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Cubal Cargo Manual Draft 2 November 2011

This document is the cargo operating manual for a LNG carrier. It contains 3 sections summarizing key information about LNG properties, the integrated automation system, and cargo and ballast systems. The document lists contents, principal vessel particulars, rules and regulations, the cargo containment and pumping systems, and hazardous area plans. It includes diagrams of the cargo systems and control room layout.

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100% found this document useful (2 votes)

905 views384 pages

Cubal Cargo Manual Draft 2 November 2011

Uploaded by

toma cristian

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

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Cubal Cargo Operating Manual

Cargo Operating Manual Section 2: Properties of LNG 3.2.3b Vapour Control

3.2.3c IAS Emergency Shutdown System Interface
List of Contents 3.2.4a Extension Alarm Panels
2.1 Properties of LNG
ISSUE and update control
2.1.1 Physical Properties and Composition of LNG
cargo and machinery symbols AND COLOUR 3.3 Custody Transfer System (CTS)
SCHEME Illustrations
3.3.1 Radar Primary System (Radar Gauges and Custody
electrical and instrumentation symbols 2.1.1a Physical Properties of LNG Transfer System)
introduction 2.1.1b Composition of Typical LNG 3.3.2 Float Level Gauge
2.1.1c Variation of Boiling Point of Methane with Pressure 3.3.3 Independent High Level Alarm System
2.1.1d Properties of Methane 3.3.4 Trim and List Indicator
Section 1: Design Concept of the Vessel 2.1.1e Relative Density of Methane and Air 3.3.5 Loading Computer
Illustrations
1.1 Principal Particulars 2.2 Characteristics of LNG
3.3.1a Custody Transfer System

SAMSUNG
1.1.1 Principal Particulars of the Ship 2.2.1 Flammability of Methane, Oxygen and Nitrogen 3.3.1b IAS Custody Transfer System Screen Shot
1.1.2 Principal Particulars of Cargo Equipment and Mixtures 3.3.1c Custody Transfer Data
Machinery 2.2.2 Supplementary Characteristics 3.3.2a Whessoe Gauge System
1.1.3 General Arrangement Illustrations 3.3.2b Whessoe Float Level Gauge
1.1.4 Tanks Capacity Tables 3.3.3a High Level and Overfill Alarm System
2.2.1a Flammability of Methane, Oxygen and Nitrogen 3.3.3b High Level Alarm Panels
Illustrations Mixtures 3.3.4a Trim and List Indicators
1.1.3a General Arrangement 2.2.2a Structural Steel Ductile to Brittle Transition Curve 3.3.4b Trim and List Sensor
1.1.3b Cargo Machinery Room Layout

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2.3 Health Hazards Section 4: Cargo and Ballast Systems
1.2 Rules and Regulations
Illustrations
4.1 Cargo Manifold
2.3a Methane Safety Card
1.3 Cargo System Technology 2.3b Nitrogen Safety Card 4.1.1 Cargo Manifold System
1.3.1 Cargo Containment System Principle 4.1.2 Cargo Strainers
1.3.2 GTT Mark III Cargo Containment Illustrations
Section 3: Integrated Automation System
Illustrations 4.1.1a Cargo Manifold System
1.3.1a Cargo Tank Lining Reinforcement 3.1 Cargo Control Room Arrangement 4.1.1b Cargo Manifold Screen Shot
1.3.2a Membrane Cargo Containment (GTT Mark III) 4.1.2a Cargo Strainer
1.3.2b Interbarrier Space (IBS) Insulation Space (IS) Flat Illustrations
Panel Junction 3.1a Cargo Control Room Layout 4.2 Cargo Piping System
1.3.2c IBS IS Section of Longitudinal Corner 3.1b Cargo Control Room Console
1.3.2d Hull Steel Grades 4.2.1 Cargo Piping
4.2.2 Cargo Pipe Insulation
1.4 Hazardous Areas and Gas Dangerous Zones 3.2 Integrated Automation System (IAS) Illustrations
Illustration 3.2.1 Integrated Automation System Overview 4.2.1a Cargo Piping System
3.2.2 IAS Operator Stations 4.2.1b No.4 Cargo Tank Arrangement
1.4a Gas Hazard Area Plan 3.2.3 AIS Screen Displays
3.2.4 Extension Alarm System
4.3 Cargo Pumps
Illustrations
4.3.1 Main Cargo Pumps
3.2.1a Integrated Automation System Topology 4.3.2 Stripping/Spray Pumps
3.2.2a Operator Station Panel 4.3.3 Emergency Cargo Pump
3.2.3a IAS Screen Shot 4.3.4 Fuel Gas Pumps

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustrations 4.9 Inert Gas and Dry-Air Generator Illustrations
4.3.1a Main Cargo Pump 4.13.1a Water Ballast System
Illustrations
4.3.2a Spray Pump 4.13.1b Ballast System Screen Shot
4.3.3a Emergency Cargo Pump 4.9a Inert Gas System in the Engine Room 4.13.1c Ballast Pumps Screen Shot
4.3.4a Fuel Gas Pump 4.9b Inert Gas System on Deck 4.13.2a Tank Level Gauging System
4.9c Inert Gas Generator Control Panel
4.9d Inert Gas Generator Water Chiller Control Panel
4.4 Cargo Compressors Section 5: Cargo Auxiliary and Deck Systems
4.9e Inert Gas Generator Regenerative Dryer Control Panel
4.4.1 High Duty Compressors
4.4.2 Low Duty Compressors 5.1 Temperature Monitoring System
4.10 Fixed Gas Sampling and Gas Detection Systems
Illustrations
Illustrations Illustration
4.4.1a HD Compressor Screen Shot
4.4.1b High Duty Compressor 4.10a Gas Detection Architecture 5.1a Temperature Monitoring Screen Shot

SAMSUNG
4.4.2a LD Compressor Screen Shot 4.10b Gas Detection System on Deck
4.4.2b Low Duty Compressor 4.10c SW2020 Gas Detection Panels 5.2 Interbarrier Space and Insulation Space Pressure Control

4.11 Emergency Shutdown and Valve Remote Control Systems Illustrations

4.5 Boil-Off/Warm-Up Heaters
4.11.1 Emergency Shutdown and Tank Protection System 5.2a Cargo Barrier Space Pressure Control Screen Shot
Illustrations 5.2b Nitrogen Pressurisation and Control System (No.4 Tank)
4.11.2 Ship-Shore Link - Pneumatic
4.5a BOG Heaters Screen Shot 4.11.3 Valve Remote Control System
4.5b Boil-Off/Warm-Up Heaters 5.3 Cofferdam Heating System
Illustrations

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4.11.1a Emergency Shutdown System Architecture 5.3.1 Cofferdam Heating and Control
4.6 LNG Vaporiser 5.3.2 Hull Ventilation
4.11.1b Fibre-Optic/Electric System Configuration Module
4.11.1c Control Panels Illustrations
Illustrations
4.11.1d ESD Screen Shot
4.6a LNG Vaporiser Screen Shot 5.3.1a Cargo Cofferdam Heater Screen Shot
4.11.2a Emergency Air System
4.6b Gas Management Screen Shot 5.3.1b Glycol Water Heater System
4.11.3a Cargo Valve Remote Control System
5.3.1c Cofferdam Heating System
4.11.3b Valve Remote Control Starter Panels
5.3.2a Hull Ventilation
4.7 Forcing Vaporiser and Mist Separator 4.11.3c Ballast, Sea and Fuel Oil Remote Control System

4.7.1 Forcing Vaporiser 5.4 Fire Fighting Systems

4.7 2 NBO Mist Separator - Spray Pre-cooler 4.12 Relief Systems
4.7.3 FBO Mist Separator - Common Spray Pipe 5.4.1 Introduction
4.12.1 Cargo Tank Relief Valves
4.7.4 Spray Pre-Coolers 5.4.2 Engine Room and Deck Fire Main Systems
4.12.2 Insulation Space Relief Valves
5.4.3 Sea Water Spray System
Illustrations 4.12.3 Pipeline Relief Valves
5.4.4 Deck Dry Powder System
4.7.1a Forcing Vaporiser Screen Shot Illustrations 5.4.5 CO2 Fire Extinguishing System - Cargo Machinery Room
4.7.3a FBO Demister Screen Shot 4.12.1a Pressure Relief Valve Operation 5.4.6 Fire Detection System
4.7.4a BOG Coolers Screen Shot 4.12.2a Pilot Operated Safety Relief Valve 5.4.7 Quick-Closing Valves, Fire Dampers and
4.12.2b IBS and IS Pressure Control Table Emergency Stops Systems
4.12.2c Cargo Tank Pressure Table 5.4.8 Engine Room Water Mist Fire Extinguishing System
4.8 Nitrogen Generator 5.4.9 Galley Fire Extinguishing Systems
4.12.3a Typical Pipeline Relief Valve
Illustrations Illustrations
4.8a Nitrogen Generator Screen Shot 4.13 Ballast Level and Ship’s Draught Gauging System 5.4.1a Fire Control Station Arrangement
4.8b Crossover Switch 4.13.1 Ballast Piping System 5.4.1b Fire Fighting Techniques - Fire Hoses
4.8c E600 Controller 4.13.2 Ballast Level and Draught Indicating System 5.4.1c Fire Fighting Techniques - Portable Extinguishers
4.13.3 Ballast Exchange System 5.4.2a Engine Room Fire Main and Hydrant System

