration 6.1.4a) It is assumed, though unlikely in practice, that all valves are closed prior to use. a)

Install the following spool pieces: Liquid header to No.1 vent mast (SP04). Liquid header to compressor (SP02) (only if compressor is required)

b) Prepare the LNG vaporizer for use. c)

Adjust the set point of the temperature control valve to +20 °C.

d) Using the IAS, adjust the set point of the pressure control valve CG702 to 6 kPaG (or required value) by using the inching control (remote manual). e)

Open the valve CL700 at the No.1 vent mast.

f)

Open the valve CS071, the stripping/spray header crossover valve to the manifold.

h) Open the valve CS901, the inlet valve to the LNG vaporizer.

The target values for N2 gas and inert gas CO2 is equal to or less than 1 %. These values should be matched with the LNG terminal requirements.

i)

In the cargo machinery room open the outlet from the LNG vaporizer CG929.

This normally entails approximately one point eight (1.8) changes of the volume of the atmosphere in the cargo tank.

j)

Open valve CG707 to allow supply to the vapour header.

st

1 Draft / 2004.10.29

Open CS023 (if using the after liquid manifold on the port side), the isolating valve to the stripping/spray header.

m) Using the IAS, open the individual tank loading valves. No.1 Tank CL100 CL107 No.2 Tank CL200 CL207 No.3 Tank CL300 CL307 No.4 Tank CL400 CL407 n) Using the IAS, open CL021, the liquid manifold valve on the port side, and request the terminal to commence supply of LNG liquid to the ship at a constant pressure of 200 kPa or as required. o) Adjust No.1 vent mast pressure with CG702 to 20 kPaG or as required. p) Monitor the inert exhausting gas at each liquid dome (use the mid cargo tank sample cock initially, followed by the sample cock at the top of the loading line). Also monitor the inert exhausted gas at No.1 vent mast riser, using the sample cock. q) When 5 % methane, (or the quantity the port authority will allow) is detected at No.1 vent mast and each vapour dome, request permission from the terminal personnel to direct exhaust gas to the terminal facilities.

g) Open valve CS702 on the stripping/spray header to enable supply to reach the LNG vaporizer.

The operation is considered complete when the CH content, as measured at the top of the cargo filling pipe, exceeds 98 % by volume.

On completion of purging, the cargo tanks will normally be cooled down.

l)

k) Open the header valves at the vapour domes. No.1 Tank CG100 No.2 Tank CG200 No.3 Tank CG300 No.4 Tank CG400 For safety reasons, ensure that the hull water curtain on the connected side is in operation.

6-8



3J LNG AL WOSAIL Illustration 6.1.4b Gassing-up Cargo Tanks (Stage-2)

CG900

CG922

CG913CG909 CG920

NO.2 B.O/W.U HEATER

CG914CG910

OF


CS903 LNG VAPORISER

FM005

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM004

OF

CL031


CG930

CG929

CL033

CG918

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043




CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F

CS107

R

CG101

CR100

CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300

CS308

CS407

CS408

FL400

CL406

CR301

F

FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6-9

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 3) Stage Two (See Illustration 6.1.4b) Inert gas condition CO2: equal to or less than 1 % by vol. Nitrogen gas condition N2: equal to or less than 1 % by vol. When 5 % CH content (or the quantity the port authority will allow) is detected at No.1 vent mast and each vapour dome, request permission from the terminal personnel to direct exhaust gas to the terminal facility’s flare stack. a)

During the change of atmosphere, purge the following sections for about 5 minutes each: a)

Prepare both HD compressors for use.

b) Install the spool piece connecting the liquid line to the suction for the HD compressors (SP02). c)

When the cargo tank CH content reaches 98 %, throttle in the individual tank loading valve until it is only just cracked open.

Adjust the set point of the HD compressor flow controller.

d) On the HD compressors open the following valves: CG903 inlet to No.1 HD compressor CG915 outlet from No.1 HD compressor CG904 inlet to No.2 HD compressor CG916 outlet from No.2 HD compressor e)

Open the following valves: CL701/CG705, liquid header vapour supply to the HD compressors and CG900, HD compressor supply to the manifold

f)

Open the vapour manifold valve CG071(port side). This will enable a free flow of gas to the terminal and is a check that the pipeline layout on board has been arranged correctly.

b) Purge manual and ESD valves. The manifold bypass valves are not in use. The operation is considered complete when all four cargo tanks have at least a 98 % CH content and the acceptable CO2 content and/or N2 content is as requested by the terminal. c)

i)

ii) HD and LD compressors with the compressor inlet and outlet valves. Make sure to thoroughly purge each compressor in turn. iii) Vapour crossover and manifolds CG071 and CG072, venting through the manifold flanges CG073 and CG074. iv) Cargo pump lines, stripping/spray pump lines and emergency cargo pump well via the appropriate line valve and purge sample point. v) Extremities of vapour header via sample points. d) Request the terminal to stop the supply of LNG liquid. e)

Stop both HD compressors, if operated.

f)

Close CS023, the isolating line to the stripping/spray lines.

Using the IAS, monitor the pressure inside the tanks. If the pressure increases, request the terminal to reduce the supply of LNG, or increase the flow through the HD compressors by adjusting the set point on both HD compressors’ flow rate by IGV adjusting. If the pressure decreases, reduce the flow through the HD compressors by adjusting the set point of both HD compressors’ flow rates. Alternatively, shut down one of the compressors as necessary, or request the terminal to increase the LNG liquid supply to the LNG vaporizer.

st

Purge the following lines and equipment for five minutes each: i) HD and LD heater and forcing vaporizer, venting via the sampling cocks.

g) Once the flow to the terminal has been established, close valve CL700 at No.1 vent mast. Using the IAS, adjust the set point of No.1 vent mast control valve CG702 to the required value (for example 23 kPaG, so that this valve will remain closed during normal running of the compressors, but would act in a safety capacity if necessary), and reopen CL700. h) If the tank pressure increases too much, using the IAS start one or both of the HD compressors as necessary.

All sections of the stripping/spray header and tank connections, via the valves at each vapour dome: No.1 Tank CS106, 107, 108 No.2 Tank CS206, 207, 208 No.3 Tank CS306, 307, 308 No.4 Tank CS406, 407, 408

1 Draft / 2004.10.29

g) Do not shut down the LNG vaporizer until it has been warmed through to the ambient temperature. h) Remove spool pieces after purging with nitrogen and testing the gas content. i)

Prepare the cargo system for cool down.

6 - 10



3J LNG AL WOSAIL Illustration 6.1.5a Cooling Down Cargo Tanks

CG900

CG922

CG913CG909 CG920

NO.2 B.O/W.U HEATER

CG914CG910

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM004

FM005

CL031


CG930

CG929

CL033

CG918

CS906

CS902

CS901

LNG VAPOUR LINE FM006

CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


SPRAY LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F

CS107

R

CG101

CR100

CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300

CS308

CS407

CS408

FL400

CL406

CR301

F

FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 11

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.1.5 Cooling Down Cargo Tanks 1. Introduction Arriving at the loading terminal to load the first cargo after refit, or when repairs require the vessel to be gas free, the cargo tanks will be inert and at ambient temperature. After the cargo system has been purge-dried and gassed up, the headers and tanks must be cooled down before loading can commence. The cool down operation follows immediately after the completion of gas filling, using LNG supplied from the terminal.

Cargo Operating Manual Cooling down the cargo tanks from +40 °C to -130 °C, over a period of 10 hours will require a total of about 800 m3 of LNG to be vaporised. Cooldown rate in the cargo tank and insulation spaces is dependant on the amount of LNG spraying. As typical data taken at gas trial for the vessel, refer to attached chart (See Illustration 6.3.1a).

Prepare the heating system for the cofferdams. 1) Prepare the records for the tank, secondary barrier and hull temperatures.

To avoid excessive pump tower stress.

y

Vapour generation must remain within the capabilities of the HD compressors to maintain the cargo tanks at a pressure of 7 kPaG (about 108 kPaA).

y

y

To remain within the capacity of the nitrogen system to maintain the primary and secondary insulation spaces at the required pressures. Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are not a significant limitation on the rate of cool down.

LNG is supplied from the terminal to the manifold cool down line and from there directly to the spray header which is open to the cargo tanks. Once the cargo tank cool down is nearing completion, the liquid manifold cross-over, liquid header and loading lines are cooled down. Cool down of the cargo tanks is considered complete when the mean temperature of the two (2) top sensors in each tank indicate temperatures of -130 °C or lower. When these temperatures have been reached, and the CTS registers the presence of liquid, bulk loading can begin. (GTT defined that target LNG loading is possible when the mean temperature of the cargo tank is lower than -80 °C, but recommended continuation of the cooldown operation of the cargo tank to -130 °C as per LNG terminal requirement) Vapour generated during the cool down of the tanks is returned to the terminal via the HD compressors (or free flow) and the vapour manifold, as in the normal manner for loading. During cool down, nitrogen flow to the inter barrier space and insulation space will significantly increase. It is essential that the rate of cool down is controlled so that it remains within the limits of the nitrogen system to maintain the the inter barrier space and insulation space pressures between 0.5 kPa and 1.5 kPa. Once cool down is completed and the build up to bulk loading has commenced, the tank membrane will be at, or near to, liquid cargo temperature and it will take some hours to establish fully cooled down temperature gradients through the insulation. Consequently boil-off from the cargo will be higher than normal.

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1 Draft / 2004.10.29

6) At each vapour dome open the spray valves CS106, 107, 108, 206, 207, 208, 306, 307, 308, 406, 407, 408. 7) Open vapour valves CG100, 200, 300, 400 on each tank.

2. Preparation for Tank Cool Down

The rate of cool down is limited for the following reasons: y

5) Open CS023 to supply LNG from the liquid manifold.

2) Check that the nitrogen pressurisation system for the insulation spaces is in automatic operation and lined up to supply the additional nitrogen necessary to compensate for the contraction from cooling of the tanks. Prior to the cooling down, the nitrogen pressure inside the primary insulation spaces will be raised to 1 kPa. Pressurise the buffer tank at near the maximum pressure.

8) At No.1 vent mast, open CG702. Set pressure control valve CG702 at 20 kPaG to avoid venting except for safety. 9) Open the HD compressor suction and discharge valves CG903, 904, 915, 916. 10) Open the HD compressor suction from the vapour header CG704 and discharge valve CG900 to the vapour manifold. 11) Open vapour manifold valve CG071. 12) When shore is ready to supply LNG, open ESDS valve CL021.

4) Check that the gas detection system is in normal operation. 5) Prepare the nitrogen generators for use. 6) Prepare both HD compressors for use.

13) After cooling down the lines, request the terminal to supply a pressure of 200 kPa at the ship’s rail. Monitor the tank pressure and the cooling down rate.

3. Operating Procedure - Gas Return through Vapour Header (See Illustration 6.1.5a)

14) Adjust the flow to the spray bars in order to obtain an average temperature fall of 20 °C per hour in the first five hours and then 10/15 °C per hour thereafter.

Assume that the ship is ready to prepare for cool down after the completion of gas filling.

15) Start one HD compressor (or both as necessary) in order to maintain the tank pressure at about 7 kPaG.

As reported by several ship operators, it seems accepted that the vapour return through the liquid header instead of the vapour header, makes the cool down operation more efficient and prevents liquid droplets in the vapour stream. Alternatively, the procedure for cooling down cargo tanks with gas return via the vapour header is as follows:

16) Check the nitrogen pressure inside the insulation spaces. If it has a tendency to fall, reduce the cooling down rate.

1) Arrange the nitrogen piping to preferentially feed the primary insulation spaces. 2) Adjust the set point of the inter barrier space nitrogen supply regulating valves at 1 kPaG and the insulation space at 1.5 kPaG

17) When the average of the temperatures shown by the sensors installed on the pump towers is -130 °C, request the terminal to stop LNG supply, and close CL021. The other valves should remain open until the lines have warmed up. 18) Stop the HD compressor(s) if loading does not take place after cool down.

3) Adjust the set point of the inter barrier space nitrogen exhaust regulating valves at 1.5 kPaG and the insulation space at 1.5 kPaG 4) Open valve CS071 connecting the stripping/spray header with the forward manifold and CS700 on the stripping/spray header.

6 - 12



3J LNG AL WOSAIL 6.2 Ballast Passage A characteristic of the cargo tanks of the Gas Transport membrane type is that as long as some quantity of LNG remains at the bottom of the tanks, the temperature at the top will remain below -50 °C. However, if the ballast voyage is too long, the lighter fractions of the liquid will evaporate. Eventually most of the methane disappears and the liquid remaining in the tanks at the end of the voyage is almost all LPG with a high temperature and a very high specific gravity, which precludes pumping. Thus the operator should consider heel aging for coolant when a ballast voyage is too long. Due to the properties of the materials and to the design of the membrane cargo containment, cooling down prior to loading is, theoretically, not required for the tanks. However, to reduce the generation of vapour and to prevent any thermal shock on the heavy structures, e.g. the pump tower, loading takes place when the tanks are in a ‘cold state’. 1. Cold Maintenance during Ballast Voyage Different methods are used to maintain the cargo tanks in a cold condition during ballast voyages: 1) For short voyages a sufficient amount of LNG is retained in each tank at the end of discharge. The level must never be above 10 % of the length of the tank and the quantities can be calculated by considering a boil-off of approximately 45 % of the boil-off rate under laden voyage condition and the need to arrive at the loading port with a minimum layer of 10 cm of liquid spread over the whole surface of the tank bottom (with the ship even keel). LNG terminal requirement ATR (Arrival Temperature Requirement) ≤ -130 °C. Additional cool down should be carried out at the LNG terminal, when the cargo tank temperature is higher than ATR. 2) Three methods of cooling down are possible, and the one selected will depend on the operating conditions of the ship. a)

Cool down the tanks with LNG supplied from shore.

b) Cool down the tanks just before arrival at the loading terminal. At the previous cargo discharge, a LNG heel is retained in one of the tanks, provided that the heel does not exceed 10 % of the tank length (see sloshing). On top of the quantity to be sprayed, the amount of the LNG heel to be retained will be calculated by assuming a boil-off equivalent of 45 % of the boil-off under laden conditions.

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1 Draft / 2004.10.29

c)

Maintain the cargo tanks cold during the ballast voyage by periodically spraying the LNG so that the average temperature inside the tanks does not exceed -130 °C. As before, a LNG heel is kept in one of the tanks, provided that the level does not exceed 10 % of the tank length (see sloshing). On top of the quantity to be sprayed, the amount of the LNG heel that needs to be retained will be calculated by assuming a boil-off equivalent of 45 % of the boiloff under laden conditions and heel ageing in long ballast voyage cases.

Whichever method is used, cooling down is carried out by spraying LNG inside the tanks. Each tank is provided with two spray rings, each capable of the same flow rate. Note The quantity of LNG to be retained on board will have to be calculated with enough margin to avoid the situation at mid-voyage where the residual is too heavy for the pump to operate. Conservation of bunkers is important; consequently, the cooperation of all members of the management team is essential to ensure as much boil-off gas as possible is used to supply boiler fuel demand, thus keeping fuel oil consumption to a minimum. The LD compressor is used for gas burning on the ballast voyage in the same way as on a loaded voyage, with control of the compressor from vapour header pressures (See section 6.5 Loaded Voyage with Boil-Off Gas Burning). Gas burning during ballast passage can be done with gas to boiler on free flow. The LD compressor need not be operated. If a long delay at the loading port is experienced, the remaining heel will slowly boil-off and the gas available for burning will reduce. Therefore, care must be taken to stop gas burning as the tank system pressures continue to drop as the temperature rises. The degree of natural warm-up will depend on the time factor, voyage and weather conditions. After refit, the first ballast voyage will have to be made using fuel oil only. Due to the different calorific values of fuel oil and gas, engine power will require controlling to prevent overloading the boilers. Note The pressure in the insulation spaces shall be maintained between 0.5 kPa and 1.5 kPa as per GTT recommendation. During the cooling down and loading operation, the set point of the N2 exhaust regulating valve may be adjusted to 1.5 kPa to allow a safety margin against the possibly insufficient N2 supply rate.

6 - 13


3J LNG AL WOSAIL


Blank Page

st

1 Draft / 2004.10.29

6 - 14



3J LNG AL WOSAIL Illustration 6.2.1a Cooling Down Tanks Prior to Arrival

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


SPRAY LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 15

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 6.2.1 Cooling Down Tanks Prior to Arrival (See Illustration 6.2.1a)

10) Open valve CS100, CS200 and CS300 for draining the line.

It is assumed all valves are closed prior to use and heel for cool down has been retained in No.4 cargo tank. All other tanks have been allowed to warm up owing to the length of the voyage.

11) Close spray nozzle valve CS107, 108, 207, 208, 307, 308, 407 and 408.

Set the forward vent mast set point to 15 kPa and put the LD compressor(s) on line to supply the engine room with boil-off gas for the boilers.

12) On completion of cool down leave the spray header valves open to allow the spray line to warm up to the ambient temperature before closing them.