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
5.4.2b Deck Fire Main and Hydrant System 6.2.5b Cooling Down 6.6.4 Discharging With Vapour Return from Shore
5.4.3a Water Spray System 6.6.5 Discharging Without Vapour Return from Shore
5.4.3b Water Spray System 6.6.6 Ballasting
6.3 Ballast Passage
5.4.4a Dry Powder System
Illustrations
5.4.4b Dry Powder System Release Locations 6.3.1 Cooling Down Cargo Tanks Prior to Arrival
5.4.5a CO2 Fire Extinguishing System 6.3.2 Sloshing Inside the Cargo Tanks 6.6.1a Preparations for Discharging
5.4.6a Fire Detection Panel 6.6.2a Liquid Line Cooldown Before Discharge
Illustrations
5.4.7a Quick-Closing Valve System 6.6.3a Cargo Manifold Screen Shot
5.4.8a Engine Room Water Mist Fire Extinguishing System 6.3.1a Cooling Down Alongside 6.6.4a LNG Discharge With Vapour Return
6.3.1b Cooling Down on Ballast Passage 6.6.5a LNG Discharge Without Vapour Return
6.6.6a Ballasting via Pumps
5.5 Cargo Machinery Fresh Water Cooling System
6.4 Loading
Illustration 6.4.1 Preparations for Loading 6.7 Pre Dry Dock Operations
5.5a Cargo Machinery Fresh Water Cooling System 6.4.2 Cargo Lines Cooldown 6.7.1 Stripping and Line Draining

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6.4.3 To Load Cargo with Vapour Return to Shore Via the 6.7.2 Tank Warm-Up
High Duty Compressor 6.7.3 Gas Freeing
5.6 Forward Bilge System
6.4.4 Draining and Inerting Manifold Pipes and Loading 6.7.4 Aerating
Arms
Illustration Illustrations
6.4.5 Deballasting
5.6a Forward Bilge System 6.7.1a Stripping to No.4 Cargo Tank
Illustrations
6.7.2a Cargo Tank Warm-Up Step 1
6.4.1a Preparations for Loading 6.7.2b Cargo Tank Warm-Up Step 2
Section 6: Cargo Operations 6.4.2a Cargo Line Cooldown 6.7.3a Gas Freeing the Cargo Tanks

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6.4.3a Cargo Loading With Vapour to Shore 6.7.4a Aerating Cargo Tanks
6.1 Interbarrier Space and Insulation Space Inerting 6.4.3b Cargo Loading Screen Shot
6.4.4a Cargo Manifold Screen Shot
6.1.1 Insulation Space Inerting 6.8 One Tank Operations
6.4.5a Deballasting via Pumps
6.1.2 In-Service Test
6.8.1 Warm-Up
Illustrations 6.8.2 Gas Freeing
6.5 Loaded Voyage with Boil-off Gas Burning
6.1.1a Cargo Barrier Pressure Screen Shot 6.8.3 Aerating
6.5.1 Gas Burning Overview 6.8.4 One Tank Drying/Inerting
6.1.1b Insulation Space Evacuation (No.4 Tank)
6.5.2 Operational Overview of the Fuel Gas System 6.8.5 One Tank Gassing-Up and Cooling Down
6.1.1c IBS and IS Piping Arrangement
6.1.2a IBS and IS Piping Arrangement on Liquid Dome Illustrations Illustrations
6.5.1a BOG Gas Management Screen Shot 6.8.1a Warming-Up One Tank
6.2 Post Dry Dock Operation 6.5.2a Gas Firing Without Forcing Vaporiser 6.8.2a Gas Freeing One Tank
6.5.2b Gas Firing With Forcing Vaporiser 6.8.3a Aerating One Tank
6.2.1 Initial Insulation Space Inerting
6.5.2c Gas Combustion Unit Screen Shot 6.8.4a Drying One Tank
6.2.2 Drying Cargo Tanks
6.5.2d Vent Mast Unit Screen Shot 6.8.5a Gassing-Up One Tank
6.2.3 Inerting Cargo Tanks
6.5.2e Fuel Gas Management Overview Screen Shot 6.8.5b Cooling Down One Tank
6.2.4 Gassing-Up Cargo Tanks
6.5.2f Fuel Gas Management Screen Shot
6.2.5 Cooling Down Cargo Tanks
6.5.2g LD Start Sequence on GCU Screen Shot
Illustrations 6.5.2h Forcing Vaporiser Unit Screen Shot
6.2.1a Initial Insulation Space Inerting 6.5.2i Forced Gas Sequence Engines Running
6.2.2a Drying Cargo Tanks (Summer)
6.2.2b Drying Cargo Tanks (Winter) 6.6 Discharging
6.2.3a Inerting Cargo Tanks
6.6.1 Preparations for Discharging
6.2.4a Gassing-Up (Venting) Stage One
6.6.2 Liquid Line Cooldown Before Discharging
6.2.4b Gassing-Up (To Shore) Stage Two
6.6.3 Arm Cooldown Before Discharging
6.2.5a Initial Cooling Down

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

7.1 LNG Vapour Leakage into Barrier Spaces

Illustration
7.1a Interbarrier Space Purge

7.2 LNG Liquid Leakage into the Interbarrier Spaces (IBS)

Illustrations
7.2a Interbarrier Space Stripping
7.2b Portable Liquid Level Gauge

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7.3 Water Leakage to Insulation Space (IS)

Illustrations
7.3a Water Evacuation from Insulation Space
7.3b Leakage Pipe

7.4 Emergency Cargo Pump Installation

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Illustration
7.4a Emergency Cargo Pump Installation Sequence

7.5 Fire and Emergency Breakaway

7.6 Ship-to-Ship Transfer

7.6.1 General Safety
7.6.2 Pre-Mooring Preparations
7.6.3 Mooring
7.6.4 Transfer Operations
7.6.5 Unmooring

7.7 Cold Spots on Inner Hull

7.8 LNG Jettison

Illustration
7.8a LNG Jettison

7.9 Vent Mast on Fire

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

This manual is provided with a system of issue and update control.

WORLDWIDE MARINE TECHNOLOGY LTD.
Controlling documents ensures that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel; Dee House
Zone 2
• Each document or update to a document is approved before Parkway
issue;
Deeside Industrial Park
• A history of updates is maintained; CH5 2NS

SAMSUNG
UK
• Updates are issued to all registered holders of documents;
E-Mail: manuals@wmtmarine.com
• Sections are removed from circulation when obsolete.

Document control is achieved by the use of the footer provided on every page
and the issue and update table below.

In the right-hand corner of each footer are details of the pages section number

NYK LINE
and title followed by the page number of the section. In the left-hand corner of
each footer is the issue number.

Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.

The information and guidance contained herein is produced for the assistance
of certificated officers who by virtue of such certification are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the Teekay Technical Operations Office.