Check the nitrogen system for high flow operation.

1. Cargo Line Cooling Down

Set supply valve CN511, nitrogen to insulation space header, at 500 kPa.

Normally, cooling down operations for cargo lines on membrane type LNG vessels may not be required before arrival alongside the terminal. Operators should review the “implementation procedure” agreed between the seller and the buyer.

Confirm the set point of inter barrier space nitrogen supply regulating valves at 1 kPaG and the insulation space at 1.5 kPaG. Confirm the set point of the inter barrier space nitrogen exhaust regulating valves at 1.5 kPaG and the insulation space at 2.0 kPaG.

2. Cargo Spray Nozzle

1) Open vapour dome outlet valves to the vapour header CG100, 200, 300 and 400. 2) Open valves on the stripping/spray header CS103, 203, 303, 403 and CS700. 3) Open spray nozzle valve of all tanks CS107, 108, 207, 208, 307, 308, 407 and 408. 4) Open spray discharge valve of No.4 cargo tank CS401, 30%. 5) Start No.4 stripping/spray pump and adjust the spray discharge valve CS401 to allow minimum flow and to cool down the spray header. Pressure in stripping/spray main line shall be controlled by throttling the valve CS400. Care should be taken to maintain control of vapour pressure by use of gas in the boilers as fuel, or in the case of an emergency, vented to atmosphere via No.1 vent mast.

Nozzle Capacity Inlet Connection Size NPT 3/4 BD - 316LSS25

2.5

Body Orifice Diam. Nom mm

Cap Orifice Diam. Nom mm

0.5 bar

1 bar

1.5 bar

2 bar

3 bar

6 bar

0.5 bar

1.5 bar

6 bar

7.1

7.5

8.1

11.4

14.0

16.1

19.7

28

63"

70"

74"

SPRAY ANGLE

CAPACITY (Liters / Minule)

MATERIAL

SUS316L

6) Once all spray headers are cool, increase flow by adjusting the spray pump discharge valve and flow to cargo tanks to maintain an even cool down and control of vapour pressure. 7) When all the tanks have attained the required temperature, (ATR: Arrival Temperature Requirement) either continue to spray tanks until required heel is transferred or as follows: ATR ≤ -130 °C 8) Transfer the required amount of heel to each tank, to maintain cooldown condition in the tank.

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1 Draft / 2004.10.29

6 - 16



3J LNG AL WOSAIL Illustration 6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage

CG900

CG922

CG913CG909 CG920

CG914CG910

ESD

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

CG930 VF

FM005

CL031


FM004

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


SPRAY LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

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1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG702

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 17

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 6.2.2 Spraying During Ballast Voyage

1. Sloshing

(See Illustration 6.2.2a) Assuming a single tank is to be cooled down using heel in that cargo tank. It is assumed all valves are closed prior to use and it is No.4 cargo tank that is to be cooled down.

From the experience gained on the first LNG ships put into service and from a large number of model tests and computer analyses, GTT have designed new tanks which are reasonably free from any sloshing risk.

Set the forward vent mast set point to 15 kPaG and LD compressor(s) on line to supply the engine room with boil-off gas for the boilers.

The ship’s cargo tanks are designed to limit the impact forces and the safety margin has been considerably enlarged. However, operators should always be aware of the potential risks to the cargo containment system and also on the tank equipment due to sloshing.

Check the nitrogen system for high flow operation.

2. Precautions to Avoid Damage due to Sloshing

Set supply valve CN511, nitrogen to insulation space header, at 500 kPa. Confirm the set point of inter barrier space nitrogen supply regulating valves at 1 kPaG and the insulation space at 1.5 kPaG. Confirm the set point of the inter barrier space nitrogen exhaust regulating valves at 1.5 kPaG and the insulation space at 2.0 kPaG.

1) Open vapour dome outlet valves to the vapour header CG100, 200, 300 and 400. 2) Open the spray nozzle valve to No.4 cargo tank CS407, 408. Partially open spray return valve CS400 to the No.4 cargo tank. 3) Open spray discharge valve of No.4 cargo tank CS401, 30%

1) Filling limit for cargo tank level The first precaution is to maintain the level of the cargo tanks within the required limits i.e.: Lower than a level corresponding to 10 % of the length of the tank or Higher than a level corresponding to normally 70 % of the height of the tank. 2) Ship’s movement: The second precaution is to try to limit the ship’s movement, which would generate sloshing in the tanks. The amplitude of sloshing depends on the sea condition (wave pattern), the trim and the speed of the ship.

4) Start No.4 stripping/spray pump and adjust the spray discharge valve CS401 to allow minimum flow inlet pressure of the spray nozzle valves shall be controlled by throttling CS400. 5) Once cool down of the spray line and spray nozzle valves of No.4 cargo tank is complete, increase the flow rate by adjusting the spray pump discharge valve and return valve to allow an even cool down and control of vapour pressure. Care should be taken to maintain control of vapour pressure either by use of gas in the boilers as fuel, or venting to atmosphere via the forward vent mast. 5) On completion of cool down leave the spray header valves open to allow the spray line to warm up to ambient temperature before closing them. The above operation can be repeated for each individual tank.

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1 Draft / 2004.10.29

6 - 18


3J LNG AL WOSAIL 6.3 Loading


6.3.1 Preparations for Loading

Normally when loading cargo, vapour is returned to the terminal by means of the HD compressors or shore compressor. The pressure in the ship’s vapour header is maintained by adjusting the compressor flow.

It is assumed that all preparatory tests and trials have been carried out as per section 6.3 on the ballast voyage prior to arrival at the loading terminal.

The cargo tanks must be maintained in communication with the vapour header on deck, with the vapour valve on each tank dome open.

All operations for the loading of cargo are controlled and monitored from the ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are carried out in a sequence to satisfy the following:

If the tanks have not been previously cooled down, LNG spraying is carried out.

1) The cargo tanks are filled at a uniform rate.

1) Connect and bolt up the shore ground cable.

2) List and trim are controlled by the ballast tanks.

2) Connect and test the shore communication cable.

3) The cargo tanks are to be topped off at the fill heights given by the loading tables (98.5 %).

3) Test the telephone for normal communication with the terminal.

4) During topping off, the ship should be kept on an even keel. 5) During loading, the ship may be trimmed in accordance with the terminal maximum draught, in order to assist in emptying the ballast tanks. 6) The structural loading and stability, as determined by the loading computer, must remain within safe limits. An officer responsible for the operation must be present in the CCR when cargo is being transferred. A deck watch is required for routine checking and/or any emergency procedures that must be carried out on deck during the operation. During the loading operations, communications must be maintained between the ship’s CCR and the terminal: telephone and signals for the automatic actuation of the Emergency Shutdown from or to the ship are to be in operation. At all times when the ship is in service with LNG and mainly during loading, the following are required: y

The pressurisation system of the insulation spaces must be in operation with its automatic pressure controls.

y

The secondary Float Level Gauge system should be maintained ready for operation.

y

The temperature recording system and alarms for the cargo tank, barriers and double hull structure should be in continuous operation.

y

st

Alongside the Terminal

The gas detection system and alarms must be in continuous operation.

1 Draft / 2004.10.29

4) Test the back-up communication arrangements with the terminal. 5) Change over the blocking switch for the shut down signal from the terminal, from the blocked to the terminal position. 6) Connect the terminal loading arms to the four LNG crossovers and one vapour crossover. This operation is done by the terminal personnel. 7) Check that the coupling bolts are lubricated and correctly torque and check QCDC (Quick Connect Disconnect) gasket for damage (if applicable). 8) In the CCR, switch on the cargo tank level alarms and level shutdowns which are blocked at sea. 9) Switch the independent level alarms from blocked to normal on each tank. 10) Switch the derived level alarms from blocked to normal on each tank. 11) Verify that alarms for level shut downs blocked are cleared. 12) Connect the nitrogen purge hoses to the crossover connections and purge the air from each loading arm using N2 gas from shore. 13) Pressurise each loading arm with full nitrogen pressure through the purge valve, and soap test each coupling for tightness. 14) Bring the ship to a condition of no list and trim, and record the arrival conditions for custody transfer documentation. Official representatives of both buyer and seller are to be present when the printouts are run.

6 - 19


3J LNG AL WOSAIL


Blank Page

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1 Draft / 2004.10.29

6 - 20



3J LNG AL WOSAIL Illustration 6.3.2a Cargo Lines Cool Down

CG900

CG922

CG913CG909 CG920

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

CL031

CL033

CG918

NO.2 B.O/W.U HEATER


ESD

KEY

CG902

OF

VF

FM004

CG928

CG930

OF


CS906


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


LNG VAPOUR LINE SPRAY LINE

CG929

CS903

OF

LNG VAPORISER

FM005

CS902

CS901


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F

CS107

R

CG101

CR100

CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300

CS308

CS407

CS408

FL400

CL406

CR301

F

FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 21

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL


6.3.2 Cargo Lines Cool Down (See Illustration 6.3.2a)

On each tank keep open the stripping/spray valves to the spray nozzle in order to avoid over-pressure due to line warm up.

Assuming the ship is port side alongside. 1) Open liquid manifold valves CL013, 023, 033, 043 and the LNG manifold ESD valves CL011, 021, 031 and 041.

11) Start one HD compressor and adjust the flow rate to maintain the tank vapour pressure at 5 kPaG.

2) Open valves on spray header, CS103, 203, 303, 403, 071 and 700. 3) On each vapour dome, open the following valves to allow the supply of LNG to the spray nozzle: CS107, 108, 207, 208, 307, 308, 407 and 408. 4)

Open valves on liquid header for each tank CL107, 207, 307 and 407.

5) Open the vapour manifold valve CG071. 6) Open manifold valve CS023, which will allow liquid into the stripping/spray main via crossover valve CS071, CS700, if necessary for additional cooldown in the cargo tanks. 7)

Fully open the liquid filling valves CL100, 200, 300 and 400.

8) Inform the terminal that the ship is ready to receive LNG. The terminal should be instructed to begin pumping at a slow rate for approximately 15 minutes, in order to gradually cool down the terminal piping and the ship’s headers. Slowly increase the terminal pumping rate until the liquid main and spray headers have cooled down (approximately 15/20 minutes). 9) Assuming that the after loading arm is the first to be cooled down: Crack open the liquid filling valves CL100 and CL400 for No.1 and 4 cargo tanks and Close the CL200 and CL300. 10)

Assuming that the liquid header and liquid filling valves CL100, CL400 are cooled down: Crack open the liquid filling valves CL200 and CL300.

Note In order to avoid the possibility of pipe sections hogging, the liquid header and crossovers must be cooled down. On completion of the loading arm cool down. 11) Fully open the filling valves to the tanks CL100, 200, 300 and 400 for Loading. 12) Close manifold valve CS023.

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1 Draft / 2004.10.29

6 - 22



3J LNG AL WOSAIL Cooldown & Loading Sequence

BERTHING SETTING OF THE SHORE GANGWAY

FITTING OIL FENCE & WARNING BUOYS

INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE), ESD PNEUMATIC HOSE TRIP TEST

SHIP/SHORE PRE-LOADING MEETING

LOADING STARTED

START WATER CURTAIN SAMPLING CONNECTING LOADING ARM

LOADING FINISHED

LEAK TEST & O2 PURGING

DRAIN THE LIQUID LOADING ARM

LINE UP FOR PURGING THE INERT GAS

FINAL GAUGING (CLOSING CTMS)

LIQUID ARM COOL DOWN

PURGING THE LIQUID LOADING ARM

TRIP TEST

DISCONNECTING LIQUID LOADING ARM

INERT GAS PURGING STARTED

PURGING THE VAPOUR RETURN ARM VAPOUR LINE OPENED

INERT GAS PURGING FINISHED

DISCONNECTING VAPOUR RETURN ARM

COOL DOWN OF CARGO TANKS STARTED

STOP WATER CURTAIN

OPENING CTMS

MEETING AFTER LOADING

COOL DOWN OF LIQUID LINE

REMOVAL OF WANING BUOYS DISCONNECTING THE ESD PNEUMATIC HOSE, COMMUNICATION SYSTEM (F/O CABLE)

COOL DOWN OF CARGO TANKS COMPLETED

REMOVING THE SHORE GANGWAY

COOL DOWN REMAINING LOADING ARMS

UNBERTHING

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1 Draft / 2004.10.29

6 - 23



3J LNG AL WOSAIL LNG Loading Operation Sequence



INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE), ESD PNEUMATIC HOSE SHIP/SHORE PRE-LOADING MEETING

DRAINING THE LIQUID LOADING ARM

START WATER CURTAIN CONNECTING LOADING ARM O2 PURGING WITH N2 & LEAK TEST INITIAL GAUGING (OPENING CTMS) RETURNING BOIL-OFF VAPOUR TO SHORE

FINAL GAUGING (CLOSING CTMS) PURGING THE LIQUID LOADING ARM DISCONNECTING LIQUID LOADING ARM PURGING THE VAPOUR RETURN ARM DISCONNECTING VAPOUR LOADING ARM

ESD TEST UNDER WARM CONDITION

STOP WATER CURTAIN

LOADING ARM COOLING-DOWN

MEETING AFTER LOADING REMOVAL OF WARNING BUOYS

ESD TEST UNDER COLD CONDITION START LOADING

DISCONNECTING THE ESD PNEUMATIC HOSE, COMMUNICATION SYSTEM (F/O CABLE)

SAMPLING

REMOVING THE SHORE GANGWAY FINISH LOADING UNBERTHING

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1 Draft / 2004.10.29

6 - 24



3J LNG AL WOSAIL Illustration 6.3.3a Loading with Vapour Return to Shore

CG900

CG922

CG913CG909 CG920

NO.2 B.O/W.U HEATER

CG914CG910

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM004

FM005

CL031


CG930

CG929

CL033

CG918

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


LNG VAPOUR LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

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1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F

CS107

R

CG101

CR100

CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300

CS308

CS407

CS408

FL400

CL406

CR301

F

FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 25

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.3.3 To Load Cargo with Vapour Return to Shore It is assumed for clarity of the description that all valves are closed prior to use and that the ship is port side alongside. 1. Checks to be made before Cargo Operation 1) Test the remote operation of all cargo tank valves and manifold ESD valves. 2) Test the remote operation of ballast valves. Test the HD compressors, water ballast pumps, safety systems and glycol heating systems.

Cargo Operating Manual 9) Check: Optical fibre system. Connection of liquid and vapour arms. Communications with shore. Ship/shore electrical and pneumatic connection and safety devices ESDS. 10) Carry out safety inspections. 11) Complete the relevant ship/shore safety checklist. 12) Open liquid filling valves for each tank CL100/107, CL200/207, CL300/307 and CL400/407.

2) Prepare the fire fighting equipment, water hoses and protective clothing for use. In particular, the manifold dry powder monitors should be correctly aligned ready for remote operation. Ensure the water spray system on deck is ready for operation, filters installed and off-shore blanks removed. 3) Prepare both HD compressors for use with seal gas and LO systems in operation. 3. Cargo Loading Operation (See Illustration 6.3.3a) 1) Ensure that the nitrogen buffer tank is at maximum pressure. 2) Arrange nitrogen piping to preferentially feed the primary insulation spaces. 3) Check the primary insulation spaces additional supply valves CN#20, #21 for each tanks as standby. 4) Adjust the setpoint of the nitrogen supply pressure control valves; inter barrier space 0.5 ~ 1 kPaG and insulation space, 1 ~ 1.5 kPaG. 5) Adjust the set point of the nitrogen exhaust pressure control valves; inter barrier space, 1 ~ 1.5 kPaG and insulation space, 1.5 ~ 2.0 kPaG. 6) Switch on the unblocking level alarms in the Custody Transfer System and run the custody transfer print-out for official tank gauging. The CTMS should be open before the loading arm cool down operation. 7) Open gas outlet valves on each cargo tank vapour dome (normally these valves are left open), CG100, CG200, CG300 and CG400. 8) Open inlet/outlet valves CG903, 915, 904, 916 on the HD compressors.

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1 Draft / 2004.10.29

24) Liquid lines, including the horizontal part of the crossover, will automatically drain to No.4 cargo tank. The inclined parts of the manifold are purged inboard with nitrogen. 25) On completion of draining loading arms, close the liquid manifold ESD valves. The shore lines are now pressurised at 200 kPaG to 300 kPaG with nitrogen.

13) Monitor tank pressures in order to achieve a pressure of about 8 kPaG. Open valve CG704, vapour header to the compressors, valve CG900 on the compressor’s discharge side and valve CG071, manifold vapour return to shore. Start one or both HD compressors as necessary.

26) Open the liquid manifold drain valves CS011, 021, 031, 041 to allow the nitrogen to flush the liquid into No.4 cargo tank. Close the bypass valves when the nitrogen pressure has fallen to 0 kPaG. Repeat the operation 3 times, or until no liquid remains in the manifold lines.

14) Start shore loading pumps in accordance with terminal sequence.