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

Stop Valve (Globe) Storm Valve with Handle Mud Box Orifice Flexible Hose Joint Spring

LNG Liquid
Stop Valve (Globe) Storm Valve without Handle Simplex Water Strainer Overboard Discharge Centrifugal Pump Float
LNG Vapour

Nitrogen
Gate Valve 2-Way Cock Discharge/Drain Gear or Screw Type Pump Weight
Inert Gas Duplex Water Strainer

Gas Line Butterfly Valve 3-Way Cock (L Port) Observation Glass Piston Pump Not Connected
Crossing Pipe
Stripping* and Spray Line
Screw Down 3-Way Cock (T Port) Separator Sight Glass Diaphragm Pump Connected Crossing Pipe
Steam

SAMSUNG
Stop Check Valve (Globe)

Sea Water
Lift Check Valve (Globe) Locked Cock Air Filter / Regulator Flow Meter Hand Pump T Pipe
Ballast Water

Hydraulic Oil Ball Valve Drain Trap (Disc) Suction Bellmouth Ejector (Eductor Injector) F
Swing Check Valve (Globe) Flow Meter
Fresh* / Distillate /
Technical / Potable Water
Swing Check Valve (Flap) 3-Way Ball Valve (L Port) Drain Trap (Ball Float) HB Fire Hose Box Hydraulic Control Manifold Valve (Stop)
Boiler Feed Water

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Condensate Safety Valve (Globe) 3-Way Ball Valve (T Port) Y-Type Strainer Fire Hose Reel Hydraulic Control (Air)
HR Manifold Valve (Check)

Feed Water

Relief Valve (Globe) Ball Float Valve Hopper without Cover Foam Box Diaphragm Membrane Glass Level Gauge
Fire/Deck Water FB
( with Self Closing Valve)

CO2 Piping
Emergency Shut Off Hopper with Cover Horn Diaphragm Membrane Flat Glass Oil Level Gauge
Safety / Relief Valve (Flap)
Valve (Remote Operated) with Positioner ( with Self Closing Valve)
Refrigeration

Marine Gas Oil Quick-Opening Valve Scupper Liquid Level Gauge M Electric Motor Driven
Self-Closing Spring Valve Float Type Level Gauge
(Flat Glass)
Heavy Fuel Oil
Regulating Valve Remote Operated Valve Scupper with Water Seal Liquid Level Gauge A Air Motor Driven Outer Float Type
Lubricating Oil Level Gauge
(Glass)

Compressed Air
Ball Float Check Valve Air Vent Pipe Spool Piece S Solenoid Driven
Hose Valve (Globe) P/V Breaker
(Straight)
Bilges

Refrigeration Gas Pressure Reducing Valve Backflow Preventer Air Vent Pipe with Deck Stand W Wax Driven
High Velocity P/V Valve
Air Pipe Head
Glycol Water Line
Breather Valve 3-Way Soil Branch Valve Air Vent Pipe with Air Pipe Spectacle Flange Hand Operated Flame Arrester
Electrical Signal Head (Flame Screen) ( Open, Shut)

Instrumentation
Needle Valve (Globe) Flow Regulating Valve Sounding Head Tank Penetration Locked Closed
LNG Condensate with Self-Closing Device

Waste Gas Foot Valve Rose Box Sounding Head Blind (Blank) Flange Locked Open
with Cap/Filling Cap

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

6600V AC Earth Making Contact

Auxiliary DP Differential Pressure VI Vacuum Indication
Relay DPS Differential Pressure Switch VX Vacuum Transmitter
Contact DPX Differential Pressure Transmitter VR Viscosity Indication
440V AC Transformer Breaking DPI Differential Pressure Indicator VC Viscosity Controller
DIS Displacer VAH Viscosity Alarm (High)
EM Electromagnetic Flow Meter VAL Viscosity Alarm (Low)
220V AC ZBK Zener Barrier Box Making Contact FA Flow Alarm
With Time FC Flow Controller
Limit in FX Flow Transmitter Function is Locally
Closing XXX
P Direct On-Line BZ FI Flow Indication Available
Buzzer Breaking
Motor Starter (with UVP) FS Flow Switch
FCO Flow Counter XXX Functions are Available
R Direct On-Line S FLG Float Type Level Gauge
Solenoid Valve Making Contact XXXX in Control Room
Motor Starter (with UVR)

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With Time HY Hydrazine Detector/Meter
Limit in H2O Hydrometer
Opening LAH Level Alarm (High) XXX Functions are Available
AT R Auto Transformer Starter Trip Automatic Trip Breaking XXXX on a Local Panel
LAL Level Alarm (Low)
LC Level Controller
LCG Local Content Gauge H
Soft Starter Overcurrent Relay Making Contact LI Level Indication XXX Letters outside the circle
SFT
Flicker LR Level Recorder XXXX of an instrument symbol
Relay L indicate whether high (H),
VCS LS Level Switch/Limit Switch
200A Vacuum Contact Switch Breaking MS Microswitch high-high (HH), low (L)
Normally Open Switch
with Fuse or low-low (LL) function
PAH Pressure Alarm (High)
is involved
PAL Pressure Alarm (Low)

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O = Open
Gas Circuit-Breaker Pushbutton Switch PAHLI Pressure Alarm High/Low Indicator C = Closed
Normally Closed Switch
GCB (Draw-Out Type) (Alternative) PX Pressure Transmitter
PC Pressure Controller
Air Circuit-Breaker Pushbutton Switch PR Pressure Recorder
(Draw-Out Type) Fuse (Alternative)
10A PI Pressure Indication
PS Pressure Switch
Air Circuit-Breaker PD Pressure Displacement Meter
RL Indicator Lamp Inverter
(Fixed Type) PH PH Detector/Meter
RI RPM Indicator
RCO RPM Counter
Moulded Case Variable Resistor
Circuit-Breaker RX Revolution Transmitter
RC Revolution Controller
DS SA Salinity Alarm
Resistor
Disconnecting Switch SI Salinity Indication
SX Salinity Transmitter
SM Smoke Indication
Emergency Stop
DG Diesel Generator Pushbutton Box SMX Smoke Transmitter
TR Temperature Recorder
TC Temperature Control
Pushbutton TI Temperature Indication
EG Emergency Generator
(Start/Stop/Running)
TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
Pushbutton (Start/Stop) TAHLI Temperature Alarm High/Low Indicator
Battery
TS Temperature Switch
TH Turbine Meter
TM Torque Meter
Battery Charger (Rectifier) Rectifier Equipment
VA Vacuum Alarm

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Introduction Safe Operation Details of valves which are OPEN during the different operations are provided
in-text for reference.
The safety of the ship depends on the care and attention of all on board. Most
General safety precautions are a matter of common sense and good housekeeping
and are detailed in the various manuals available on board. However, records
Illustrations
Although this ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single document which gives guidance on All illustrations are referred to in the text and are located either in-text where
through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual sufficiently small or above the text, so that both the text and illustration are
all times.
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform accessible when the manual is laid face up. When text concerning an illustration
and guide competent ship’s staff, and trainees in the operation of the systems covers several pages, the illustration is duplicated above each page of text.
1 Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not
appears to be potentially unsafe or dangerous and always report
be otherwise available. In some cases, the competent ship’s staff and trainees Where flows are detailed in an illustration these are shown in colour. A key of
such a condition immediately.
may be initially unfamiliar with this vessel and the information in this manual all colours and line styles used in an illustration is provided on the illustration.
is intended to accelerate the familiarisation process. It is intended to be used in Details of colour coding used in the illustrations are given in the colour
2 Make a point of testing all safety equipment and devices regularly.
conjunction with shipyard drawings and manufacturer’s instruction manuals, scheme.

SAMSUNG
Always test safety trips before starting any equipment. In
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing
particular, overspeed trips on auxiliary turbines must be tested Symbols given in the manual adhere to international standards and keys to the
Orders, and in no way replaces or supersedes these publications, all of which
before putting the unit into operation. symbols used throughout the manual are given on the following pages.
take precedence over this manual.

Information pertinent to the operation of the vessel has been carefully collated 3 Never ignore any unusual or suspicious circumstances, no matter
how trivial. Small symptoms often appear before a major failure Notices
in relation to the systems of the vessel and is presented in three on board
volumes consisting of a CARGO OPERATING MANUAL, a BRIDGE occurs. The following notices occur throughout this manual:
OPERATING MANUAL and a MACHINERY OPERATING MANUAL.
4 Never underestimate the fire hazard of petroleum products, WARNING

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The Cargo Operating Manual and the Machinery Operating Manual are designed whether fuel oil or cargo vapour.
Warnings are given to draw reader’s attention to operations where
to complement MARPOL 73/78, ISGOTT and Company Regulations. DANGER TO LIFE OR LIMB MAY OCCUR.
In the design of equipment and machinery, devices are included to ensure that,
The vessel is constructed to comply with MARPOL 73/78. These regulations as far as possible, in the event of a fault occurring, whether on the part of the
can be found in the Consolidated Edition, 1991 and in the Amendments dated equipment or the operator, the equipment concerned will cease to function
1992, 1994 and 1995. without danger to personnel or damage to the machine. If these safety devices CAUTION
are neglected, the operation of any machine is potentially dangerous. Cautions are given to draw reader’s attention to operations where
Officers should familiarise themselves with the contents of the International DAMAGE TO EQUIPMENT MAY OCCUR.
Convention for the Prevention of Pollution from Ships.
Description
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of Note: Notes are given to draw reader’s attention to points of interest or to
Ballast Record Book. It is essential that a record of relevant ballast operations The concept of this Operating Manual is based on the presentation of operating
procedures in the form of one general sequential chart (algorithm) which gives supply supplementary information.
are kept in the Ballast Record Book and duly signed by the officer in charge.
a step-by-step procedure for performing operations.
If any information in these manuals is believed to be inaccurate or incomplete, Safety Notice
the officer must use his professional judgement and other information The manual consists of introductory sections which describe the systems and
available on board to proceed. Any such errors or omissions or modifications equipment fitted and their method of operation related to a schematic diagram
where applicable. This is then followed where required by detailed operating It has been recorded by International Accident Investigation Commissions that
to the ship’s installations, set points, equipment or approved deviation from
procedures for the system or equipment involved. a disproportionate number of deaths and serious injuries that occur on ships
published operating procedures, must be reported immediately to the Technical
each year during drills involving lifesaving craft. It is therefore essential that
Operations Office, who should inform WMT so that a revised document may
Each operation consists of a detailed introductory section which describes the all officers and crew make themselves fully conversant with the launching,
be issued to this ship and in some cases, others of the same class.
objectives and methods of performing the operation related to the appropriate retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
flow sheet which shows pipelines in use and directions of flow within the
pipelines.

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page of 8

1.1 Principal Particulars

1.1.1 Principal Particulars of the Ship

1.1.2 Principal Particulars of Cargo Equipment and Machinery

SAMSUNG
1.1.3 General Arrangement

1.1.4 Tank Capacity Tables

1.2 Rules and Regulations

1.3 Cargo System Technology

NYK LINE
1.3.1 Cargo Containment System Principle

1.3.2 GTT Mark III Cargo Containment

1.4 Hazardous Areas and Gas Dangerous Zones

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
1.1 Principal Particulars Summer Freeboard: ??m
Ballast Draught: 9.578m
1.1.1 Principal Particulars of the Ship Ballast Displacement: ??mt
Ballast Deadweight: ??mt
Ship Name: Cubal Ballast Freeboard: ??m
Radio Call Sign: ?? Height (Keel to Mast Head): ??m
IMO No: 9491812 Distance Bow to Manifold: ??m
Official No: ?? Distance Stern to Manifold: ??m
MMSI No: ?? Distance Bridge to Manifold: ??m
Port of Registry: Nassau (Bahamas) Distance Manifold to Rail: ??mm
Type of Cargo: LNG (temperature -163°, specific gravity between Distance Manifold to Maindeck: ??mm
0.44 - 0.47 at atmospheric pressure
Distance Between Cargo Manifolds: ??mm

SAMSUNG
Type of Ship: LNG carrirer, diesel-electric prolulsion
Distance Between Bunker/Cargo Manifolds: ??mm
Navigation: Worldwide
Distance Keel to Manifold: ??m
Class Notation: ABS+100A1, Liquified Gas Tanker, Ship Type
Summer Draught Waterline to Manifold: ??m
2G,(Membrane Tank, Maximum Pressure 25kPaG
with Minimum Temperature -163°C, SH, SH-DLA, Ballast Waterline to Manifold: ??m
SFA(40), RES, AMS, DFD, GCU, CRC, ACCU,
UWILD, APS, ES, SHCM, NIBS, Port, POT Tonnages
Inmarsat-F77 Tel: (Bridge) Net Registered: ??mt
Inmarsat-F33 Tel: (Bridge) Gross Tonnage: 101,400mt

NYK LINE
Inmarsat-F77 Fax: Suez Canal Net: ??mt
Inmarsat-C: Suez Canal Gross: ??mt
V-Sat Tel: - Bridge
- General Office
- Conference Room
- Telephone Booth (A deck)
E-mail: ??
Operator: NYK
Owner: MiNT
Shipbuilder: Samsung Heavy Industries Ltd.
Hull Number: 1811
Date Keel Laid: ??
Delivered: September 2011
Length Overall: 285.357m
Length BP: 274.000m
Moulded Breadth: 43.400m
Moulded Depth: 26.4000m
Lightship Displacement: ??mt at ??m
TPC/FWA: 106.5/273mm
Draught (Summer): 12.128m
Summer Displacement: 113.023mt
Summer Deadweight: 82,500mt

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
1.1.2 Principal Particulars Of Cargo Equipment Accommodation capacity: 2 Captain class cabins Model: PSL-MD13-131-NS1(B)
And Machinery 2 senior officer cabins Tag No: CR100/101/200/201/300/301/400/401
5 officer cabins No. of units: 8
Cargo Tanks
1 workers cabin No. per tank: 2
Tanks: 4
1 pilot cabin Set pressure: 25kPaG
Insulation (primary and secondary): ??mm thick
21 crew cabins Closing pressure: 22kPaG
Tanks: ?? metres width
Blowdown pressure: 3kPaG
Design specific gravity LNG: 470kg/m³
Lifeboat and Rescue Boat Flow rate per valve: 27,190m³/h
Maximum specific gravity LNG: 500kg/m³
Manufacturer: Hyundai Blowdown pressure: 3kPa
Cargo capacity @ 20ºC: ??m³ 100%
Model: HDL85CNF
Cargo capacity @ -163ºC, SG 0.47: ??mt 98.5%
No. of sets: 1 each Fixed Gas Sampling System
Cargo capacity @ -163ºC, SG 0.50: ??mt 98.5%
Dimensions: 8.5m (L) x 3.0m (B) x 1.35m (D) x 2.95m (H) Manufacturer: Consilium Marine AB

SAMSUNG
Maximum design pressure: 25kPa
Capacity: 46 persons System: Salwico
Minimum working tank pressure: 30kPa
Light load: 4,425kg (including all equipment, inventory and Model: Gas sampling system - SW2020 - cargo
Minimum design pressure: -10kPa fuel) Gas detection system - GS3000 - accommodation
Boarding person: 3,795kg (82.5kg x 46) and others
Cargo Tanks Total davit load: 8,220kg (including 46 persons) Type: Sample Draw - continuous 21 min cycle
Cargo capacity @ 20ºC: ??m³ 100% Rescue mode: 4,920kg (including 6 persons)
Cargo capacity @ -163ºC, SG 0.47: ??mt 98.5% Gas Detectors
Cargo capacity @ -163ºC, SG 0.50: ??mt 98.5% Lifeboat Engine Type: Catalytic and infrared

NYK LINE
Manufacturer: ?? Sampling range: 0-100% LEL (0-5% vol.) methane + 100%
Cargo Load Rates with Vapour Return Model: ?? Start-up time: <60 seconds
All tanks maximum loading rate: Engine type: Diesel, water-cooled with external keel cooler Self-test: Continuous
2 manifolds; not more than: ??m³/h Output: ??kW Both systems are calibrated on 100% methane.
3 manifolds; not more than: ??m³/h Fuel consumption: ?? litres/h
Single tank maximum loading rate: ??m³/h Main Cargo Pumps
Lifeboat Davit Manufacturer: Ebara International Corporation
Cargo Shore Connections Manufacturer: Oriental No. of sets: 8 (2 per cargo tank)
Liquid: 4 x 16" each side No. of sets: 2 Type: 16EC-24, fixed vertical
Liquid crossover: ND 400ASA 150 raised face, serrated Davit type: HGD-082-30 Operating temperature: -163°C
Vapour: 1 x 16" each side Winch type: BWE-15-030/180 Specific gravity: 0.500
Vapour crossover: D 400 ASA 150c raised face, serrated Design load: 9,000kg (88.3kN) maximum Rated flow: 1,850m³/h at 155m differential head
Inclination: 20° (heel), 10° (trim) BEP flow: 1,808m³/h at 157m differential head
Bunker Shore Connections Minimum flow: 633m³/h (continuous)
Heavy fuel oil: 2 x 300mm each side Liferafts Power required: 493kW (rated)
Heavy fuel oil capacity: 4524.47m³ at 95% Manufacturer: Viking 486kW (best efficiency point)
Marine gas oil: 2 x 100mm each side Type: 4 x Viking 25DK 25 person 546kW (maximum, 120% rated flow)
Marine gas oil capacity: 1,419.6m³ at 95% 1 x Viking 10DK 10 person
Service speed: 20 knots Spray Pumps
Cruising range: ??nm Cargo Tank Safety Valves Manufacturer: Ebara International Corporation
Manufacturer: Fukui Seisakusho No. of sets: 4 (1 per cargo tank)
Type: PORV 10 *12 Type: 2EC-12, fixed vertical