27) The purging of the liquid lines should be carried out one at a time.

15) Increase to full loading rate.

28) When gas readings obtained from an explosimeter are less than 50 % LEL at the vent cocks, all valves are closed and the loading arms are ready to be disconnected.

2. Safety Precautions 1) Ensure that the hull water curtain is in operation on the loading side (in this case the port side).

23) Stop loading when the final cargo tank reaches a capacity according to the filling chart, minus an allowance for line draining and leave No.4 cargo tank filling valve open (CL400).

16) Adjust the opening of the each tank filling valve to maintain an even distribution. 17) Start the de-ballasting sequence. Keep draught, trim and hull stresses within permissible limits by controlling de-ballasting. 18) Start bulkhead heating in the cofferdams. This should already be running in automatic. 19) Ease in the filling valve of each tank as the tank approaches full capacity. 20) High level alarms. When any tank approaches 98.5 % capacity (signal from radar level gauge) inform the shore. High/High level alarms. Standby valve before level approaches about 99 % (signal from radar level gauge). Close valve at correct filling limit capacity. Warning Extreme and very high level alarms and shut downs are emergency devices only and should on no account be used as part of the normal topping-off operation. 21) Before topping-off the first cargo tank, request shore to reduce loading rate and continue reducing when topping off each following tank. 22) When a tank is at its required level, close the corresponding loading valve and request shore to stop corresponding loading pump: No.1 cargo tank CL100, No.2 cargo tank CL200, No.3 cargo tank CL300. It is convenient to finish loading by No.4 cargo tank; for ease of line draining, leave space for 50m3 available in the tank.

6 - 26

29) Leave loading valve of tank No.4 (CL400) open until the piping has returned to the ambient temperature. In CCR 30) Tank level alarms. Inhibit independent level alarms prior to proceeding to sea. 31) Complete the de-ballasting operation to obtain an even keel situation for final measurement. When measurement is completed, adjust the ballast tank levels for sailing condition. 32) Stop the HD compressors just prior to sailing, before closing vapour manifold ESD valve CG071 (Ship is loading from portside) for nitrogen purging and disconnecting the loading arms. If departure is delayed, the vapour return to shore should be continued. Close CTMS by independent surveyor 33) Disconnect the vapour arms. 33) Prepare the cargo system for gas burning at sea. 34) Open valves necessary to allow warming up. These are normally the filling valves and spray valves on the tank domes



3J LNG AL WOSAIL Illustration 6.3.4a Nitrogen Set-up During Loading



To N2 Vent Mast

To N2 Vent Mast


To Gas Detector

I

ABCDEF = N2 distribution of nitrogen at I.B.S. bottom and stripping JL of the leaked cargo in I.B.S. (Bottom AFT part) G

= Portable liquid level measuring (Bubbling type) and portable gas sampling for I.B.S. (Low point)

K

H


I


V


W


K


M


I.B.S.


A

= Insulation space

N

= I.B.S. safety valve pilot IS

S


T


I.B.S.


I.S.

= Insulation space

LDC

M

LDC

CN512

L.O

CN506

CN509

CN901

Manifold (PORT FWD)

M

Manifold (PORT AFT)

LDC

VF

CN902

CN552


T

CN501

M

CN503

LDC

FM007

CN511 CN510

R

S

R

In Tank

(Near Deck Store)

M

CN438

Shaft Sealing Oil Demister

PI

FM008 CN513 VF

IBS


L

FWD IS W Bilge Well (C) V

Cofferdam

Q

Q


Bulkhead Sealing


C D

J

G

IS

CN514CN515

B

E F


I.S.

Motor Room

H

M

CN516 Sett. 60kPa

Key

CN551


N2 Main Line PI


Insulation Space

1 Draft / 2004.10.29

CN135

No.3 Tank

6 - 27

H

G

I L J F EDCBA N

CN105 CN110 CN109

CN111

CN157

CN156

IS IBS

GAS LINE Q

R

CN166

PI

CN114

CN153

PT

CN106 CN112 CN113

CN108 CN118 CN119

OP1


CN102

OF

CN202

CN120

CN133

CN152

CN151

CN131 CN130 CN121

CN122


PI

CS105

CN214

CN213

PI

CN212

PT

CN226

CN206

CN253

CN252


CN208 CN219

T

CN136

R

To Spray Line

No.2 Tank


IS

LIQUID DOME

IBS

AFT B/W

FM501

To Spray Line

CN155

S

OF

CN302

CN220

CN233


M

CN137

Q

OP1

CN218

CN221

CN222

CN231 CN230

FM502

CN366

PI

CS205

CN314

CN313


CN312

PI

CN306

CN352

CN353

PT

CN326

CN145

CN127

CN146

CN107 CN116 CN115

CN211

CN117

CN205 CN210 CN209

CN257

CN256

IS IBS

IBS

I L J F EDCBA N

PI

CN104

G

PT

OP1

V

GAS LINE

CN236

R

CN128


CN308 CN319


IS

LIQUID DOME

H

OP1

CN318

CN255

S

AFT B/W

CN103

PI

T

CN237

Q


K

V

OF

FM503

To Spray Line

CN320

CN333

CN245

CN227

CN246

CN207 CN216 CN215

CN217

CN502 Manifold (STBD FWD)

CN311

CN504

CN305 CN310 CN309

CN357

CN356

CN355

IS IBS

GAS LINE

CN336

CN331 CN330 CN321

CN422

CN332

CS305


CN414

CN413 CN406

CN453

CN452

CN451

CN412

To Gas Detector

CN402

No.4 Tank

st

PI

OF

CN420

PT

CN466

To Spray Line

FM504

CS405

CN433

OP1

CN418

CN408 CN419

CN431 CN430 CN421

CN422

CN432

PI

PI

M


PT

OP1

CN266

I L J F EDCBA N

CN228

CN101

CN204

G

K

T

CN337

H

CN203

PI

CN304

CN441

R


IS

LIQUID DOME

IBS

AFT B/W

To Gas Detector PI

CN345

S

CN436

CN404

I L J F EDCBA N

To Gas Detector


M

CN437

IS IBS

Q

G

PI

V

GAS LINE

IS

IBS

FWD B/W

PT

OP1

CN201

Manifold (STBD AFT)

K

S

LIQUID DOME

CN328

PI

T

H

CN303

M

V

AFT B/W

CN346

CN317

CN411


CN327

CN301 CN307 CN316 CN315

CN405 CN410 CN409

PI

CN457

CN456

PI K

PT

OP1

CN455

CN428

CN445

CN403

CN427

CN446

CN407 CN416 CN415

CN417

CN401

CN235

CN505

CN335

CN435

Gas Sampling Line

No.1 Tank


3J LNG AL WOSAIL


6.3.4 Nitrogen Set-up during Loading (See Illustration 6.3.4a) The operating procedure for normal inerting is as follows. 1) Start one nitrogen generator to pressurise the buffer tank. The pressure drop in the buffer tank actuates the starting of the generator. In the case of a large nitrogen demand, the stand-by generator will automatically start. 2) Adjust the setpoint of the nitrogen supply pressure control valves; inter barrier space 0.5 ~ 1 kPaG and insulation space, 1 ~ 1.5 kPaG. 3) Adjust the set point of the nitrogen exhaust pressure control valves; inter barrier space, 1 ~ 1.5 kPaG and insulation space, 1.5 ~ 2.0 kPaG. In cases where other consumers reduce the availability of nitrogen for the insulation spaces, the pressure may temporarily fall below the atmospheric pressure. When put in communication and therefore subjected to the same nitrogen pressure, the primary and secondary insulation spaces can withstand a large depressurisation without any damage. It should be noted that, even with the tanks fully loaded, a pressure lower than atmospheric pressure in the primary insulation spaces is not harmful to the primary membrane. In this respect, it should be recalled that this membrane is subjected to a -800 kPa vacuum pressure both during global testing at the construction stage.

st

1 Draft / 2004.10.29

6 - 28



3J LNG AL WOSAIL

B.W.L

Illustration 6.3.5a De-Ballasting

BA523F

BA026F (10K)

From Inert Gas Line

Inside Tar Epoxy

A

.3 No

W

. .B

T

.2 No

W

. .B

) (P K T

. No

1

W

. .B


) (P TK

BA014F

BA012F

BA504F

BA506F

BA508F

BA510F

BA512F

BA514F

BA516F

BA522F

BA020F

BA518F

BA017F

BA013F

BA520F

A

B

FW D


In Bosun Store

TK (P)

. .B

P) K(

.B.

BA031F

.4 No

BA036F

Bilge Overboard


BA015F


W

) (P K T

De ep W

R

)

BA030F

E/

.B W

P K( .T

BA010F

BA023F BA041F BA024F

BA011F

BA009F

BA501F BA034F L.C

Pipe Duct

F.P. TK BA503F

BA028F

BA502F Spool Piece

BA008F

BA025F

A.P. TK


Ballast Main


BA006F

BA016F

BA003F

BA001F

BA027F

No. 2

B.T. RM

BA002F Ballast Main

B BA021F

BA505F

BA507F

BA509F

BA511F

BA513F

BA515F

BA517F

BA007F

BA519F

BA521F

No. 3

E/

R

.B W

.T

S K(

)

.3 No

W

.B

.2 No

st

1 Draft / 2004.10.29

W

.B

.1 No

.B W

S) K( T .

ee pW .B.

.B

S) K( T .

DD

W

S) K( T .

FW

.4 No

S) K( T .

Inside Tar Epoxy

B.W.L

BA029F (10K)

BA032F

TK (S)

BA033F

*

6 - 29


Key Sea Water Line



3J LNG AL WOSAIL 6.3.5 De-Ballasting (See Illustration 6.3.5a) 1. Operating Procedures It is assumed that the main sea water crossover pipe is already in use, supplying other sea water systems (e.g. the main circulating system, the sea water service system) and that the cargo and ballast valve hydraulic system is also in service. 2. To De-Ballast by Gravity

E/R W.B. TK (P)

BA031F

NO.2 W.B. TK (S)

BA512F

E/R W.B. TK (S)

BA032F

NO.2 W.B. TK (P)

BA513F

Fore Peak TK

BA502F, BA501F

NO.3 W.B. TK (S)

BA517F

After Peak TK

BA028F, BA033F

NO.3 W.B. TK (P)

BA516F

NO.4 W.B. TK (S)

BA521F

NO.4 W.B. TK (P)

BA520F

E/R W.B. TK (S)

BA032F

E/R W.B. TK (P)

BA031F

Fore Peak TK

BA501F, BA502F

After Peak TK

BA028F, BA033F

3. When It Becomes Necessary to Start the Ballast Pumps 1) Open valves BA002F, BA009F and BA012F(Ballast pump suctions). 2) Close valves BA007F and BA015F.

Caution Mal-operation of the ballast system will cause damage to the GRP pipework. Damage is generally caused by a pressure surge due to sudden changes in the flow rates. During the de-ballasting operation this can be caused by the opening of a full or partly full tank into the main lines when under vacuum.

3) Check that the ballast tank valves are open. 4) Open No.2 eductor suction valve BA016F and start the ballast pump. 4) Start the ballast pump(s).

Under no circumstances should a vacuum be drawn on a closed ballast main.

5) Open the pump(s) discharge valve BA014F (No.1), BA011F (No.2), BA006F (Stand-by).

Before starting de-ballasting operations, the main lines must be purged of any air pockets in the following manner.

6) As the tank reaches the required level, open the valves on the next tank before closing the valves on the first tank.

1) Open the overboard discharge crossover line valves BA025F, BA027F and BA007F, BA008F, BA015F and BA001F on the ballast water crossover line.

7) When suction has been lost on all tanks, close the discharge valves on the pumps BA014F (No.1), BA011F (No.2), BA006F (No.3) and stop the pumps.

2) Open overboard discharge valve BA026F or BA029F.

8) Close tank valves, ballast crossover valves BA001F, BA008F, discharge crossover valves BA027F, BA025F and the overboard discharge valves BA026F, BA029F.

3) Open the forward ballast tank valves port and starboard BA504F, BA505F, or No.1 ballast tank port and starboard BA506F, BA507F, if the forward ballast tanks do not have sufficient head of water to gravity flow. A flow will now be established

st

BA504F

FWD W.B. TK (S)

BA505F

NO.1 W.B. TK (P)

BA506F

NO.1 W.B. TK (S)

BA507F

NO.2 W.B. TK (P)

BA510F

7) Close the eductor drive water valve BA020F and ballast discharge main isolator BA025F. 8) Close the eductor overboard discharge valve BA030F In practice the No.1 eductor would be in use at the same time, in order to give a better out-turn of ballast water. In this case: 9) Open the drive water supply from the No.2 ballast pump to No.1 Eductor, valve BA021F and the ballast discharge isolator BA027F. 10) Open the No.1 eductor suction valve BA017F.

Using the No.2 ballast pump and No.2 eductor 1) Open the eductor drive water overboard discharge valve BA030F. 2) Open the drive water supply from the No.2 ballast pump, valve BA020F and the ballast discharge crossover BA025F. 3) Open the valve on the first tank to be stripped.

NO.2 W.B. TK (S)

BA511F

NO.3 W.B. TK (P)

BA514F

FWD DEEP W.B. TK (S)

BA505F

NO.3 W.B. TK (S)

BA515F

FWD DEEP W.B. TK (P)

BA504F

NO.4 W.B. TK (P)

BA518F

NO.1 W.B. TK (S)

BA509F

NO.4 W.B. TK (S)

BA519F

NO.1 W.B. TK (P)

BA508F

1 Draft / 2004.10.29

6) When all tanks have been stripped, close the No.2 eductor suction valve BA016F and stop the pump.

4. To Strip the Ballast Tanks Using the Ballast Eductor

4) Open the valves on the tank(s) to be emptied as per the de-ballasting plan. FWD W.B. TK (P)

9) Strip the ballast tanks as required (see below). The above operations can be carried out using the sequential program in the IAS.

5) When one tank has been stripped, ensure the next tank valve is opened before closing the previous tank.

6 - 30



3J LNG AL WOSAIL Illustration 6.4.1a Normal Boil-Off Gas Burning

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043



CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 31

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 6.4 Loaded Voyage with Boil-Off Gas Burning 6.4.1 Normal Boil-Off Gas Burning (See Illustration 6.4.1a) 1. Introduction During a sea passage when the cargo tanks contain LNG, the boil-off from the cargo tanks is burned in the ship’s boilers. The operation is started on deck and controlled by the ship’s engineers in the CCR and ECR. If for any reason the boil-off cannot be used for gas burning, or if the volume is too great for the boilers to handle, any excess vapour is vented to atmosphere via No.1 vent mast. 2. Operation The cargo tank boil-off gas enters the vapour header via the cargo tank vapour domes. It is then directed to one of the LD compressors, which pumps the gas to the LD heater. The heated gas is delivered to the boilers at a temperature of +45 °C via the master gas valve CG930. The LD compressor inlet guide vane position is governed by fuel gas demand from the boiler(s) and cargo tank pressure. The system is designed to burn all boil-off gas normally produced by a full cargo and to maintain the cargo tank pressure (i.e. temperatures) at a predetermined level. If the propulsion plant steam consumption is not sufficient to burn the required amount of boil-off, the tank pressure will increase and eventually the steam dump will open, dumping steam directly to the main condenser. The main dump is designed to dump sufficient steam to allow the boiler to use all the boil-off produced, even when the ship is stopped. The flow of gas through the LD compressors is controlled by adjusting the inlet guide vane position. This is directed by the boiler combustion control when gas burning is initiated. The normal boil-off in the boiler combustion control has to be selected as well as the maximum and minimum allowed tank pressures and the tank pressure at which the main dump operates. For normal operation the normal boil-off valve is selected at 60 % (boil-off provides 60 % of the fuel required to produce 90 % of the boiler full steam capacity) and the minimum and maximum tank pressures are selected at 105kPaA and 109 kPaA. If the normal boil off valve has been correctly adjusted, the tank pressures will remain within the selected values. Should the selected normal boil off value be too large, the tank pressure will slowly be reduced until it reaches the minimum value selected. If the tank pressure value reduces to below the minimum value selected, the normal boil-off value will be reduced until the tank pressure has increased again above the selected value. If the selected normal boil-off value is too small, the tank pressure will slowly increase until it reaches the maximum value selected. If the tank pressure value increases above the maximum selected value, the normal boil-off value will be increased until the tank pressure reduces again below the selected value.

st

1 Draft / 2004.10.29

If the tank pressure continues to increase because the steam consumption is not sufficient to burn all the required boil-off, the steam dump will open. The steam dump is designed to open when the normal boil-off valve is 5 % above the original selected value and when the tank pressure has reached the pre selected dump operating pressure. With the present setting, an increase of 5 % of the normal boil-off corresponds approximately to an increase of tank pressure by 4 kPa above the maximum tank pressure selected. The cargo and gas burning piping system is arranged so that excess boil-off can be vented should there be any inadvertent stopping of gas burning in the ship’s boilers. The automatic control valve CG702 at No.1 vent mast is set at 23 kPaG to vent the excess vapour to atmosphere as a tank protection system. In the event of automatic or manual shut down of the gas burning system (or if the tank pressure falls to 0.5 kPa above the insulation space’s pressure), valve CG930 will close and the gas burning supply line to the engine room will be purged with nitrogen.