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

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Cubal Cargo Operating Manual
Operating temperature: -163°C Boil-Off/Warm-Up Heater Model: TB 350 E
Specific gravity: 0.500 Manufacturer: Cryostar
Rated flow: 50m³/h at 145m differential head No. of sets: 2 Glycol Water Heater
BEP flow: 52m3/h at 143m differential head Type: Shell and U tube Manufacturer: DongHwa Entec
Minimum flow: 18.2m3/h (continuous) Model: 65-UT-38/34-4.2 No. of sets: ??
Power required: 18.6kW (rated) Type: Steam
19.1kW (best efficiency point) LNG Vaporiser Model: BEU
20.9kW (maximum, 120% rated flow) Manufacturer: Cryostar
No. of sets: 1 Ballast Pumps
Emergency Cargo Pump Type: Shell and tube Manufacturer: Naniwa Pump Mfg. Co. Ltd.
Manufacturer: Ebara International Corporation Model: 65-UT-38/34-5.6 No. of sets: 3
Type: 8ECR-12, fixed vertical Type: Vertical, centrifugal, motor-driven

SAMSUNG
Operating temperature: -163°C High Duty Compressors Model: FEWV-500
Specific gravity: 0.500 Manufacturer: Cryostar SA Capacity: 3,000m³/h x 0.3MPa
Rated flow: 550m³/h at 155m differential head No. of sets: 2 Rating: 440V, 60Hz, 380kW at 1,150 rpm
BEP flow: 559m³/h at 154m differential head Type: Centrifugal, single-stage, fixed speed
Minimum flow: 196m³/h (continuous) with adjustable inlet guide vanes
Ballast Stripping Eductor
Power required: 171kW (rated) Model: CM 400/55
Manufacturer: Ki-Won Industrial Co. Ltd.
172kW (best efficiency point)
Type: Sea water driven
184kW (maximum, 120% rated flow) Forcing Vaporiser

NYK LINE
Driving pressure: 0.9MPa
Manufacturer: Cryostar
Fuel Gas Pumps Driving capacity: 300m³/h
No. of sets: 1
Manufacturer: Ebara International Corporation Suction capacity: 300m³/h
Type: Shell and tube
No. of sets: 3
Model: 34-UT-25/21-3,0
Type: 1.25ECR-083, fixed vertical Inert Gas Generator
Operating temperature: -163°C Manufacturer: Smit Gas Systems BV
Mist Separator
Specific gravity: 0.500 No. of sets: 1
Manufacturer: Cryostar
Rated flow: 15m³/h at 215m differential head Type: Gln 14.500 - 0.25 BUFD
No. of sets: 1
BEP flow: 16m³/h at 208differential head Delivery rate: 14,500m³/h (inert gas or dry-air)
Type: Natural boil-off separator/spray pre-cooler
Minimum flow: 5.6m³/h (continuous) Delivery pressure: 0.25 bar(g)
Model: VMS-10/10-900
Power required: 10.1kW (rated)
10.3kW (best efficiency point) Nitrogen Gas Generator
FBO Mist Separator
10.8kW (maximum, 120% rated flow) Manufacturer: Air Products
Manufacturer: Cryostar
No. of sets: 2
No. of sets: 1
Type: Membrane
Low Duty Compressors Type: Forced boil off separator/spray pipe
Model: NC1-1609P-WKP-120-970
Manufacturer: Cryostar Model: VMS-6/6-500
Capacity: 2 x 120Nm³/h at 97% nitrogen
No. of sets: 2
Nitrogen dew point: -70°C at atmospheric pressure
Type: Centrifugal, two-stage, duel speed with Glycol Water Heater
variable diffusor vanes Manufacturer: ASET
Model: CM2-200 No. of sets:
Type: Electric

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Main Machinery Servo pump motor: 440V, 60Hz, ??kW, ?? rpm Dilution Air Fan
Manufacturer: Hamworthy Combustion
Diesel Generator Engines 12V50DF Bow Thruster No. of sets: 3
Manufacturer: Wärtsilä Manufacturer: Kawasaki Model: Axial, ducted inlet
No. of engines: 3 No. of sets: 1 Capacity: 190kW, 440V, 1,189 rpm, 6 pole
Type: Four-stroke, V-type, 12-cylinder, dual fuel, Type: KT-219B5 Flow rate: 220,320m³/hr at 153mmAq (1 fan running)
turbocharged Power: 2,000kW 440,640m³/h 100% GCU load (2 fans running)
Maximum power: 11,400kW (MCR) in gas mode, 11,400kW (MCR) Continuous rating: 60 minutes
in diesel mode
Start method: Auto transformer
Speed: 514 rpm, clockwise Combustion Air Fan
Thrust: 130kN (approximately 13.3 tonnes)
Cylinder bore/stroke: 500mm, 580mm Manufacturer: Hamworthy Comustion
Prime mover: Electric motor, 3-phase 6.6kV, 2,000kW, 900 rpm
Type of propeller: 4-blade, skewed type, controllable pitch No. of sets: 2

SAMSUNG
12V50DF Turbochargers Model: Forced draught, centrifugal, free inlet, ducted outlet
Propeller diameter: 2,600mm
Manufacturer: Napier Capacity: 0.75kW, 440V, 3,420 rpm, 2-pole
No. of sets: 2 per engine Flow rate: 122,040m³/h at 310mmAq
Emergency Generator Engine
Model: NA357
Manufacturer: STX-Cummins
Type: 4 stroke, 16-cylinder, 60° V-type, turbocharged
Diesel Generator Engine 6L50DF diesel engine
Manufacturer: Wärtsilä Model: KTA50DMGE
No. of engines: 1 Compression ratio: 13.9:1

NYK LINE
Type: Four-stroke, in-line, 6-cylinder, dual fuel, Injection system: Direct injection
turbocharged
Mean effective pressure: 1,620kPa
Maximum power: 5,700kW (MCR) in gas mode, 5,700kW (MCR)
Displacement: 50.3 litres
in diesel mode
Bore: 159mm
Speed: 514 rpm, clockwise
Stroke: 159mm
Cylinder bore/stroke: 500mm, 580mm
Piston speed: 9.5m/s
Output: 1,380kW at a continuous speed of 1,800 rpm
6L50DF Turbochargers
Idle speed: 725 - 775 rpm
Manufacturer: ABB
No. of sets: 1
Emergency Alternator
Model: TPL76
Manufacturer: Newage
Type: Horizontal, self-exciting, brushless, drip-proof
Steering Gear
Model: PM734D1
Manufacturer: Flutek Ltd.
Output: 1,100kVA, 1,375kW, 450V, 60Hz at 0.8PF
Model: 21-400-T050-4
Type: Two rams, 4 cylinders, Rapson slide
Maximum torque 101.9 ton-m (1,000kN) at 35° Gas Combustion Unit (GCU)
Torque 102 ton-m (1000kN) at 15° Manufacturer: Hamworthy Combustion Engineering Ltd.
Main pump type: Bent axis type axial piston pump No. of sets: 1
?? Model: AMOxsafe
Main pump motor: 440V, 60Hz, 100kW, ?? rpm Main burner: Amoxsafe 5600 dual fuel
Servo pump type: Trochoidal, ?? Boil-off gas flow: 5,657kg/h at 0~3.3kg/cm²

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

Illustration 1.1.3a General Arrangement

Profile

S-Band X-Band
No.4 No.3 No.2 No.1 Radar
Vent Mast Vent Mast Vent Mast Vent Mast Emergency Radar
Emergency
Cargo Pump CMR Crane Cargo Pump Wheelhouse Top
Handling Hose Handling Crane Handling Nav. Deck
Davit Davit
D Deck
Electric Cargo C Deck
Motor Deck
Room Machinery Room Store B Deck
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Trunk
A Deck

SAMSUNG
Bosun Store

Steering No.2 No.1 FPT

Gear Room HFO HFO Cargo Tank
No.1
Cargo Tank Storage Storage Forward (C,Void)
APT Engine Room Tank Tank Pump
No.4 No.3 No.2 (C) (C) and
Cargo Tank Cargo Tank Cargo Tank Bow
Thruster
CWT Room WBT(S) WBT(P)