6) On the LD compressors, adjust the normal boil-off valve (IGV) to 60 % for a loaded condition, with the tank pressures minimum and maximum at 105 kPaA and 109kPaA and the steam dump opening pressure at 113 kPaA. When the engine room is ready to start gas burning, ensure that there is sufficient nitrogen to purge the lines to the boiler i.e. >500 kPaG in the nitrogen buffer tank. 7) Ensure that the gas outlet temperature of the B.O/W.U heater is approximately 45 °C. Open valve CG930 and start the LD compressor(s). This operation will then be controlled and monitored from CCR and ECR. Note If the volume of boil-off exceeds demand in the boilers, the steam dump should be put into operation. Should the system shut down for any reason, valve CG930 will close automatically.

3. Operating Procedures (See Illustration 6.5.1a) It is assumed that all valves are closed prior to use: 1) Prepare LD compressors, LD heater and the engine room gas burning plant for use. 2) Check that the following valves on the vapour domes are open and locked in position: (Tank No.1) Open and lock in position valve CG100. (Tank No.2) Open and lock in position valve CG200. (Tank No.3) Open and lock in position valve CG300. (Tank No.4) Open and lock in position valve CG400. These valves should already be locked in the open position.

Trip causes: y y y y y y y y

Boiler manual trip (ECR and local). Both boilers trip. Gas content High-High at common vent hood. Fuel gas temperature Low Low. Vent duct exhaust fan stop. Remote/manual close from local, CCR and ECR. Fire detection in E/R. When stopping gas burning for any reason.

8) Stop the LD compressor(s), shut down the B.O/W.U heater. Close valve CG930 gas supply to engine room and adjust the set point of vent mast control CG702 to 110 kPaA.

3) Open valve CG704 (vapour supply to the LD compressors and LD heaters) and CG901, 902, CG913, 914, suction and discharge valves on the LD compressors. 4) At the B.O/W.U heater: Open valves CG917, 918, CG923, 924 heater inlet and outlet. Open heater discharge crossover valve CG926. Open steam supply valve to the B.O/W.U heater. In CCR 5) Adjust set point control to 115 kPaA on No.1 vent mast (CG702).

6 - 32



3J LNG AL WOSAIL Illustration 6.4.2a Forced Boil-Off Gas Burning

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


LNG VAPOUR LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 33

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 6.4.2 Forced Boil-Off Gas Burning

Set point controller: y Min. gas flow of F/V control:

3. Operating Procedures

(See Illustration 6.4.2a) 1. Introduction

For illustration purposes, No.4 cargo tank stripping/spray pump and return operation is shown.

Consideration must be given to the economics of gas versus fuel oil burning before undertaking forced boil-off.

The cargo piping system is arranged for normal gas burning during a loaded voyage as detailed in Illustration 6.5.1a.

If, during a loaded passage, additional fuel gas from the cargo tanks is required to be burned in the ship’s boilers, it can be made available by forced vapour using the equipment on board.

It is assumed that all valves are closed prior to use.

The above operation, called Forced Boil-Off, will be used to complement gas burning up to 100 % of the boilers’ fuel requirement.

1) Prepare the forcing vaporizer for use. 2) Open the stripping/spray header valve CS403on No.4 tank.

2. Operation

3) Open valve CS702 stripping/spray header supply to the forcing vaporizer.

The normal gas burning arrangement is maintained and the forcing vaporizer is brought into operation.

4)

A single stripping/spray pump is used to pump LNG to the forcing vaporizer. The excess flow from the pump is returned to the tank through the stripping header pressure control valves CS100, CS200, CS300, CS400.

Open forcing vaporizer inlet valve CS902.

4) Open stripping pump discharge valve, CS401. Start stripping/spray pump and adjust the return flow to the tank through the stripping header pressure control valves CS400.

Note In normal operation the controlled return is directed back to the same tank from which the liquid is being drawn.

5) Run up the forcing vaporizer.

After vaporization, the LNG vapour combines with the natural boil-off gas from the cargo vapour line before entering the LD compressors.

7) Start No.1 (or No.2) LD compressor depending on gas demand.

The flow of gas through the LD compressors is controlled via the boiler combustion control unit by adjusting the opening of the inlet guide vanes and motor speed. The split control is as follows: y y

Low load: High load:

Inlet guide vane control (-30 to +80 deg). Motor speed control (30~60Hz).

The amount of forced boil-off to be produced is controlled by the throttling of the FCV to the forcing vaporizer operated by the Boiler Combustion Control. When changing over to 100 % gas burning, the fuel oil flow through the FO rails is adjusted to minimum. The FO supply to the burners will then be cut out and the FO system put on recirculation. The FO combustion control loops are maintained energized to enable re-lighting of FO burners in an emergency. In the event of automatic or manual shut down of the gas burning system (or if the cargo tank pressure falls to 0.5 kPa above the insulation spaces pressure), valve CG930 will close and the gas burning supply line to the engine room will be purged with nitrogen. FO booster devices are incorporated in the control loop to allow a quick change over should the gas burning be tripped.

st

1 Draft / 2004.10.29

y y

1,400kg/h (20~100%) Set temperature of BOG temp. control: 45 °C Preferred FGV position of LD comp. control: 87 %

6) Set the boiler combustion control on FBO mode.

8) Set control of liquid supply to the forcing vaporizer and LD compressor control to auto mode. 4. Set Point of Cargo Tank Pressure Control, ‘Gas Management System’ Control range at ballast and laden voyage: y Ballast voyage: 4.7~6.7 kPaG y Laden voyage: 105 kPaA~109 kPaA 5. Set Point of Safety Valve and Alarm Point Set point of safety valve: y Pressure y Vacuum

25 kPaG -1 kPaG

Alarms: y y y y y y

Vent valve open: Vent valve close: High pressure alarm: FO back-up order ON: Low pressure alarm: Low Low pressure alarm:

6 - 34

23 kPaG 21 kPaG 20 kPaG (For LNG Vap. trip) 3 kPaG 2.8 kPaG 2.5 kPaG



3J LNG AL WOSAIL Illustration 6.5.1a Inerting Manifold Connections

Forward Vapour Header

Liquid Header

Stripping/Spray Header

Starboard

CS023

OF

CG071 ESD

ESD

CL081

CS054

CL033

CL756

CL034

CS042

CL042 CL043

CL044

SYMBOL

LNG Liquid LNG Vapour Stripping/Spray Line Nitrogen

ESD

DESCRIPTION FLANGE METER

SYMBOL OF:ORIFICE VF:VORTEX

EMERGENCY SHUT DOWN SYSTEM GLOBE VALVE

ESD

CL084 CL083

DESCRIPTION HYD. OPERATED BUTTERFLY VALVE (THROTTLING TYPE) HYD. OPERATED GLOBE VALVE (FLANGE OPEN/SHUT TYPE) SCREW DOWN NON RETURN VALVE (GLOBE / ANGLE)

BUTTERFLY VALVE

NEEDLE VALVE WITH QUICK COUPLING

HYD. OPERATED BUTTERFLY VALVE (OPEN/SHUT TYPE)

NEEDLE VALVE WITH BLANK FLANGE

6 - 35

CL074 CL073

ESD

CL087 CL041 ESD

CL058

CS032

CL032

CS044

OF

st

CL755

CG072

CS043

Key

1 Draft / 2004.10.29

CG071

CS034

CG058

CL085

CL082

CL086

CS041

CS052 CS033

CL031

CG057

CG074 CS053

CS036

CL071

CG053

ESD

CS051

CS035

CL075

CL072

CL076

CS031

CL064 CL063

CG072

CG073

CG056

CL024

ESD

CL078

CG055

CL022

CL077

CG051

CS022

CG054

CG075

CG052

CL053

CL088

CL023

ESD

CS024 CS026

CL021

CL054

ESD

FM002

CL061

CL012 CL014

CS025

CL065

CL066

CS021

CR054

CL068

CL013

CS701

CR052

ESD

CS012

CR053 CS700

CR051 CL011

CL051

CL062

CS014

CL057

CS013

CL055

CL052

CL056

CS011

CL067

Port


3J LNG AL WOSAIL 6.5 Discharging with Gas Return from Shore 1. Introduction During a normal discharge, only the main cargo pumps will be used and a quantity of cargo will be retained on board for cold maintenance of the cargo tanks. The quantity to be retained is in relation to voyage duration of the ballast passage.

Cargo Operating Manual If the vessel is to warm up one or more cargo tanks for technical reasons, the ship shall be trimmed according to the terminal’s maximum draught. The cargo remaining in the cargo tanks to be warmed up will be discharged to shore or to other cargo tanks using the stripping/spray pumps on completion of bulk discharge. The stripping/spray pump is run together with the remaining main cargo pump until the main cargo pump stops on low discharge pressure cut-out.

If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps will be used to discharge the remaining cargo on completion of the bulk discharge with the main cargo pumps.

On completion of discharge, the loading arms and pipelines are purged and drained to No. 4 cargo tank and the arms are then gas freed and disconnected. Due to the manifold configuration, it is necessary to purge the cargo lines using nitrogen at a pressure of at least 300 kPa, this being done several times to ensure successful draining at the manifold connections.

During cargo discharge, LNG vapour is supplied from shore to maintain pressure in the cargo tanks.

The vapour arm remains connected until just before sailing if a delay is expected.

2. Operation The main cargo pumps discharge LNG to the liquid header and then to shore via the midship liquid crossover manifold connections. After an initial rise, the pressure in the tanks decreases. It then becomes necessary to supply vapour from shore via the manifold and crossover to the vapour header into the cargo tank gas domes in order to maintain a pressure of 109 kPaA. Should the vapour return supply from shore be insufficient to maintain tank pressures, other means of supplying vapour to the tanks, either by using the tank sprayers or the LNG vaporizer, have to be used. The gas heater should be prepared and lined up for use in order to avoid venting cold LNG vapour through No.1 vent mast. Note All LNG terminals prohibit venting of flammable gas. Ballasting is undertaken concurrently with discharging. The ballasting operation is programmed to keep the vessel within the required limit of draught, trim, hull stress and stability following indications obtained from the loading computer. During the discharge period, the ship is kept on an even keel. If it is required to empty a cargo tank, the ship is trimmed according to terminal maximum draught by the stern to assist in stripping the tank. Each tank is normally discharged down to a level of about 0.37 m. The quantity retained in the tanks varies according to the length of the ballast voyage, the expected elapsed time before loading and the volume of boil-off that is estimated to be burned in the ship’s boilers. One pump is stopped at a level of approximately 1.0 m to avoid excessive turbulence at the tank bottom which creates disturbance at the suction of both pumps.

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1 Draft / 2004.10.29

6.5.1 Preparations for Unloading (See Illustration 6.5.1a) It is assumed that all valves are closed prior to starting. Preliminary preparation: 1) Checks to be made prior to starting cargo operations: y Test remote operation of all tank discharge valves and manifold ESD valves. y Test remote operation of ballast valves. y Test operation of Emergency Shut Down Systems (ESDS). 2) Safety precautions: y Ensure sprays for hull midship water curtain are in operation. y Prepare fire fighting equipment, water hoses and protective clothing for use.

6) Main cargo pumps: Check insulation resistance of electric motors and related cables prior to supplying power to the cargo pumps. 7) Check connections of liquid and vapour arms. Check communications with shore. Check ship/shore link. When shore is ready to purge the manifold connections with nitrogen supplied from shore: 8) Liquid manifold connections (assuming port-side discharge): y Open drain valves CL055, 056, 065, 066, 075, 076, 085, 086. y Purge the connections and then close the valves. 9) Vapour manifold connection: y Open drain valve CG055, 056. y Purge connection then close valve. If shore agree: 10) Vapour manifold: Open manifold ESD valve CG071. 11) Liquid connections: Open manifold ESD valves CL011, 021, 031, 041. 12) Test Emergency Shut down System (ESDS) from shore and from the ship as required. Re-open liquid and vapour ESD valves. When it is agreed with shore, cooldown may commence.

3) Cargo tank level arms: Switch on high level alarms. 4) Cargo tank vapour domes - confirm that the following valves are open and locked in position: y CG100 (Tank No.1) y CG200 (Tank No.2) y CG300 (Tank No.3) y CG400 (Tank No.4) These valves must be locked open at all times when the ship has cargo on board, unless a tank is isolated and vented for any reason. 5) Vapour crossover: Open valve CG075.

6 - 36



3J LNG AL WOSAIL Illustration 6.5.2a Liquid Line and Arm Cooldown before Discharging

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043



CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 37

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 6.5.2 Liquid Line and Arm Cooldown before Discharging

LNG Unloading Operation Sequence

(See Illustration 6.5.2a) To cooldown the cargo discharge lines proceed as follows, assuming that No.3 stripping/spray pump is being used, all manifold lines and the ESD valves are open and have been purged with nitrogen. 1) Open discharge valve CS301 from No.3 stripping/spray pump to 30 %. 2) Open the following valves CS013, 023, 033, 043 and 071. 3)



INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE), ESD PNEUMATIC HOSE SHIP/SHORE PRE-UNLOADING MEETING

Open No.3 tank return valve CS300.

DRAINING THE LIQUID LOADING ARM START WATER CURTAIN

4) Start the No.3 stripping/spray pump.

FINAL GAUGING (CLOSING CTMS)

5)

CONNECTING LOADING ARM

Close slowly return valve CS300 and increase the flow rate of No.3 stripping/spray pump.

PURGING THE LIQUID LOADING ARM O2 PURGING WITH N2 & LEAK TEST

6)

Open liquid header valves for each tank CL107, 207, 307, and 407.

DISCONNECTING LIQUID LOADING ARM INITIAL GAUGING (OPENING CTMS)

7) When hard-arms and shore side lines have cooled down to -100 °C, open valves CS025, 035 and crack open No.1 & 4 liquid filling valves CL100 and 400. This will now cool down the ship’s liquid line.

PURGING THE VAPOUR RETURN ARM RETURNING BOIL-OFF VAPOUR TO SHORE DISCONNECTING VAPOUR LOADING ARM ESD TEST UNDER WARM CONDITION

The cooling down is complete when the shore side line and ship’s liquid line is approximately -130 °C.

STOP WATER CURTAIN LOADING ARM COOLING-DOWN MEETING AFTER UNLOADING

5) Stop the No.3 stripping/spray pump and close discharge valve CS301. Shut valves CS025, 035, 013, 023, 033 and 043. Open valve CS300 to drain the line back to No.3 cargo tank. 6) When the spray line has warmed up, close valves CS071 and 300.

ESD TEST UNDER COLD CONDITION START UNLOADING

FINISH UNLOADING

REMOVING THE SHORE GANGWAY

SAMPLING

On completion of cooldown and when shore is ready for discharge, proceed with unloading.

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1 Draft / 2004.10.29

REMOVAL OF WARNING BUOYS DISCONNECTING THE ESD PNEUMATIC HOSE, COMMUNICATION SYSTEM (F/O CABLE)

UNBERTHING

6 - 38



3J LNG AL WOSAIL Illustration 6.5.3a Discharging with Gas Return from Shore

CG900

CG922

CG913CG909 CG920

CG914CG910

ESD

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

CG930 VF

FM005

CL031


FM004

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


LNG VAPOUR LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 39

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.5.3 Discharging with Gas Return from Shore (See Illustration 6.5.3a)

Cargo Operating Manual The preferred sequence of cargo pump starting, to obtain a stable discharge operation is as follows:

25) Stop the gas return from shore. If stripping of tanks ashore is required, use the forward manifold connection.

Before starting the main cargo pumps on No.2 and 3 tanks (these being the first tanks from which to commence discharge) it is necessary to fill the discharge column with LNG to avoid a pressure surge in the lines. Starting with No.3 tank: 1) Open No.3 stripping/spray pump discharge valve CS301 to 30 %. 2)

Open No.3 stripping/spray pump return valve CS300.

3) Open main pump columns filling valve CS304. 4) Open No.3 cargo tank main cargo pump discharge valve CL301 and 302 to between 25 % (normal) and 30 % (maximum). 5) Start the No.3 stripping/spray pump. 6)

Tank No.3, Tank No.2, Tank No.4, Tank No.1. 16) Monitor the tank pressures.

1) Close the liquid ESD manifold valves.

17) Request the vapour return from shore and continue to monitor the pressure to confirm that it is stable. 18) As the discharge pressure and flow rate increase, continue to monitor the pipe work and hard-arms for leakage. 19) Adjust the pump discharge valves to obtain optimum performance as indicated by electrical load, discharge pressure and pump graph. 20) It is important to maintain the tanks at a pressure of at least 10 kPaG in order to avoid cavitation and to have good suction at the pumps. If the tank’s pressure falls to 6 kPaG, request shore to increase the gas return. If shore can no longer supply gas return, the LNG vaporizer will have to be started up to restore the tank pressure (See Illustration 6.6.3b).

7) Stop the No.3 stripping/spray pump when the liquid header at the tank top is full.

21) Start ballasting operations. Keep draught, trim and hull stresses within permissible limits by controlling the various ballast tank levels. Refer to trim and stability data provided.

8) Shut the spray line valves CS301, 304 and 300.

9) Open No.3 cargo tank filling valve CL300.

22) Continue to monitor the tank pressures and the cargo pump electrical load and discharge pressures. 23) Throttle each pump discharge valve as required to prevent tripping on low current as the level in each tank drops.

Inform the ECR that a main cargo pump is about to be started. 10) Start the No.3 tank No.1 main cargo pump. 11) Check lines for leakage and pump condition. 12) When shore is ready to receive cargo, open No.3 cargo tank liquid header valve CL307 and close filling valve CS300. 13) Crack open discharge valve of next cargo tank to be used for delivery, in order to fill up the liquid in pump column. 14) Start No. 3 tank No.2 main cargo pump. 15) When shore is ready to receive further cargo, proceed as for (10) on each respective tank to (14) step by step for each pump.

When the shore terminal is ready to inject nitrogen and the pressure at the manifold is 250 kPaG: Draining and Purging is carried out one line at a time. 2) Open manifold bypass valve CS011. 3) Close the bypass valve when the pressure on the manifold drops to 0 kPaG. Repeat the operation twice more. On the last operation, shut the bypass valve at approximately 100 kPaG, in order to eliminate the risk of liquid back flow from ship's liquid line. 4) Repeat procedure 2) to 3) for each line.

Reduce the opening value of CS300 for fill the LNG in No.3 tank main pump column.

The vessel in now ready to start discharge.

Draining and Purging of Loading Arms

Stop the main cargo pumps in each tank at approximately 1.1 m in tank No.4 and 0.3 m in tanks No.1, 2 and 3. The above data is for reference only. The actual liquid level the pumps are to be stopped at shall be determined on the amount of heel required to keep tanks in cooled condition during the sea passage and cooling down prior to the vessel berthing alongside the loading terminal. Refer to the next page for LNG quantity required for cooling down operations, and quantity of cargo remaining in tanks after stripping. Throttle in the main cargo pump discharge valve to 30% before stopping the pump. If two main cargo pumps are in use in a tank, when the level reaches 0.80 m, throttle in the discharge valve on one pump to 30 % and stop that pump. This is in order to reduce turbulence around the pump suction.

Open the test drain and purge valve on the manifold to ensure that there is no liquid present. When the required amount of methane (usually less than 1 %) is showing at the drain valve, close the shore terminal ESDS valves. 5) When purging is completed, proceed with the disconnection of the liquid arms. 6) Complete the ballasting operations for final measurement and for sailing condition. Shortly before departure: 7) Vapour line connection: Purge the vapour line with nitrogen from the shore terminal at a pressure of 200 kPa. Close valve CG071, confirm that the gas content is less than 1 % by volume at the drain valve. After confirming that the gas content is less than 1 % volume: 8) Disconnect the vapour arm. 9) Prepare the cargo system for gas burning at sea.

On completion of cargo discharge and after all cargo pumps have been stopped: 24) Drain the liquid line.

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1 Draft / 2004.10.29

6 - 40



3J LNG AL WOSAIL Illustration 6.5.3b Discharging without Gas Return from Shore

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


LNG VAPOUR LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 41

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL


Blank Page

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1 Draft / 2004.10.29

6 - 42



3J LNG AL WOSAIL

B.W.L

Illustration 6.5.4a Ballasting

BA523F

BA026F (10K)

From Inert Gas Line

Inside Tar Epoxy

.1 No

W

T

BA014F

BA012F

BA504F

BA506F

BA508F

BA510F

BA512F

BA514F

BA516F

BA522F

BA020F

BA518F

BA017F

BA013F

BA520F

A

B

FW D


In Bosun Store

)

. .B


P) K(

TK (P

.2 No

. .B W

) (P K T

W. B.

.3 No

) (P K .T .B W

De

A

. .B W

) (P K T

ep

.4 No

BA031F


BA036F

BA015F

Bilge Overboard


BA030F

R E/

W

P) K( .T .B

BA011F

BA009F

L.C

Pipe Duct

F.P. TK

No. 2

BA027F

BA041F BA024F

BA503F

BA010F

BA023F

BA501F BA034F

BA003F BA006F

BA016F

B.T. RM

BA002F Ballast Main

B BA021F

BA505F

BA507F

BA509F

BA511F

BA515F

BA517F

BA007F

BA519F

BA521F

No. 3 BA513F

BA028F

BA001F

A.P. TK

BA502F Spool Piece BA008F

BA025F



Ballast Main

R E/

W

S) K( .T .B

.3 No

st

1 Draft / 2004.10.29

.2 No

. .B W

No

.1

.B.

S) K( T . .B W

pW

) (S K T

De e

S) K( T . .B W

FW D

.4 No

) (S K .T .B W

Inside Tar Epoxy

B.W.L

BA029F (10K)

BA032F

TK (S

)

BA033F

*

6 - 43


Key Sea Water Line



3J LNG AL WOSAIL 6.5.4 Ballasting 1. Operating Procedures It is assumed that the main sea water crossover pipe is already in use, supplying other sea water systems (e.g. the main circulating system, sea water service system) and that the cargo and ballast valve hydraulic system is also in service. 2. To Ballast by Gravity Caution Incorrect operation of the ballast system will cause damage to the GRP pipework. Damage is generally caused by a pressure surge due to sudden changes in the flow and the presence of air pockets. During the ballasting operation great care must be taken to ensure that flow rates are adjusted smoothly and progressively. In particular, the pumping rate should be reduced to one pump when filling only one tank and use made of the discharge to sea to further reduce the rate before shutting the final tank valve. It is necessary to eliminate any air pockets that may be present in the piping before proceeding with the normal ballasting operations. This is achieved by running ballast into either the deep ballast or No.1 ballast tank. It is important not to compress any air in the system. To achieve this, the valve admitting water to the system should be opened last. All operations are carried out from the CCR using the keyboard in conjunction with the mimic on the IAS graphic. 1) Open the valves BA504F and BA505F on the fwd ballast tanks. 2) Open the ballast pump sea suction main valves BA013F, BA010F and BA003F. 3) Open the gravity filling valve from sea BA012F, BA002F, BA001F and BA008F. When a flow has been established to the fwd deep ballast tanks, the valves BA504F and BA505F can be shut. 4) Open the valve(s) on the tank(s) to be filled as per the ballast plan.

st

NO.1 W.B. TK (S)

BA007F

NO.1 W.B. TK (P)

BA006F

NO.2 W.B. TK (S)

BA011F

NO.2 W.B. TK (P)

BA010F

NO.3 W.B. TK (S)

BA015F

NO.3 W.B. TK (P)

BA014F

NO.4 W.B. TK (S)

BA019F

NO.4 W.B. TK (P)

BA018F

E/R W.B. TK (S)

BA032F

E/R W.B. TK (P)

BA031F

1 Draft / 2004.10.29

Fore Peak TK

BA051F, BA052F

After Peak TK

BA028F, BA033F

5) As each tank reaches the required level, open the valve of the next tank before closing the valve of the full tank. 6) When all the tanks are at their correct level, shut the tank valves, ballast main valves and gravity filling valves BA013F, BA010F, BA003F, BA012F and BA002F. Note The speed when filling by gravity will sharply decrease as the level of the water line is approached. The tanks will require to be filled to their capacity with the ballast pump. 3. To Ballast using the No.1 Ballast Pump 1) Open the valve(s) on the tanks to be filled as required by the ballast plan. FWD W.B. TK (S)

BA505F

FWD W.B. TK (P)

BA504F

NO.1 W.B. TK (S)

BA007F

NO.1 W.B. TK (P)

BA006F

NO.2 W.B. TK (S)

BA011F

NO.2 W.B. TK (P)

BA010F

NO.3 W.B. TK (S)

BA015F

NO.3 W.B. TK (P)

BA014F

NO.4 W.B. TK (S)

BA019F

NO.4 W.B. TK (P)

BA018F

E/R W.B. TK (S)

BA032F

E/R W.B. TK (P)

BA031F

Fore Peak TK

BA051F, BA052F

After Peak TK

BA028F, BA033F

2) Open the sea water crossover valves BA001F, BA008F and filling valve BA015F. 3) Open sea water inlet valves to the NO.1 ballast pump BA013F. 4) Start the NO.1 ballast pump.

8) Close the final tank valve when the required level is reached. 9) Close the pump discharge valve BA014F and stop the pump. 10) Close all other valves. 4. To Ballast using the No.2 Ballast Pump 1) Follow operations “3. To Ballast using the No.1 Ballast Pump” 1) to 2) inclusive. 2) Open sea water inlet valve BA010F and BA009F to the Stand-By ballast pump. 3) Open valves BA025F and BA027F on the ballast discharge crossover line and filling valves BA015F and BA007F. 4) Start the Stand-By ballast pump. 5) Open pump discharge valve BA011F. 6) Follow operations 6) to 8) inclusive above. 7) Close the pump discharge valve BA011F and stop the pump. 8) Close all other valves. 5. To Ballast using the No.3 Ballast Pump 1) Follow operations “3. To Ballast using the No.1 Ballast Pump” 1) to 2) inclusive. 2) Open sea water inlet valve BA003F to the No.3 ballast pump. 3) Open valves BA025F and BA027F on the ballast discharge crossover line and filling valves BA015F and BA007F. 4) Start the No.3 ballast pump. 5) Open the pump discharge valve BA006F. 6) Follow operations 6) to 8) inclusive as per port pump operation.

5) Open the pump discharge valve BA014F. 6) As each tank reaches the required level, open the valve of the next tank before closing the valve of the tank which is full.

7) Close the pump discharge valve BA006F and stop the pump. 8) Close all the other valves.

7) When all the tanks near the required level, reduce the flow rate progressively by discharging to sea via the overboard discharge valve BA026F.

6 - 44



3J LNG AL WOSAIL Illustration 6.6.1a Stripping and Line Draining

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


SPRAY LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 45

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL


6.6 Pre-Dry Dock Operations

Draining and Purging of Loading Arms

The ship will carry out a maximum discharge. The tank levels should be reduced to the point where the main cargo pumps trip on low current. Then, using the stripping/spray pumps, remove the last of the cargo until they also trip on low current. The ship will then proceed to sea and commence the warm up, inerting and aerating, prior to arrival at the refit yard.

Draining and Purging is carried out one line at a time. When the shore terminal is ready to inject nitrogen and the pressure at the manifold is 0.3 MPaG: 1) Open manifold bypass valves CS021.

6.6.1 Stripping and Line Draining (See Illustration 6.6.1a) It is assumed that the cargo tanks have been discharged to their maximum with the main cargo pumps, which have been shut down. Discharge is via the port side manifold. Note Stripping / spray pump should be started at higher level than minimum start level (410 mm) for the pump 1) At manifold crossover: y Open valve CS023. y Close valves CL013, 023, 033, 043 and CL011, 031, 041, leaving CL021 open. 2) Stripping/spray header: y Open CS700. y Open CS071 stripping/spray header to liquid manifold crossover. 3) At required tanks: y Open stripping/spray discharge valves from individual tanks to give the required performance, CS101, 201, 301, 401. y Open stripping/spray header valves CS103, 203, 303, 403. y Start stripping/spray pump(s). On completion: 4) Stop final pump: y Close pump discharge valves. y Close valves CS023 and CL021. y Open valve CS400 to drain down the header line to tank No.4.

2) Close the bypass valve when pressure on manifold drops to 0 kPaG. Repeat the operation twice more. On the last operation shut the bypass valve at approximately 0.1MPaG, in order to eliminate the risk of liquid back flow from ship’s liquid line. Open the test drain valve on the loading arm to ensure that there is no liquid present. When the required amount of methane (usually less than 1 %) is showing at the drain valve, close the shore terminal ESDS valves. 3) When purging is completed, proceed with the disconnection of the liquid arms. 4) Complete the ballasting operations for the final measurement and for the sailing condition. Shortly before departure: 5) Vapour line connection: y Purge the vapour line with nitrogen from the shore terminal at a pressure of 0.2 MPaG. y Close valve CG071, 075. y Confirm that the gas content is less than 1 % by volume at drain valve. 6) After confirming that the gas content is less than 1 % volume, disconnect the vapour arm. 7) Prepare the cargo system for warming up the cargo tanks.

5) When completed: y Leave open valves CS700 and 071 in order to warm up the line. y When the line has warmed up, close these valves.

st

1 Draft / 2004.10.29

6 - 46



3J LNG AL WOSAIL Illustration 6.6.2a Tank Warm Up

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043



CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 47

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.6.2 Tank Warm Up Tank warm-up is part of the gas-freeing operations carried out prior to a dry docking or when preparing tanks for inspection purposes. The tanks are warmed up by recirculating heated LNG vapour. The vapour is recirculated with the two HD compressors and heated with the cargo heaters to a preset value (1st stage: 0°C, 2nd stage: 75°C). Excess vapour generated during the warm up operation is vented to atmosphere when at sea, or returned to shore if in port. (The instructions that follow apply to the normal situation, venting to atmosphere at sea.) The warm up operation continues until the temperature at the coldest point of the secondary barrier of each tank reaches 5°C. The warm up operation requires a period of time dependent on both the amount and the composition of liquid remaining in the tanks and the temperature of the tanks and insulation spaces. Generally, the warm up will require about 48 hours after vaporising the remaining liquid.

Cargo Operating Manual 2. Operating Procedure (See Illustration 6.6.2a) During the tank warm up, gas burning may be used and manually controlled by directing some vapour from the heater outlet to the boilers. 1) Install the spool pieces near CL701 (SP02) and CL700 (SP04), open the valve CL701 to discharge heated vapour to the liquid header. 2) Prepare B.O/W.U heaters No.1 and No.2 for use. 3) Adjust the temperature set point (1st step: 0 °C, 2nd step: 75 °C). 4) Prepare No.1 and N0.2 HD compressors for use. 5) At vent mast No.1, open valve CL700. 6) Adjust the set point of CG702 at 16 kPaG.

16) After twenty to twenty-four hours, the temperature progression slows down. Eventually, the procedure in the second method described in (19) below may be more efficient. 17) Purge the emergency pump column with N2 to remove liquid in the column (See 7.5 Emergency cargo pump installation). 18) At the end of the operation, when the coldest temperature of the secondary barrier is at least +5°C, or before switching to the second step, stop and shut down the gas burning system if used. Stop both HD compressors, shut the filling valves on all tanks and restore the normal venting from the vapour header. 19) As an alternative operation, the target temperature in the cargo tank is to be at least +5°C when inerting with hot inert gas is initiated. In this case the total operating time for warming up and inerting is approximately 58 hours

7) Open valve CG704, the compressor suction from the vapour header. Initially, the tank temperatures will rise slowly as evaporation of the LNG proceeds, accompanied by high vapour generation and venting. A venting rate of approximately 8,000 m3/h at 60°C can be expected. On completion of evaporation, tank temperatures will rise rapidly and the rate of venting will fall to between 1,000 and 2,000 m3/h at steadily increasing temperatures. Temperatures within the tank and insulation are indicated in the CCR. Rolling and pitching of the vessel will assist evaporation. Temperature sensors at the aft end of the tank give a good indication of the progress of warm-up. Slight listing of the vessel will assist in correcting uneven warm-up in any one tank.

8) Open the compressor inlet and outlet valves CG903, 904, 915, 916. 9) Open the No.1 B.O/W.U heater inlet and outlet valves CG917, 923. Open the No.2 B.O/W.U heater inlet and outlet valves CG918, 924. Open the heater discharge valves to the liquid header CG926, 927 and CG706. 10) Open the vapour valves CG100, 200, 300, 400 on each tank.

Gas burning should continue as long as possible, normally until all the liquid has evaporated, venting ceased and tank pressures start to fall.

11) Open the liquid filling and header valves CL100, 200, 300, 400, 107, 207, 307, 407 on each tank.

1. Preparation for Tank Warm Up

12) Start both HD compressors manually and gradually increase flow by the inlet guide vane position.

1) Strip all possible LNG from all tanks. 2) When discharging the final cargo, remove the maximum LNG with the stripping/spray pumps. 3) If discharge of LNG to shore is not possible, vaporize it in the LNG vaporizer and vent the vapour to the atmosphere through the No.1 vent mast. 4) If venting to the atmosphere is not permitted, the vapour must be burned in the boilers. 5) For maximum stripping, the ship should have zero list and should be trimmed down at least 2.6 m by the stern. 6) Run the stripping pumps until they trip on low current. (Trip for low low level alarm should be blocked) 7) Remove any emergency pump that may have been placed in a cargo tank.

st

1 Draft / 2004.10.29

13) Monitor the tank pressure and adjust the compressor flow for maintaining the tank pressure at about 16 kPaG. It is possible to control tank pressure by valve CG702. Alternatively the gas header may be used to exhaust excess vapour to No.1 vent mast through valves CG708 and CG700. However, the liquid header should normally be used for the warming-up operation rather then the emergency vent. 14) Check that the pressure in the insulation spaces, which have a tendency to increase, remains inside the preset limits. 15) Monitor the temperatures in each tank and adjust the opening value of the liquid filling valve to make the temperature progression in all the tanks uniform.