Midship Section

NYK LINE
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Upper Deck Plan

Principle Dimensions

Length Overall: 285.357m

Length Between Perpendiculars: 274.0m
Breadth (Moulded): 43.4m
WINCH Depth (Moulded): 26.4m

ONLY
Designed Draught: 11.75/11.50m
Summer Load Draught: 12.15m
Scantling Draught (Moulded): 12.75m

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

NYK LINE
Anything to update?
It is important that this manual is kept up to date as a live document. If you believe there are any errors or omissions in this manual,
or you are aware of changes to the equipment or systems on board then please contact the publishers:

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

SAMSUNG
Illustration 1.1.3b Cargo Machinery Room Layout

NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

CARGO TANKS FRESH WATER TANKS SG: 1.000

Compartment Location Capacities 98.5% Full Max. Free Compartment Location Capacities 100% Full Max Free
Surface Surface
Frame Moment of Frame Moment of
Volume Volume LCG VCG Inertia Inertia
Volume Weight LCG VCG
100% 98.5% from AP From BL m4 m4
100% 100% from AP From BL
m3 m3 m m m3 MT m m
No.1 Cargo Tank 115-124 21222.64 20904.30 221.467 18.149 83598 No.1 Distilled FW Tank 13-17 43.9 43.9 12.151 17.619 9
No.2 Cargo Tank 100-114 46424.84 45728.47 181.313 16.802 214021 No.2 Distilled FW Tank 13-17 43.9 43.9 12.151 17.619 9
No.3 Cargo Tank 85-99 46429.39 45732.95 131.268 16.802 214021 No.1 FW Tank 9-17 184.4 184.4 10.274 17.357 118
No.4 Cargo Tank 70-84 46441.13 45744.51 81.223 16.802 214021

SAMSUNG
No.2 FW Tank 9-17 184.4 184.4 10.274 17.357 118
TOTAL 160518.00 158110.23 TOTAL 456.6 456.6

WATER BALLAST TANKS SG: 1.025

HEAVY FUEL OIL TANKS SG: 0.990
Compartment Location Capacities 100% Full Max. Free
Surface Compartment Location Capacities 90% Full Max. Free
Frame Moment of Surface
Inertia Frame Moment
Volume Weight LCG VCG of Inertia

NYK LINE
100% 100% from AP From BL m4 Volume Volume Weight LCG VCG
100% 90% 90% from AP From BL m4
m3 MT m m
m3 m3 MT m m
Forward Ballast Tank (P) 125-146 2072.5 2124.3 246.090 13.068 1477
No.1 HFO Storage Tank (C) 134-146 1982.2 1784.0 1766.1 249.540 12.740 1069
Forward Ballast Tank (S) 125-146 2072.5 2124.3 246.090 13.068 1477
No.2 HFO Storage Tank (C) 125-134 2312.8 2081.5 2060.7 214.466 12.571 2687
No.1 Ballast Tank (P) 114-125 5029.9 5155.7 218.109 10.903 7992
No.1 HFO Settling Tank 56-60 116.9 105.2 104.2 46.400 14.687 22
No.1 Ballast Tank (S) 114-125 5029.9 5155.7 218.109 10.903 7992
No.2 HFO Settling Tank 52-56 116.9 105.2 104.2 43.200 14.687 22
No.2 Ballast Tank (P) 99-114 6064.5 6216.1 179.484 8.545 27131
No.1 HFO Service Tank 48-52 116.9 105.2 104.2 40.000 14.687 22
No.2 Ballast Tank (S) 88-114 6064.5 6216.1 179.484 8.545 27131
No.2 HFO Service Tank 44-48 116.9 105.2 104.2 36.800 14.687 22
No.3 Ballast Tank (P) 84-99 6193.5 6348.3 129.818 8.414 28376
TOTAL 4762.6 4286.3 4243.6
No.3 Ballast Tank (S) 84-99 6193.5 6348.3 129.818 8.414 28376
No.4 Ballast Tank (P) 69-84 5940.1 6088.6 80.574 8.652 26905
No.4 Ballast Tank (S) 69-84 5940.1 6088.6 80.574 8.652 26905
Engine Room Ballast Tank (P) 44-69 1594.6 1634.5 45.637 13.883 502
Engine Room Ballast Tank (S) 44-69 1709.5 1752.3 46.832 13.758 503
After Peak Tank -6-17 1088.6 1115.8 7.140 12.834 24969
TOTAL 54993.7 56368.6

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page of 22

MARINE GAS OIL TANKS SG: 0.900 MISCELLANEOUS TANKS

Compartment Location Capacities 90% Full Max Free Compartment Location Capacities 100% Full MaxFree
Surface Surface
Frame Moment Frame Moment
Volume Volume Weight LCG VCG of Inertia Volume LCG VCG of Inertia
100% 90% 90% from from m4 100% from AP from BL m4
m3 m3 MT AP BL m3 m m
m m FO Overflow Tank 48.52 56.0 40.000 12.446 22
No.1 MGO Storage Tank 44-69 538.3 484.4 436.0 45.237 23.002 138 Clean FO Drain Tank 56-60 12.6 46.400 1.608 10
No.2 MGO Storage Tank 44-69 794.7 715.2 643.7 46.930 20.878 138 Back-Up Treated Effluent Tank 48-51 27.7 39.612 1.205 43
No.1 MGO Service Tank 52-56 78.6 70.7 63.6 43.200 17.050 22 Purifier Sludge Tank (P) 35-42 6.6 30.800 10.045 2

SAMSUNG
No.2 MGO Service Tank 48-52 78.6 70.7 63.6 40.000 17.050 22 Purifier Sludge Tank (S) 35-42 6.6 30.800 10.045 2
TOTAL 1490.2 1341.0 1206.9 Clean Drain Tank 17-28 69.2 18.423 1.259 90
Bilge Holding Tank 56-69 178.6 51.915 1.616 983
Separated Bilge Oil Tank 60-64 32.4 49.600 1.608 172
LUBRICATING OIL TANKS SG: 0.900 Cooling Water Tank 9-17 66.0 11.334 3.196 13
Compartment Location Capacities 90% Full Max Free Stern Tube LO Drain tank 30-32 2.7 24.800 1.709 1
Surface
ER Bilge (Forward, P) 61-64 4.7 50.150 1.718 3
Frame Moment

NYK LINE
of Inertia ER Bilge (Forward, S) 61-64 4.7 50.150 1.718 3
Volume Volume Weight LCG VCG ER Bilge (Aft, P) 18-20 2.6 15.213 1.807 1
100% 90% 90% from AP from BL m4
m3 m3 MT m m TOTAL 470.4
Generator Engine LO Storage 36-40 78.6 70.7 63.7 30.400 17.049 22
Tank (for Gas/MGO)
Generator Engine LO Storage 32-36 78.6 70.7 63.7 27.200 17.049 22
Tank (for HFO)
Generator Engine LO Settling 28-32 78.6 70.7 63.7 24.000 17.049 22
Tank (for Gas/MGO)
Generator Engine LO Settling 24-28 70.7 63.7 57.3 20.859 17.049 16
Tank (for HFO)
Reduction Gearbox LO Storage 40-42 6.7 6.0 5.4 32.800 15.582 1
Tank
No.1 GE LO Sump Tank 24-35 17.1 15.4 13.9 23.512 9.949 30
No.2 GE LO Sump Tank 24-38 27.2 24.5 22.0 24.824 9.949 70
No.3 GE LO Sump Tank 24-38 24.5 22.0 19.8 24.789 9.949 39
No.4 GE LO Sump tank 24-38 24.9 22.4 20.1 24.830 9.949 56
TOTAL 406.9 366.1 329.5

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 10 of 22

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Cubal Cargo Operating Manual
1.2 Rules and Regulations Gas Carriers Built Between 1976 and 1986 (the GC Code) ‘Liquefied gas’ is changed from the code’s definition of ‘a product having
a vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a
The regulations covering gas carriers built after 1976 but before 1st July 1986
product having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change
Introduction is the ‘Code for the Construction and Equipment of Ships Carrying Liquefied
in the definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs. The
Gases in Bulk’ known as the Gas Carrier Code or GC Code and adopted under
change in the Reid vapour pressure includes the ‘certain other substances’
Since the introduction of liquefied gas carriers into the shipping field, it was assembly resolution A328 (IX).
referred to in para. 1.2 of the Code, but does not include any product in IMO’s
recognised that there was a need for an international code for the carriage of Chemical Code except ethylene, which is presently listed in the Code and the
liquefied gases in bulk. Since 1975 the MSC has approved four sets of amendments to the GC Code,
Chemical Code. The change in the Reid vapour pressure was proposed by the
the latest in June 1993.
U.S. delegation to the IMO but the change was not adopted, although there was
At the beginning of the 1970s, the Marine Safety Committee (MSC) of the apparently no objection to it. The change, however, does not affect the list of
International Maritime Organisation (IMO), known then as the International Gas Carriers Built Before 1977 (the Existing Ship Code) regulated cargoes.
Consultative Maritime Organisation (ICMO), started work on a gas carrier
The regulations covering gas carriers built before 1977 are contained in the
code with the participation of the major country delegations representing gas Chapter 4 of the Code includes a provision for the evaluation of the insulation
‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised
carrier owners, the International Association of Classification Societies, the and hull steel assuming, for the purpose of design calculations, that the cargo
under Assembly Resolution A 329 (IX). Its content is similar to the GC Code,
United States Coast Guard and several other international associations.