6 - 48



3J LNG AL WOSAIL Illustration 6.6.3a Inerting

CG900

CG922

CG913CG909 CG920

NO.2 B.O/W.U HEATER

CG914CG910

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM004

FM005

CL031


CG930

CG929

CL033

CG918

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


INERT GAS LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F

CS107

R

CG101

CR100

CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300

CS308

CS407

CS408

FL400

CL406

CR301

F

FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 49

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.6.3 Inerting After the tanks have been warmed up, the LNG vapour is displaced with inert gas. Inert gas from the inert gas plant is introduced at the bottom of the tanks through the LNG filling piping. Gas from the tanks is vented from the top of the tank through the vapour header to No.1 vent mast, or to shore if in port. (The instructions which follow apply to the normal situation, venting to the atmosphere at sea.) Inerting is necessary to prevent the possibility of having an air/LNG vapour mixture in the flammable range. The operation is continued until the hydrocarbon content is reduced to less than 1.5 %. The operation requires about 20 hours. In addition to the cargo tanks, all pipe work and fittings must be gas freed. This is best done with inert gas or nitrogen whilst the plant is in operation for gas freeing the tanks. Operating Procedure (See Illustration 6.6.3a) The warming up operation shall be carried out first, based on the following two (2) alternatives.

Cargo Operating Manual 6) Open valves CG703, 900, 925(heater inlet crossover), CG917, 918, 923, 924 (B.O/W.U heater inlet/outlet valves), CG926, 927, (heater outlet crossover) and liquid header isolators CG706, CL701. 7) Open the filling valves CL100, 200, 300, 400 on each tank. 8) Start the inert gas generator and run it until the oxygen content and dew point are acceptable. 9) On the dry air/inert gas discharge line, open the discharge valve supplying inert gas to the tanks and close the purge valve. 10) Monitor tank pressures and adjust the opening of the fill valves to maintain a uniform pressure in all the tanks. Ensure that the tank pressures are always higher than the insulation space pressures by at least 1 kPaG, but that the tank pressures do not exceed 18 kPaG above atmospheric pressure. In any case, during gas freeing the pressure in the tanks must be kept low, to maximize the piston effect. 11) Approximately once an hour, take samples of the discharge from the vapour dome at the top of each tank and test for hydrocarbon content. Also verify that the oxygen content of the inert gas remains below 1 %, by testing at a purge valve on the filling line of one of the tanks being inerted.

Case No.1: Warming up with hot vapour (see 6.6.2); y

Target point : all temperatures on secondary barrier ≥ +5 °C

Case No.2: Warming up with hot vapour (1st step) and hot inert gas (2nd step); y y

Target point of 1st step : all temperatures in the tank ≥ +5 °C Target point of 2nd step : all temperatures on secondary barrier ≥ +5 °C

1) Prepare the inert gas plant for use in the inert gas mode. 2) Open the vapour valves CG100, 200, 300, 400 on each tank. 3) At vent mast No.1 open valve CG701 and adjust the set point of CG702 at 18 kPaG. 4) Install the spool piece (SP03) connecting the IG line to the compressor room inlet.

12) Purge for 5 minutes all the unused sections of pipelines, machines, equipment and instrumentation lines. 13) When the hydrocarbon content sampled from a tank outlet falls below 1.5 %, isolate and shut in the tank. On completion of tank and pipeline inerting, stop the inert gas supply and shut down the inert gas plant. Reset the valve system for aerating. 14) If the tanks remain inerted without aerating, shut valve CG702, raise the pressure to 10 kPaG, then shut in the tanks. Warning If any piping or components are to be opened, the inert gas or nitrogen must first be flushed out with dry air. Take precautions to avoid concentrations of inert gas or nitrogen in confined spaces which could be hazardous to personnel.

5) Install the spool piece (SP02) connecting the compressor room outlet line to the liquid header. When the warming up operation is completed based on the above “Case No.2”, inert gas should be heated to about 40 °C by the HD and LD heater.

st

1 Draft / 2004.10.29

6 - 50



3J LNG AL WOSAIL Illustration 6.6.4a Aeration

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901

DRY AIR LINE FM006

CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


INERT MIXTURE AND DRY AIR LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG702

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


6 - 51

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 6.6.4 Aeration

Cargo Operating Manual 3. Operating Procedure (See Illustration 6.6.4a)

1. Introduction 1) Prepare the inert gas plant for use in the dry-air mode. Prior to entry into the cargo tanks the inert gas must be replaced with air. With the Inert-Gas and Dry-Air System in Dry-Air production mode, the cargo tanks are purged with dry air until a reading of 20 % oxygen by volume is reached. 2. Operation The Inert-Gas and Dry-Air System produces dry air with a dew point of -45°C. The dry-air enters the cargo tanks via the vapour header, to the individual vapour domes. The inert-gas/dry-air mixture is exhausted from the bottom of the tanks to the atmosphere at No.1 vent mast via the tank filling pipes, the liquid header, and valve CL700 and spool piece SP04. During aerating, the pressure in the tanks must be kept low to maximize the piston effect. The operation is complete when all the tanks have a 20 % oxygen value and a methane content of less than 0.2 % by volume (or whatever is required by the relevant authorities) and a dew point below -40°C. Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by volume, and carbon monoxide less than 50 ppm) which may have been constituents of the inert gas. In addition, take appropriate precautions as given in the Tanker Safety Guide and other relevant publications.

2) Install the spool piece for venting the mixture of inert-gas/dry-air from the liquid header. Adjust the set point of CG702 at 16 kPaG above atmospheric pressure. 3) Open the liquid filling valves CL100, 200, 300, 400 on each tank. 4) Open the vapour valves CG100, 200, 300, 400 on each tank. 5) Open the valves CG708, 707 to supply dry air to the vapour header. 6) Start the dry air generator. 8) On the dry-air/inert gas discharge line, open the dry air discharge valve and close the purge valve. 9) Observe the tank pressures and insulation space pressures, to ensure that the tank pressures are higher than the space pressures by 1 kPa at all times. 9) Approximately once an hour, take samples from the filling pipe test connections to test the discharge from the bottom of the tanks for oxygen content. 10) When the oxygen content reaches 20 %, isolate and shut in the tank.

The pressure in the tanks is adjusted to 12 kPaG. Aeration carried out at sea as a continuation of gas freeing will take approximately 20 hours. Warning Take precautions to avoid concentrations of inert gas or nitrogen in confined spaces, which could be hazardous to personnel. Before entering any such areas, test for sufficient oxygen (> 20 %) and for traces of noxious gases (CO2 < 0.5 % and CO < 50 ppm).

11) When all the tanks are completed and all piping has been aired out, raise the pressure to 10 kPaG in each tank and shut the filling and vapour valves on each tank. Restore the tank pressure controls and valves to vent from the vapour header. 12) During the time that dry air from the inert gas plant is supplied to the tanks, use the dry air to flush out inert gas from vaporizers, compressors, gas heaters, crossovers, pump risers and emergency pump wells. Piping containing significant amounts of inert gas should be flushed out. Smaller piping may be left filled with inert gas or nitrogen. 13) During the time a tank is opened for inspection, dry air will be permanently blown through the vapour header line in order to prevent the entry of humidity from the ambient air. The insulation spaces are to be maintained in a vacuum condition during cargo tank maintenance.

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6 - 52



3J LNG AL WOSAIL Illustration 6.6.5a Cofferdam Space Aeration

Cargo Manifold (P) Passage Way Mech. Exh. Fan

Passage Way

Flex. Hose Conn. for Dry Air Supply To Passage Way (AFT-P&S)

M/H

M/H

M/H

M/H

To Cargo Vapour Line

M/H

M/H

H

El. Motor RM

Cargo Machinery RM M/H

M/H

Manhole cover for trunk to be opened when gas freeing (FWD side - P & S)

M/H M/H

H

To be installing portable fan on manhole for trunk space (AFT side - P&S)

M/H

Cofferdam

Cofferdam

Pipe Duct Nat. Supp. Vent

Cofferdam

Spool Piece

M/H

To be Installing Portable fan on injured person's Manhole for Cofferdam (STBD only) Manhole cover for Cofferdam to be opened when gas freeing. ({ & S)

Flex. Hose Conn. for Dry Air Supply To Cofferdam (P-only) Conn. for portable Fan (P-only) M/H

M/H

M/H

M/H

Passage Way

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H

M/H



M/H

Cofferdam

H

Flex. Hose Conn. for Dry Air Supply To Passage-way (FWD-P&S)

Em'cy Vent Line

GI703

Dry Air Supply From IGG System in Engine Room


Cofferdam




Cargo Manifold (S)

Manhole cover for C/D to be opened when gas freeing (P&S)

Portable gas freeing fan on dry air pipe for cofferdam (PORT) Portable gas freeing fan on manhole for trunk (AFT - P&S) Manhole cover for trun to be opened Portable gas freeing fan when gas freeing on Manhole for C/D (FWD - P&S)

Typical Section for Gas Freeing & Dry Air Supply (Trans. C/D, Trunk Spade)

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3J LNG AL WOSAIL


6.6.5 Aeration of Cofferdam Space 1. Introduction Prior to entry into the cofferdam spaces the hazardous gas must be replaced with air. With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargo tanks are purged with dry air until a reading of 20 % oxygen by volume is reached. 2. Operation The Inert Gas and Dry-Air System produces dry air with a dew point of -45°C. The dry-air enter the bottom of cofferdam spaces via the dry air pipe for cofferdam on the port side of trunk. The hazardous gas is exhausted from the manhole of the cofferdam. The operation is complete when all the tanks have a 20 % oxygen value. Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by volume, and carbon monoxide less than 50 ppm) which may have been constituents of the inert gas. In addition, take appropriate precautions as given in the Tanker Safety Guide and other relevant publications. Aeration carried out at sea as a continuation of gas freeing will take approximately 2 hours. Warning Take precautions to avoid concentrations of inert gas or nitrogen in confined spaces, which could be hazardous to personnel. Before entering any such areas, test for sufficient oxygen (> 20 %) and for traces of noxious gases (CO2 < 0.5 % and CO < 50 ppm). 3. Operating Procedure (See Illustration 6.6.5a) 1) Prepare the inert gas plant for use in the dry-air mode. 2) Install the flexible hoses for dry air supply to cofferdam spaces. 3) Open the manhole cover (P & S) for each cofferdam. 4) Start the dry air generator. 5) On the IAS, open the dry air discharge valve and close the purge valve. 6) When the oxygen content above 20 %, complete aeration.

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3J LNG AL WOSAIL


Part 7 : Emergency Procedures 7.1 Water Leakage to Barrier Space......................................................... 7 - 2 7.2 Fire and Emergency Breakaway ........................................................ 7 - 3 7.3 Emergency Cargo Pump Installation ................................................. 7 - 6 7.4 One Tank Operation........................................................................... 7 - 8 7.4.1 Warm Up (No.3 Cargo Tank) .................................................. 7 - 8 7.4.2 Inerting (No.3 Cargo Tank)................................................... 7 - 10 7.4.3 Aeration (No.3 Cargo Tank).................................................. 7 - 12 7.4.4 Drying and Inerting (No.3 Cargo Tank)................................ 7 - 14 7.4.5 Gassing-up (No.3 Cargo Tank) ............................................. 7 - 16 7.4.6 Cool Down (No.3 Cargo Tank) ............................................. 7 - 18 7.5 Ship to Ship Transfer ....................................................................... 7 - 19 7.6 Jettisoning of Cargo ......................................................................... 7 - 21

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1 Draft / 2004.10.29

Part 7 Emergency Procedures


3J LNG AL WOSAIL Illustration 7.1a Water Drain From Insulation Space

No.5 Cofferdam

No.4 Cofferdam C/D B/W

C/D B/W

BG563F


BG557F

BG559F

I/S B/W

BG558F

I/S B/W


BG552F

BG554F

I/S B/W

BG553F

I/S B/W


BG547F

BG549F

I/S B/W

BG548F

I/S B/W

BG544F

I/S B/W

I/S B/W

Key Sea Water Line Comp. Air Line

BG560F

BG541F

BG550F

Comp. Air Supply

Comp. Air Supply

No.5 Cofferdam

BG542F

BG545F

Comp. Air Supply

No.3 Cofferdam

Comp. Air Supply

No.2 Cofferdam

No.1 Cofferdam

BG562F

L.C

C/D B/W

AR616F

BG589F

st

AR601F

BG552F

BG547F

Pneumatic Pump

BG554F

BG553F

BG549F

Pneumatic Pump

BG615F

BG586F

L.O

BG543F

L.C

BG546F

BG557F

AR602F

AR606F L.C

Air Chamber

Air Chamber

AR603F L.C BG548F

BG544F

Pneumatic Pump

I/S B/W

I/S B/W BG598F

BG597F

C/D B/W BG614F

I/S B/W

I/S B/W BG596F

BG595F

BG583F BG585F

BG584F

C/D B/W

I/S B/W

BG613F

I/S B/W BG594F

BG593F

BG580F BG582F Expansion Loop as Necessary

C/D B/W

I/S B/W

BG612F

I/S B/W BG592F

BG591F

BG577F

BG584F

BG579F

BG578F

BG576F

BG575F

AR604F

C/D B/W BG611F

BG574F

BG572F

Flexible Hose for Temporary Purging

Draining Main Pipe BG588F

1 Draft / 2004.10.29

AR607F

AR608F BG551F

Air Chamber

BG558F

No.1 Tank

Pneumatic Pump

AR615F

Pneumatic Pump

Air Chamber

Pneumatic Pump

BG559F

No.2 Tank

gniwolB noitcennoC

Blowing Connection

BG563F

BG587F

No.3 Tank

BG556F

No.4 Tank

AR614F

L.C

AR611F

Air Chamber

AR609F

AR610F

L.O

AR613F

AR612F

No.4 Cofferdam

Comp. Air Supply

Drain Water Overboard Flexible Hose

BG571F

BG555F

AR605F

BG561F Drain Water Overboard Flexible Hose

BG573F

7-1


3J LNG AL WOSAIL Part 7 : Emergency Procedures 7.1 Water Leakage to Barrier Space (See Illustration 7.1a) 1. Inner Hull Failure Ballast water leakage from the ballast tanks to the insulation spaces can occur through fractures in the inner hull plating. If the leakage remains undetected and water accumulates in these spaces, ice will be formed. Ice accumulation can cause deformation, and possible rupture of the insulation. The resultant cold conduction paths forming in the insulation will cause cold spots to form on the inner hull.

Cargo Operating Manual maximum amount of water has been discharged. 7) Carry out an inner hull inspection to determine the cause of the leak (with particular reference to safe atmosphere in the ballast tank space). 8) After the maximum possible water has been discharged from this insulation space, appreciable moisture will remain in the insulation and over the bottom area. Increasing the flow of nitrogen through the space can assist drying out the insulation. This should be continued until the moisture level is below that detected by the water detection system before any cargo is carried in the affected tank.

The pressure differential caused by the head of water building up in the insulation space may be sufficient to deform or even collapse the membrane into the cargo tank. To reduce the risk of damage from leakage, each cargo insulation space has been provided with water detection units (See Leakage Detection below) and a bilge piping system connected to two pneumatic pumps for the removal of any water. 2. Leakage Detection At the bottom of No.1, 2, 3, 4, and 5 cofferdams, there is two bilge well for each tank insulation space. Each of these wells is fitted with water detection units, The bilge well serves as the inlet for the nitrogen 50 mm supply pipe to the insulation space. This supply pipe also acts as a manual sounding pipe to the bilge well. 3. Insulation Space Water Discharge Each bilge well is connected to a 40 mm draining pipe system with a 10 m3/h pneumatic pump situated in the each cofferdam for discharging the water to deck level and then overboard by means of a flexible hose. If ballast water is suspected of having leaked into an insulation space, the following steps should be observed. 1) Pump out the ballast water from the adjacent wing tank after consulting the ship’s loaded condition. 2) Ventilate the cofferdam, pipe duct space, which carry out normal enclosed space safety procedures. 3) Connect a flexible hose to the pump outlet valve for drain water discharge overboard. 4) Open the bilge well outlet valve on the selected tank insulation space. 5) Open the inlet and outlet valves on the selected pump. 6) Open the air supply to the pump and continue pumping until the st

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7-2


3J LNG AL WOSAIL


7.2 Fire and Emergency Breakaway All terminals have their own requirements regarding when it is unsafe for a vessel to remain alongside a terminal. These are normally outlined in the terminal handbook. In case of a Fire or Emergency developing, either on board or ashore, the following basic procedures will be followed: 1) All cargo operations to be stopped and Emergency Signals sounded as per the terminal requirements (as detailed in the ship/shore checklist). 2) Ship and Shore Emergency procedures to be put into operation. 3) The ESD system to be activated, resulting in cargo arms being disconnected by the Perc system. 4) In the event of fire, the IMO water spray system on ship/shore is to be activated. 5) Fire parties to attempt to deal with the situation. 6) Vessel to prepare for departure from the berth. 7) Liaison with shore personnel to arrange for pilot and tugs and additional support. 8) Standby tug requested to assist with fire fighting/movement of the vessel from the berth. 9) Vessel to 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. 10) The Owners/Charterers and other interested parties to be informed of the situation.

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7-3


3J LNG AL WOSAIL


Blank Page

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7-4



3J LNG AL WOSAIL Illustration 7.3a Emergency Cargo Pump Fitting Sequence

Hook Plate Set

Hook Plate Set

Support Rope

Earth Cable

Hook Plate Set

Next Support Rope

Next Support Rope

Lifting Eye Hang Plate

Next Support Rope Hang Plate Cable Cramp (B) Hang Plate

Support Rope

Support Rope Hanger Hang Plate

Protection Sheet

Protection Sheet

Cable Cramp (A)

Power Cable Power Cable

Power Cable Power Cable Next Support Rope Pump Stand

Next Support Rope Support Rope

Earth Cable

Work 1

Work 2

Work 3

Support Rod Spacer

Work 4

Junction Box

Chain Block

Support Rod Spacer Terminal Header Nozzle

To Switch Board

Support Rod

Flexible Cable Cable

Load Meter

Column Cover

To Junction Box Terminal Header

Terminal Header

To Junction Box Gasket Holder

Support Rope

Gasket

Hang Plate Hook Plate Set Hook Plate Set Hook Plate Set

Hook Plate Set

Support Rope

Support Rope

Work 5

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1 Draft / 2004.10.29

Work 6

Work 7

7-5

Finish


3J LNG AL WOSAIL 7.3 Emergency Cargo Pump Installation (See Illustration 7.3a)

The emergency cargo pump is used in the unusual event that both main cargo pumps have failed in a cargo tank. The pump is lowered into the emergency cargo pump column for that tank. Cables and a connection to the local junction box are used to power the pump. When lowered to its final position, the pump opens the foot valve in the column and the LNG can be pumped out. Adjacent to each pump column is a terminal box for the cargo pump connection and a local start switch. The pump and delivery valve are controlled and started via the IAS. The pump is suspended over the column into which it is being lowered by a 2.5 tone SWL derrick. For the No.3 tank, the cargo crane is used. A support flange to take the weight of the pump is used to connect each strop. The pump discharges into the column and to the liquid line via a discharge connection and valve at the top of the column. Operating Procedure - Installation in the Tank (See Illustration 7.2a) ! Caution! When working near the open pump column, all tools and equipment used must be attached to avoid anything falling in the column. All personal items have to be removed from pockets. The column opening must be temporarily covered when the blind flange is removed. Only brass tools must be used. When all equipment, pump, cables, electrical connection box, and accessories are in position near the tank in which the pump is to be installed, prepare the derrick to lift the pump and start the pump installation. 1.

2.

The cargo tank will inevitably contain LNG. Therefore the column into which the emergency pump is being lowered must be evacuated. This is achieved by injecting nitrogen into the column. In the case of a full cargo tank, a pressure of between 0.2 and 0.3 MPaG is required. The nitrogen forces the liquid out through the foot valve located at the bottom of the column. Upon completion of the liquid expulsion, the purge must be checked to ensure that complete inerting has taken place. The tank pressure must be reduced to just above atmospheric before removing the column top blank flange. Install a new column flange gasket, then begin to install the pump using the derrick.

3. Preparation before installation (Work 1) 1) Draw out the pump from the storage container and set it vertically. 2) Fit the shackle of support rope to the lifting eye at the top of pump. Make sure that measures are taken to avoid the eye bolt for the shackle falling out. 3) Connect the cable to the motor terminal.

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1 Draft / 2004.10.29

Cargo Operating Manual 4) The hang plate is provided at the opposite end of the support rope. Fix the cable cramp (A) for the cryogenic cable to the hang plate by means of the butterfly nut. Make sure that measures are taken to stop the nut falling off. 5) Fix the shackle cable cramp (B) to the middle of support rope by means of the butterfly nut. 6) Fit the shackle of the next support rope to the hang plate. Make sure that measures are taken to avoid the eye bolt for the shackle falling out. 4. Insertion of the pump into the column (Work 2) 1) Place the protection sheet on the column flange. 2) Attach the hook plate set to the shackle of the hang plate. 3) Attach the hook plate set to the crane on board and lift up the pump. Remove the pump stand. 4) Lower the pump into the column slowly. 5. Support of pump weight by hanger (Work 3) 1) Fit the hanger to the column flange and place the hang plate on the hanger in order to support the pump weight by means of the hanger. 2) Fit the shackle of the next support rope to the hang plate of the support rope. Make sure that measures are taken to avoid the eye bolt for the shackle falling out. 3) Fix the cable cramp (A) of the cryogenic cable to the next hang plate of the support rope. Make sure that measures are taken to avoid the butterfly nut for the shackle falling out. Fix the cable cramp (B) to the middle of the support rope by means of fly nut. Make sure that measures are taken to avoid the butterfly nut for the shackle falling out. 4) Replace the hook plate set fitted to the hanger by the next hang plate. 6. Extension of support rope (Work 4) 1) Lift up the hook plate set to remove the hanger from the column cover. 2) Place the protection sheet on the column flange. 3) Lower the pump slowly.

3) Lift up the support rod on the column cover and attach the rod spacer to the support rod. 4) Lift up the column cover using the eye bolts (4 off) on the column cover. 5) Attach the gasket to the flange face of the column cover by means of the gasket holder. 6) Fit the hook plate set to the lower side of the support rod. 7) Pass the cryogenic cable through the nozzle for lead cable of the column cover. 8) Move the column cover over the centre of column. 9) Lower the column cover and fit the hook plate set to the shackle of the hang plate. 8. Installation of column cover (Work 6) 1) Lift up the column cover and remove the hanger and the protection sheet from the column flange. 2) Lower the column cover slowly and remove the gasket holder to set the gasket on the column flange at a position of about 500mm over the column flange. 3) Lower the column cover slowly and place it on the column flange, taking care not to damage the gasket. 4) Fasten the tightening bolt to the prescribed torque. 5) Connect the cryogenic cable to the terminal header and fix the terminal header to the column cover nozzle to the prescribe torque. 9. Installation of the pump (Work 7) 1) Attach the load meter to the eye of the support rod and lift up the load meter with a chain block. 2) Remove the rod spacer after the weight of the pump is moved to the load meter. 3) Lower the pump slowly and when the load meter shows zero (0) the installation work is completed (When the liquid level in the cargo tank is high, the weight of the pump alone cannot open the foot valve. In this case supply nitrogen gas into the column to pressurize (about 0.15 MPa) the inside of the column).

4) Replace the support rope by the next support rope in accordance with the same procedure in 5 above. 7. Lifting up column cover (Work 5) 1) Place the hang plate of the last support rope onto the hanger. 2) Remove the hook plate set.

7-6



3J LNG AL WOSAIL Illustration 7.4.1a Warm Up (No.3 Tank)

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043



CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

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1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


7-7

S

NO.1 CARGO TANK C

C

S




3J LNG AL WOSAIL 7.4 One Tank Operation It may be necessary for in-tank repairs to be carried out with the vessel in service, in which one tank can be warmed up, inerted, aerated, entered and work undertaken on the tank internals, i.e. change cargo pump, investigate and cure problems with tank gauging systems etc. It is not envisaged that tank barrier repairs will be carried out with one tank only warmed up. The warm-up, inerting and aeration can be carried out with the remaining cold tanks providing boil-off gas for burning in the boilers. Aeration should be continued throughout the repair period to prevent ingress of humid air to the cargo tank. Tank venting is carried out by means of the gas header line. Operation t the discharge port, the tank to be worked on is discharged to the lowest measurable level and, after completion of Custody Transfer, as much as possible is drained to another tank using the stripping/spray pump. Sufficient heel for the voyage, together with an extra amount for cooling down the tank after completion of repairs, is retained in one of the other tanks.

7.4.1 Warm Up (No.3 Cargo Tank) (See Illustration 7.4.1a)

6) No.2 B.O/W.U heater Open the steam supply to the B.O/W.U heater. Open the B.O/W.U heater inlet valve CG918 and outlet valve CG924. In CCR 7) No.1 vent mast: Adjust set point control inching valve CG702 to 15 kPaG. 8) No.2 LD compressor: Adjust the normal boil-off valve (IGV) to 60 % for loaded condition: tank pressures are to be maintained between a minimum 105 kPaA and maximum 109 kPaA and the steam dump opening at 113 kPaA. When the engine room is ready to start gas burning, ensure that there is sufficient nitrogen to purge the lines to the boiler i.e. > 0.5 MPaG in the buffer tank. 9) Ensure that the gas outlet temperature of No.1 B.O/W.U heater is approximately 25 °C. Open fuel gas master valve CG930, and start the LD compressor. The operation will then be controlled and monitored from CCR and the ECR. Warm Up Procedure

Normal gas burning is continued during this operation using vapour from all four tanks. In the first instance, normal boil-off gas procedures are followed until this operation has stabilised, then the operation for warming up one tank using a HD compressor can be carried out.

1) Open valves CL300 and CL307 on No.3 tank liquid header.

It is assumed that all valves are closed prior to use.

3) Open valve CG923 the outlet from No.1 B.O/W.U heater.

1) Prepare No.1 HD compressor (No.2 HD comp. is also available) and No.1 B.O/W.U heater (for use in tank warm-up vapour supply). 2) Prepare No.1 LD compressor (No.2 LD comp. is also available), No.2 B.O/W.U heater and the engine room gas burning plant for use. 3) Fit the spool piece SP02 between liquid main and No.1 heater outlet line. 4) Check the tank vapour domes Tank No.1 open and lock in position valve CG100. Tank No.2 open and lock in position valve CG200. Tank No.3 open and lock in position valve CG300. Tank No.4 open and lock in position valve CG400. (These valves should already be locked in the open position.)

2) Open valves CG706 and CL701, the vapour line crossovers to liquid header, and CG708 the vapour line to gas header crossover.

4) Open valve CG917 the inlet to No.1 B.O/W.U heater. 5) Open valves CG904 and CG916 the inlet/outlet to No.2 HD compressor. 6) Start No.2 HD compressor. 7) Monitor the gas pressure in the tank; excess vapour to be vented through the gas header via CG708, CG700 and No.1 vent mast if the pressure in No.3 tank goes above the set point of CG702. 8) When all the liquid has evaporated and the tank temperature is rising, continue as described in section 6.6.3 until the required temperatures are obtained and the tank is ready for inerting.

5) Open vapour supply valves to the LD compressor CG704 and the No.2 LD compressor suction and discharge valves CG902, CG914 .

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7-8



3J LNG AL WOSAIL Illustration 7.4.2a Inerting (No.3 Cargo Tank)

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903 LNG VAPORISER

FM005

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

OF

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


INERT GAS LINE LNG VAPOUR + INERT GAS LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


7-9

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 7.4.2 Inerting (No.3 Cargo Tank) (See Illustration 7.4.2a) Normal gas burning is continued during this operation using vapour from the three in-service tanks. Inert gas is supplied to the tank by the Inert Gas Generator via the flap spring check valve connecting the IG line with the liquid header. Venting the tank is carried out via the fitting of a spool piece connecting the vapour outlet from the tank to the gas header. The isolation valve onto the vapour header (CG300) must remain closed.

Cargo Operating Manual 13) When the hydrocarbon content sampled from the tank outlet falls below 1.5 %, isolate and shut in the tank. On completion of tank and pipeline inerting, stop the inert gas supply and shut down the inert gas plant. Reset the valve system for aerating. 14) Stop the IG plant and close CG301, CG700, CL307, CL300, CL701. Inert emergency cargo pump well with N2 through the foot valve. Prepare the system for one tank aeration, as described in the next section.

1) Fit the spool piece SP02 from IGG discharge line to liquid header.. 2) Fit the spool piece SP05 from No.3 tank vapour line to the gas header. 3) Raise the set point on No.1 vent mast CG702 to 18 kPaG. 4) Open the inert gas supply to the liquid header CL701. 5) Open valves CL300 and CL307 to bring inert gas to the bottom of tank No.3. 6) Start the IGG and open CG700. (One blower, 14,000 Nm3/h, to be operated.) 7) Open valve CG301 on No.3 vapour header. 8) Monitor the tank pressure. Tank pressure can be adjusted by throttling CG702 on the IAS. Ensure that the tank pressure is always higher than the insulation space pressures by at least 1 kPa, but that the tank pressures do not exceed 18 kPa above atmospheric pressure. In any case, during inerting, the pressure in the tanks must be kept low to maximize the piston effect. 9) Approximately once an hour, take samples of the discharge from the vapour dome at the top of the tank and test for hydrocarbon content. Also verify that the oxygen content of the inert gas remains below 1 %, by testing at a purge valve on the filling line of the tank being inerted. 10) Verify that the oxygen content of the inert gas remains below 1 %, by testing at a purge valve at the top of the tank being inerted; purge for 5 minutes all the related sections of pipelines, machines, equipment and instrumentation lines. 11) Continue inerting until levels as described in section 6.7.3 are obtained. 12) Before shutting down the inert gas generator, ensure the liquid header is purged through to No.1 vent mast via CL700, in preparation for aerating the tank.

st

1 Draft / 2004.10.29

7 - 10



3J LNG AL WOSAIL Illustration 7.4.3a Aeration (No.3 Cargo Tank)

CG900

CG922

CG913CG909 CG920

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

CL031

CL033

CG918

NO.2 B.O/W.U HEATER


ESD

FM004

KEY

CG902

OF

VF

CG928

CG930

OF


CS906


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


INERT GAS LINE DRY LINE

CG929

CS903

OF

LNG VAPORISER

FM005

CS902

CS901


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


7 - 11

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL


7.4.3 Aeration (No.3 Cargo Tank) (See Illustration 7.4.3a) Normal gas burning is continued during this operation using vapour from the three in-service tanks. Dry air is supplied to the tank by the dry air generator (IGG) via the flap spring check valve connecting the IG line with the gas header and the fitting of a spool piece connecting the vapour outlet from the tank to the gas header (should already be in place from the inerting operation). Venting the tank is carried out via the liquid filling valve, exhausting onto the liquid header and leading to No.1 vent mast via valve CL700 and the spool piece. The isolation valve onto the vapour header (CG300) must remain closed. 1) Fit the spool piece SP04 between liquid header and No.1 vent mast. 2) Fit the spool piece SP05 between No.3 tank vapour line and gas header. 3) Fit the spool piece SP01 between IGG discharge line and gas header 4) Ensure that valve CG300 is securely closed. 5) Open valves CL700 and CG301. 5) Open valves CL307 and CL300. 6) Set the vent mast regulating valve CG702 to 12 kPaG. 7) Start the IGG (One blower, 14,000 Nm3/h, to be operated). 8)

The pressure in the tanks must be kept 10~12 kPaG to maximize the piston effect.

Monitor the change in atmosphere until all levels as described in section 6.7.4 are obtained. Ensure pressure in aerated tank is higher than tanks containing vapour to avoid leakage of toxic gas to this tank. Aerate the emergency cargo pump well with dry air if necessary.

st

1 Draft / 2004.10.29

7 - 12



3J LNG AL WOSAIL Illustration 7.4.4a Drying/Inerting (No.3 Cargo Tank)

CG900

CG922

CG913CG909 CG920

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

CL031

CL033

CG918

NO.2 B.O/W.U HEATER


ESD

FM004

KEY

CG902

OF

VF

CG928

CG930

OF


CS906


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


INERT GAS LINE HUMID AIR LINE

CG929

CS903

OF

LNG VAPORISER

FM005

CS902

CS901


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


7 - 13

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 7.4.4 Drying and Inerting (No.3 Cargo Tank) (See Illustration 7.4.4a) Normal gas burning is continued during this operation using vapour from the three in-service tanks. During a maintenance operation where one cargo tank has been opened up and contains wet air, it must be dried to avoid primarily the formation of ice when it is cooled down and secondly the formation of corrosive agents if the humidity combines with the sulphur and nitrogen oxides which might be contained in excess in the inert gas. The tank is then inerted in order to prevent the possibility of any flammable air/LNG mixture. Normal humid air is displaced by dry air. Dry air is displaced by inert gas produced from the dry-air/inert-gas generator. Dry air is introduced at the bottom of the tank through the filling piping. The air is displaced from the vapour dome into the gas header via the fitted spool piece and is discharged from No.1 vent mast. The operation can be carried out at shore or at sea and will take approximately 10 hours to reduce the dew point to less than -20 °C. 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 other LNG and vapour pipework. Before introduction of LNG or vapour, pipework not purged with inert gas must be purged with nitrogen.