SAMSUNG
though less extensive. tanks are at the design temperature and the ambient outside air and sea design
temperatures as follows:
The result of this work was the ‘Code for the Construction and Equipment of
The existing ship code was completed in 1976 and remains as an IMO
Ships Carrying Liquefied Gases in Bulk’ introduced under assembly resolution
recommendation for all gas carriers in this fleet of ships. General Worldwide
A328 (IX) in November 1975.
The IGC Code requires that a certificate (International Certificate of Fitness Still air: +5°C (41°F)
This was the first code developed by the IMO having direct applicability to
for the Carriage of Liquefied Gases in Bulk) must be issued to all new gas
gas carriers. Sea water: 0°C (32°F)
carriers. The certificate should comply to a pro-forma, as set out in ‘Model
Form’ attached as an appendix to the code and should be available on board
The intention was to provide ‘a standard for the safe bulk carriage of liquefied Chapter 4 also provides that each administration may set higher or lower ambient

NYK LINE
all new gas carriers.
gases (and certain other substances) by sea by prescribing design and design temperatures. This document proposed the following temperatures:
constructional features of ships and their equipment, so as to minimise risks to
The basic philosophy behind the code is summarised in the International Code
ships, their crew and the environment’.
for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk Any Waters in the World, Except Alaskan Waters
which is readily available on board in the ship’s library.
The GC code has been adopted by most countries interested by the transport Air (at 5 knots): -18°C (0°F)
of liquefied gases by sea, as well as all classification societies, and is now part
of SOLAS. Preamble Still sea water: 0°C (32°F)
Most of the provisions in the IMO code are covered by the Classification
The USCG have added some extra requirements to the GC Code for ships Society’s rules and regulations, however, attention must be drawn to the fact Alaskan Waters
trading in the USA’s waters. that it contains requirements that are not within the scope of classification
as defined in the society’s rules, for example, chapter II Ship Survival Air (at 5 knots): -29°C (–20°F)
The applicability of the code is as follows: Capability, Chapter XIV Personnel Protection and Chapter XVII Operating Still sea water: - 2°C (28°F)
Requirements.
Gas Carriers Built After June 1986 (the IGC Code) The proposed regulations specify enhanced grades of steel for crack arresting
However, where the societies are authorised to issue the International purposes in the deck stringer, sheer strake and bilge strake. The minimum
The code which applies to new gas carriers (built after June 1986) is the
Certificate of Fitness, these requirements, together with any amendments or acceptable grade for the deck stringer and the sheer strake is Grade E or an
‘International Code for the Construction and Equipment of Ships carrying
interpretations adopted by the appropriate national authority, will be applied equivalent steel that is specially approved by the Commandant (G-MMT). The
Liquefied Gases in Bulk’ known as the IGC Code.
where applicable. minimum acceptable grades for the bilge strake are Grade D, or Grade E or an
At a meeting of the MSC in 1983 approving the second set of amendments to equivalent steel that is specially approved by the Commandant (G-MMT).
Since the IMO recommendations defer some matters to the discretion of each
SOLAS, the requirements of the IGC Code become mandatory with almost
administration, and in other matters are not specific enough for Coast Guard The Code allows pressure and temperature control of cargoes by venting cargo
immediate effect.
regulatory purpose, several major changes have been introduced from the vapours to the atmosphere when the vessel is at sea and in port if accepted by
code in the proposed Coast Guard Rules. These changes are discussed in the the receiving administration. It is proposed to prohibit normal venting of cargo
following paragraphs. into the atmosphere in many ports.

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 11 of 22

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
The Code requires the cargo system to be designed to withstand the full vapour • International Convention for Prevention of Collision at Sea • International Labour Conference concerning Crew
pressure of the cargo under conditions of the upper ambient design temperature, 1972 and later amendments, including IMO Resolution A.464 Accommodation On Board Ship, Convention No.92 and 133
or have other means to maintain the cargo tank pressure below the maximum (XII). (except swimming pool).
allowable relief valve setting (MARVS) of the tank. These regulations propose
• International Telecommunications Union Radio Regulations • SNAME Technical and Research Bulletin No.3-47 “Guide for
that when the cargo carried is a liquefied gas, the cargo tank pressure must be
2001 and SOLAS Chapter IV, as amended. sea trials 1989”.
maintained below the design vapour pressure indefinitely, the pressure on the
LNG tank would be maintained below the design pressure for a period of not • International Convention for Prevention of Pollution from ships • International Labour Conference concerning Minimum
less than 21 days. Cargo tank pressure may be maintained below the design 1973 (Annex I, IV, V and VI), as modified by the Protocol of Standards in Merchant Ships, Convention No.147.
pressure by several methods including refrigeration systems, burning boil-off 1978 relating thereto (MARPOL 73/78) and later amendments.
• International Electro-Technical Commission (IEC) Publication
in waste heat or catalytic furnaces, using boil-off as fuel, or a combination of • International Convention on Tonnage Measurement of Ships No.60092.
these methods. Using the boil-off as a fuel for propulsion is limited to a vessel 1969 as amended by IMO Resolutions and later amendments.
carrying LNG. • Minimum Safety Criteria for Industry Vessel Exxon Service,
International Code for the Construction and Equipment of Ships 1997 (in relation to LNG Carrier within the Specification).
The proposed regulations also include the following: Carrying Liquefied Gases in Bulk (IGC Code).
• ICS Tanker Safety Guide - Liquefied Gas.

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• Suez Canal Navigation Regulations and Tonnage Measurement
1. Transfer requirements for vinyl chloride. • ILO Guide to Safety and Health in Dock Work, 1976, as
of Ships.
amended 1979.
2. Loading requirements for methyl acetylene propadiene mixture. • IMO Resolution A.468(XII) “Code of noise levels on board
• SIGTTO Recommendations and Guidelines for Linked Ship/
ships”.
Shore Emergency Shutdown of Liquefied Gas Cargo Transfer,
3. Additional operating requirements. • ISO 6954:2000 “Guideline for the overall evaluation of vibration 1997.
in merchant ships”.
• SIGTTO Guidelines for Automatic Cargo Tank Overfill
4. Requirements for inspection or re-inspection of US flag vessels at intervals
• ICS Guide to Helicopter/Ship Operations 1989 (for winching Protection.
that are the same as for vessels inspected under Sub-chapter D. Inspection
mark).
for certification would be required every 2 years and re-inspection would be • SIGTTO Guidelines for Hazard Analysis.