Cargo Operating Manual 10) Monitor the dew point of the tank by taking a sample at the vapour dome. When the dew point is lower than -25 °C, drying is complete. Wet air which may be contained in the discharge lines from the cargo pumps, float level piping and any associated pipework in the cargo compressor room must be purged with dry air. 11) When the tank is dried, stop the IGG. Change over the IGG to inert gas production and feed the tank in the same manner as for drying the tank. Note It is necessary to lower the tank’s dew point by dry air to at least -20 °C, before feeding tanks with inert gas, in order to avoid formation of corrosive agents.

The target values for N2 gas and inert gas CO2 is equal to or less than 1 %. These values should be matched with the LNG terminal requirements. This normally entails approximately two changes of the volume of the atmosphere in the cargo tank. On completion of purging, the tank can be made common with the other tanks. Cool down of the liquid header will take place and normal loading will commence into the other three tanks. When a liquid level of approximately 1m is attained in No.4 tank, No.4 stripping/spray pump can then be used to cool down the tank to be brought back into service at a rate of no more than 20 °C per hour. When the ATR temperature of the tank reaches -130 °C loading can commence into this tank.

12) Start the inert gas generator. When oxygen content is less than 1% and dew point is -45 °C, open the delivery valve and close the purge valve on the inert gas discharge line. 13) By sampling at the vapour dome, check the atmosphere of the tank by means of the portable oxygen analyser. O2 content is to be less than 1 % and the dew point less than -40 °C. 14) During tank inerting, purge for about 5 minutes the air contained in the lines and equipment by using valves and purge sample points.

Operating Procedure for Drying Tanks Dry air, with a dew point of -45 °C, is produced by the dry-air/inert-gas generator at a flow rate of 14,000 Nm3/h with one blower operation. 1) Prepare the dry air generator for use. 2) Fit the spool piece SP02 between IGG discharge line and liquid header. 3) Fit the spool piece SP05 between No.3 tank vapour outlet and gas header, venting via No.1 vent mast. 4) Fit the spool piece between liquid header and No.1 vent mast. 5) Open valves CL701, CL307, CL300, to supply dry air to the liquid header and No.3 cargo tank. 6) Open tank vapour valve CG301, ensure that valve CG300 remains closed. 7) Open valve CG700 to vent through No.1 vent mast. The tank pressure is controlled by the regulating valve CG702 set to 10 kPaG on the IAS. 8) Start the IGG. When dew point is -45 °C, open the delivery valve and close the purge valve on the dry-air/inert-gas discharge line.

st

1 Draft / 2004.10.29

15) Inert emergency cargo pump well with N2 through the foot valve. 16) When the operation is completed, stop the supply of inert gas and close the valves CL701, CL307, CL300, CG301, CG700 and remove the spool pieces. Note Until the ship is ready to load LNG, the tank may be maintained under inert gas as long as is necessary. Pressurise the tank to 20 kPa above atmospheric pressure, and to reduce leakage isolate the valve at the forward venting system. It is assumed that the maintenance/repair of one tank will take place while the ship is on ballast passage, having discharged the cargo from the affected tank in the normal manner. Therefore gas filling will not be undertaken until the ship returns to the loading port. On arrival at the loading terminal the first procedure will be to gas fill the affected tank with vapour from shore, venting the inert gas through the liquid header via the spool piece to No.1 vent mast. If coolant is sufficient in the other tanks, the gas filling operation is carried out on the ballast passage. The gas filling operation is considered complete when the CH content, as measured at the top of the cargo filling pipe, exceeds 99 % by volume.

7 - 14



3J LNG AL WOSAIL Illustration 7.4.5a Gassing-Up (No.3 Cargo Tank)

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903 LNG VAPORISER

FM005

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

OF

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043




CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


7 - 15

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL 7.4.5 Gassing-Up (No.3 Cargo Tank) Operating Procedures to Purge One Cargo Tank with LNG Liquid Already on Board. (See Illustration 7.4.5a) It is assumed, though unlikely in practice, that all valves are closed prior to use except fuel gas to boilers. Normal gas burning is continued during this operation using vapour from the three in-service tanks. LNG liquid will be supplied to the LNG vaporizer via the stripping/spray header using the stripping/spray pump of a cargo tank containing LNG liquid (In this case No.4 Cargo Tank). 1) Install the following spool pieces: Gas header to No.3 cargo tank (SP05). Liquid header to No.1 vent mast (SP04).

Cargo Operating Manual 14) Monitor the vapour exhausting at each liquid dome (use the mid cargo tank sample cock initially, followed by the sample cock at the top of the loading line). Also monitor the vapour exhausted at No.1 vent mast using the sample cock. 15) Verify that CH content is at least 98% by testing at a purge valve at the bottom side of the tank. Purge for 5 minutes all the related sections of pipelines, machines, equipment and instrumentation lines. 16) The operation is considered complete when No.3 cargo tank has at least a 98 % CH content and the acceptable CO2 content and N2 content as requested by the terminal. Note This function should be performed in open sea only.

2) Prepare the LNG vaporizer. 3) Adjust the set point of the temperature control valve to +20 °C. 4) Using the IAS, adjust the set point of the pressure control valve CG702 to 6 kPaG (or required value) by using the inching control (remote/auto). 5) At the No.1 vent mast, open valve CL700. 6) Open the vapour dome outlet valves to the vapour header CG100, 200 and 400. Keep CG300 firmly closed. 7)

Open stripping/spray line to LNG vaporizer valves CS403 and CS702.

7) Open No.4 cargo tank discharge valve CS401 to 30% and Start the No.4 stripping/spray pump. 8)

Adjust the spray discharge valve CS401 to allow minimum flow to the LNG vaporizer.

9)

Pressure in LNG vaporiser line shall be controlled by CS400.

8) Open valve CS901, the inlet valve to the LNG vaporizer. 9) In the cargo compressor room, open the outlet from the LNG vaporizer CG929. 10) Open valve CG708 to allow supply to No.3 cargo tank gas header. 11) Open the header valve CG301 to No.3 tank vapour dome. 12) Using the IAS, open the individual tank loading valves, CL300, CL307. 13) Adjust No.1 vent mast pressure with CG702 set at 23 kPaG or as required.

st

1 Draft / 2004.10.29

7 - 16



3J LNG AL WOSAIL Illustration 7.4.6a Cool Down (No.3 Cargo Tank)

CG900

CG922

CG913CG909 CG920

CG914CG910

FM004

OF


CS903

OF

LNG VAPORISER

ESD

CL013

CL011

CS011 CS013

ESD

CL021

CS021 CS023

CL023

CG073

ESD

CS031

CG071

CS033

ESD

KEY

CG902

OF

CG928

ESD VF

FM005

CL031


CG930

CG929

CL033

CG918

NO.2 B.O/W.U HEATER

CS906

CS902

CS901


CG924

MIST SEPARATOR

CG901

OF

CS025

CS035

CG904

OF


CG925

CG926

CG916CG912

CS041


CG917

CS043

CG919

NO.1 B.O/W.U HEATER

ESD

CG927

CG903

OF

CG921

CG923

FUEL GAS TO BOILERS

CL041

CG907 CG915CG911

CL043


SPRAY LINE


CG705

SP02

CG704

OF

CG703


CG707

CG708

CG706

FM003

EM'CY VENT SP01

CL701

SP03

CG701

OF

CL700

CS700

SP04

SPRAY MAIN

CG702

CS702

CARGO LIQUID

OF

CS071

C

st

1 Draft / 2004.10.29

CS103

CL107

CS203

CS106

CS100

CS101 CS102

CL100

CL101

CL102

CL103 CL104

SA151 SA153 SA155 SA157 SA159

CR101

F CS107

R

CG101

CR100 CS108

SP05

FL100

CS207

CS208

FL200

SA150, SA152, SA154, SA156, SA158,

CS206

CS200

CS201 CS202

CL200

CL201

CL202

CL012

CL203 CL204

CG200 CG201

CR200

CG100

CL207

CL014 ESD

CS012

R

FOR ISB STRIP.

CR201

F

SP05


SA250, SA252, SA254, SA256, SA258,

SA251 SA253 SA255 SA257 SA259

CL022

CL024 ESD

CS022

CG074

ESD

CS024

CS034 CS032

CG072

ESD

CL034

CS044 CL032

CS042

CL042 CG300

CS104 CS205

SP05

PORT SIDE

PORT SIDE

PORT SIDE

STBD SIDE

STBD SIDE

STBD SIDE

STBD SIDE

CL306

S

CS204

PORT SIDE

CL305

CL206

NO.4 CARGO TANK C

CS307

R

CL405


CS306

CS300

CS301 CS302

CL300

CL301

CL302

CL303 CL304

SP05

CG301

CR300 CS308

CS407

CS408

FL400

CL406

CR301

F FL300

CG401

CR400

SA351 SA353 SA355 SA357 SA359

CR401

F

SA350, SA352, SA354, SA356, SA358,

CG400

CS406

CS400

CS401 CS402

CL400

CL401

CL402

CL403 CL404


FOR ISB STRIP.

ESD


R

CL044

CS303

CL307

CL407

CS403

CS304 CS405

CS014

CS026

CS036

CS404

FM001

FM002

CG700

CARGO VAPOUR CG075

CS703

CL205

CL106

NO.3 CARGO TANK C

C

CL105

NO.2 CARGO TANK

S

C


C


7 - 17

S

NO.1 CARGO TANK C

C

S



3J LNG AL WOSAIL


7.4.6 Cool Down (No.3 Cargo Tank) (See Illustration 7.4.6a) Assuming a single tank is to be cooled down using the heel in another tank. It is assumed that all valves are closed prior to use, and it is No.4 tank that contains the heel. Set the No.1 vent mast riser set point to 15 kPaG and the LD compressor(s) on line to supply the engine room with boil-off gas for the boilers. Check the nitrogen system for high flow operation. Set the supply valve CN511 (nitrogen to the insulation space header) at 500 kPaG. Confirm the set point of the inter barrier space nitrogen supply regulating valves at 1 kPaG and the insulation space at 1.5 kPaG Confirm the set point of the inter barrier space nitrogen exhaust regulating valves at 1.5 kPaG and the insulation space at 1.5 kPaG 1) Open the vapour dome outlet valves to the vapour header CG100, 200, 300 and 400. 2) Open the spray inlet valves to the No.3 tank CS307, 308 and 303. 3) Open No.4 stripping/spray pump discharge valve CS401 to 30%, fully open return valve CS400 and Start the No.4 stripping/spray pump. 4)

Adjust the spray discharge valve CS401 to allow minimum flow and fully open CS403 to cool down No.3 spray header. Pressure in the stripping/spray header shall be controlled by CS400.

5) Once cool down of the spray header to No.3 tank is complete, increase the flow rate by adjusting No.4 stripping/spray pump discharge valve to allow an even cool down and control of vapour pressure. Care should be taken to control the vapour pressure either in the boilers as fuel, or venting to the atmosphere via CG701, CG702 and the No.1 vent mast riser. 5) On completion of cool down leave the spray header valves open to allow the spray line to warm up to ambient temperature before closing them.

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3J LNG AL WOSAIL 7.5 Ship to Ship Transfer This section is intended to complement the ICS Tanker Safety Guide, (Liquefied Gases) and the ICS Ship to Ship Transfer Guide (Liquefied Gases) and should be supplemented by the Company's own instructions and orders. 1. General Safety

All equipment to be used should be thoroughly prepared and tested, and all safety equipment should be checked and be ready for use if required. 1) Cargo Equipment to be Tested

The person (master or other officer) in overall control of the operation should be clearly established before the operation commences, and the actual transfer should be carried out in accordance with the wishes of the receiving ship. The means of communication should also be well established before transfer and both ships must be in direct contact with each other during the whole operation. Radio telephone contact should be established on VHF Channel 16 and thereafter on a mutually agreed working channel. Approach, mooring, transfer and unmooring should not be attempted until fully effective communications are established. Should there be a breakdown in communications for whatever reason, either on approach or during transfer, the operation should immediately be suspended. Caution 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 should be made with an appropriate coast station for blind transmissions which would allow reception of urgent messages. 2. Pre-Mooring Preparations Prior to mooring, the organisers of the transfer should notify the local authorities of their intentions and obtain any necessary permits. The two vessels should liaise with each other and exchange details of the ships: y

Fenders should be positioned according to an agreed plan, taking into consideration the type and size of both ships, the weather conditions and the type of mooring that is to take place.

y y y y y y y y

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.

y y y y y

Fire main tested and kept under pressure. Water spray system tested and ready. Two additional fire hoses connected near the manifold and ready for use. Dry powder system ready. All access doors to the accommodation are to be kept closed at all times during transfer. No smoking. Impressed current cathodic protection system, if fitted, to be switched off at least three hours before transfer. First aid equipment etc. to be ready for use.

Which side is to be used for mooring, the number of fairleads and bitts to be used for mooring and their distance from the bow and stern of the ship.

y

The size and class of manifold flanges to be used.

y

The anticipated maximum height differential of the manifolds for determining hose length required.

y

The type of hoses required and their supports to ensure that their allowable bending radius is not exceeded.

The most successful method of berthing is with both ships underway. One ship, preferably the larger, maintains steerage way on a constant heading as requested by the manoeuvring ship, usually with the wind and sea dead ahead. The manoeuvring ship then comes alongside. Successful operations have taken place with one ship at anchor in fine weather conditions, and this is not too difficult if there is an appreciable current and a steady wind from the same direction. If not, then tug assistance may be necessary. Mooring should be rapid and efficient and can be achieved with good planning by the Masters of both ships. In general, the following points should be noted. y y y y

2) Safety Precautions y y y

3. Mooring

The wind and sea should be ahead or nearly ahead. The angle of approach should not be excessive. The two ships should make parallel contact at the same speed with no astern movement being necessary. The manoeuvring ship should position her manifold in line with that of the constant heading ship and match the speed as nearly as possible.

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 fenders. Note Masters should be prepared to abort if necessary. The International Regulations for Preventing Collisions at Sea must be complied with. On completion of mooring, the constant heading ship will proceed to an anchoring position previously agreed. The manoeuvring ship will have its engines stopped and rudder amidships, or angled towards the constant heading 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.

The weather conditions should be taken into consideration, as they will determine the type and number of fenders to be used and the type of mooring procedure to be used. Both Masters should be in agreement that conditions are suitable for berthing and cargo transfer before the operation takes place.

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3J LNG AL WOSAIL


4. Transfer Operations Transfer can begin when the two Masters have ensured that all the pre-transfer checks and precautions have been completed and agreed between them. Both ships should be prepared to disconnect and un-moor at short notice should anything go wrong. During transfer, ballast operations should be performed in order to keep the trim and list of both vessels constant. Listing of either vessel should be avoided except for proper tank draining. Checks should also be kept on the weather, traffic in the area, and that all safety equipment is still in a state of readiness. 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 underway, though this depends on there being adequate sea room, traffic conditions and the availability of large diameter, high absorption fenders. 1) Underway Transfer After completion of mooring, the constant heading ship maintains steerage 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 agreed by the two Masters and this should result in the minimum movement between the two ships. The Master of the constant heading ship is responsible for the navigation and safety of the two vessels. 2) Drifting Transfer This should only be attempted in ideal conditions. 3) Completion of Transfer After transfer has been completed and before unmooring, all hoses should be purged, manifolds securely blanked and the relevant authorities informed that transfer is complete. 5. Unmooring This procedure will be carried out, under normal conditions, at anchor, though if both Masters agree, unmooring can take place underway. 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 both ships, and commenced at the request of the manoeuvring ship. Lines should be singled up fore and aft, then let go the remaining forward mooring allowing the ships to drift away from each other, at which time the remaining after moorings are let go and the ships drift clear of each other. Neither ship should, at this point, attempt to steam ahead or astern until their mid lengths are about two cables apart.

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3J LNG AL WOSAIL


7.6 Jettisoning of Cargo Warning The jettisoning of cargo is an emergency operation. It should only be carried out to avoid serious damage to the cargo tank and/or inner hull steel structure. A membrane or insulation failure in one or more cargo tanks may necessitate the jettisoning of cargo from that particular cargo tank to the sea. This is carried out using a single main cargo pump, discharging LNG through a portable nozzle fitted at the ship’s manifold. As jettisoning of LNG will create hazardous conditions: 1) All the circumstances of the failure must be carefully evaluated before the decision to jettison cargo is taken. 2) All relevant fire fighting equipment must be manned, in a state of readiness and maintained so during the entire operation. 3) All accommodation and other openings and all vent fans must be secured. 4) The NO SMOKING rule must be rigidly enforced. 5) The water curtain on the side of the jettison is to be running to protect the ship’s structure. Weather conditions, and the heading of the vessel relative to the wind, must be considered so that the jettisoned liquid and resultant 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.

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Cargo Operating Manual: Lng Al Wosail (H1440) 1 draft / 2004.10.29

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