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required between the 10th and 14th month following the issue of a Certificate • DNV notation F-AMC - Additional Fire Protection (without
• SIGTTO Guidelines for the Alleviation of Excessive Surge
of Inspection. certificate).
Pressures on ESD.
• USCG Rules for Foreign Flag LNG Tankers for LNG ships
5. Requirements for the initial and periodic inspections and tests of the cargo • SIGTTO Recommendations for the Installation of Cargo
operating in US navigable waters and involves compliance with
containment system, cargo and process piping, and hull heating and cold Strainers on LNG Carriers, 1992.
USCG CFR 33 Parts 155, 156, 159 and 164 and CFR 46 154
spots. excluding Alaskan waters and public law 95-474 Oct 17, 1978 • SIGTTO Liquefied Gas Fire Hazard Management - 1st
“Port and Tanker Safety Act of 1978” without Certificate nor Edition.
The proposed Coast Guard Regulations and the Classification Society’s Rules Inspection.
have cross-references showing the corresponding IMO code numbers to allow • OCIMF Recommendations for Manifolds for Refrigerated
identification of the required paragraph. • USCG Regulations for Fire Protection and Life Saving without Liquefied Natural Gas Carriers (LNG), 1994.
certificate, CFR 46 Part 34.15-10 Controls and Part 34.15-30 • SIGTTO The Design and Maintenance of Cargo System
The latest version of the following regulations and recommendations Alarms. Pressure Relief Valves.
incorporating all subsequent additions and amendments currently in force, or • USCG Regulations CFR 29 Part 1918, Safety and Health • SIGTTO The Ship/Shore Interface.
agreed between the owner and the builder, but awaiting ratification, enactment Regulations for Longshoring without certificate nor inspection.
or implementation at the time of signing of the contract shall be applied. • IMO Resolution A.653 (16), “Recommendations on Improved
• COIMF/SIGTTO Ship-to-Ship Transfer Guide (Liquified Gases) Fire Test Procedures for Surface Flammability of Bulkhead,
• Maritime Regulations for the registered country. 1995. Deckhead and Deck Finish Materials”.
• Maritime Rules and Regulations of LNG importing and exporting • OCIMF Mooring Equipment Guidelines 1997.
nations in Section 016.
• OCIMF Recommendations for Equipment Employed in the
• International Convention on Load Lines 1966, as modified by Mooring of Ships at Single Point Mooring 1993 (for fixed
the 1988 Protocol, amendments up to and including the 2003 fitting and chafe chain only).
amendments and later amendments.
• OCIMF Recommendations for Ship’s Fittings for Use with
• International Convention for Safety of Life at Sea Consolidated Tugs.
1997, 2000 and later amendments.
• SNAME Technical and Research Bulletin No.3-8 “Code on
installation and shop tests”.

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 12 of 22

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
1.3 Cargo System Technology Illustration 1.3.1a Cargo Tank Lining Reinforcement
Tank No.1 Tank No.2,3,4
1.3.1 Cargo containment System principle

The cargo containment system consists of four double insulated cargo tanks
encased within the inner hull and situated in-line from forward to aft. The
Mastic Beads Location for Flat Panel
containment system serves two purposes:
• To contain LNG cargo at cryogenic temperature (-160°C).
• To insulate the cargo from the hull structure.

The spaces between the inner hull and outer hull are used for ballast and will
also protect the tanks in the event of an emergency situation, such as collision
or grounding. The ballast spaces around the cargo tanks are divided into two

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double bottom wing tanks, port and starboard for each cargo tank. The double
bottom tanks extend to the side of the cargo tanks as far up as the underdeck
pipe passage.
Tank No.1 Tank No.2,3,4
The cargo tanks are separated from other compartments, and from each other,
by five transverse cofferdams which are all dry compartments. The LNG to
be transported is stored in the four cargo tanks numbered 1 to 4, from fore to
aft. All cargo tanks have an octagonal transverse section matching with the
Reinforced Membrane Principle (Ribs)
supporting inner hull.

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Between the two transverse bulkheads, each tank is composed of a prism
placed in a direction parallel to the keel plate.

The boundaries of the tanks are as follows:

• One flat bottom, parallel to the keel plate raised along the ship’s
plating by two inclined plates, one on each side.
• Two vertical walls, each extended at their upper parts by an
inclined plate, in order to limit the liquid free surface effect
when the tanks are full.
Tank No.1 Tank No.2,3,4
• One flat top parallel to the trunk bottom.

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

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 13 of 22

Plywood

SAMSUNG
Plywood

PUF Packing

Glass Wool
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Stainless Steel
Corner
Plywood
Flat Joint
Primary Barrier
304 SS 1.2mm Thick
Secondary Barrier
(Triplex, 0.7mm Thick) Plywood

R-PU Foam 100mm

R-PU Foam
170mm

12.5mm

Mastic
Cylindrical Plug Level Wedge

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 14 of 22

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
1.3.2 GTT Mark III Cargo Containment Secondary Barrier is of no direct consequence to the safety of the vessel, as any excess gas may
be burnt as BOG, and as a last resort vented to atmosphere via the forward riser
Material: Composite material made out of a 70 microns at No.1 tank. The inner hull steel temperature must, however, be maintained
Membrane or Primary Barrier aluminium foil bonded in between two glass cloth within acceptable limits to prevent possible brittle fracture.
layers (overall thickness # 0.7mm)
The membrane is an assembly of corrugated sheets 1.2mm thick, made of Thermocouples are distributed over the surface of the inner hull, but unless a
AISI304L stainless steel. The sheets, lap-welded together, have two sets of cold spot occurs immediately adjacent to a sensor, these can only serve as a
orthogonal corrugations of ogival shape, where the nominal pitch is equal to The insulation and secondary barrier assembly is composed of the following
elements, as shown in illustrations: general indication of steel temperature. To date, the only sure way of detecting
340mm by 340mm. The corrugations cross each other by means of geometrical cold spots is by frequent visual inspection of the ballast spaces on the loaded
surfaces which are termed knots. voyage.
Level wedges, fixed to the inner hull and forming a rectangular pattern, serve
So that the elongation of the sheets in the two directions of the corrugations as a support for the insulation panels bonded to them. The plywood panels
of the insulation barrier are secured to the inner hull by studs. The level The grade of steel required for the inner hull of the vessel is governed by the
will be the same for the same applied load, it is necessary to give different minimum temperature this steel will reach at minimum ambient temperature,
dimensions to the corrugations of the two sets. Consequently, there is one set wedge thickness are individually calculated to take into account any slight
irregularities in the inner hull surface. assuming the primary barrier, the stainless steel membrane, has failed, so that
of large corrugations, parallel to each other, and one set of small corrugations,

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the LNG is in contact with the secondary barrier.
also parallel to each other but at right-angles to the first set. Each sheet is
formed on an automatic folding machine using special tools. Insulating sandwich panels, composed of an outer plywood face, onto which is
bonded the membrane sheets and two layers of insulating foam, form the actual In addition to failure of the membrane, local cold spots can occur due to failure
interbarrier and insulation space barrier. Between the IBS and IS foam layers of the insulation.
On each of the tank walls, the corrugations present a pattern of squares, with
each set of corrugations being parallel to one of the axes of the vessel. there is a triplex membrane (scab) bonded onto the IS foam and forms the
impervious barrier to the nitrogen circulation, known as the secondary barrier. While the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures
Along the edges of the tank, the joining of the corrugations on two adjacent below 0°C will cause ice build-up on the plating, which in turn will cause a
walls takes place by means of angle pieces, each one formed by folding The insulating sandwich panels are assembled by bonding with polyurethane or
epoxy glue. Insulation continuity between the panels is assured by glass wool further lowering of steel temperature due to the insulating effect of the ice. To
corrugation into a specially designed knot. avoid this, glycol heating coils are fitted in each cofferdam space, of sufficient

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(flat joint) which is sandwiched between PVC films. Tightness and continuity
of the secondary barrier is achieved by means of a bonded scab-splice made of capacity to maintain the inner hull steel temperature at 5°C under the worst
The sheets are fixed to the supporting insulation along half their perimeter by conditions.
welding them onto small stainless steel strips, solidly fixed in the insulation prefabricated ridged polyurethane foam with reinforcing glass fibres.
structure. This anchoring has three purposes; it takes up the unbalanced forces If a cold spot is detected either by the inner hull temperature measurement
set up by non-uniform or transient temperature conditions, it supports the For the corners of the tank, the sandwich panels are cut and assembled to form
dihedral and trihedral corners, the joints between the panels of these corners system, or by visual inspection, the extent and location of the ice formation
weight of the sheets on the vertical walls and roof of the tank, and it allows a should be recorded. Small local cold spots are not critical, and provided a
small vacuum in the tank. The half perimeter is overlapped by, and lap-welded being formed of precompressed expanded PVC.
close watch and record are kept as a check against further deterioration and
to, the adjacent sheet, the overlap being 30mm. Along the edges and corners of spreading of the ice formation, no immediate action is required. If the cold spot
the tank, the sheets are anchored to rigid stainless steel corner pieces, and the The insulation dimensions have been determined to ensure that:
is extensive, or tending to spread rapidly, flooding of the ballast space should be
corners in turn are secured onto the insulation by hardwood keys. • The heat flow into the tank is limited to such an extent that the carried out. The thermal capacity of the water, plus the improved heat transfer
evaporation, or boil-off rate, is less than 0.15% per day. from outside, should maintain the steel temperature at, or near, the ambient sea
The welding process is Tungsten Inert Gas (TIG) without filler metal. water temperature. In the unlikely event that this remedy is insufficient and it
• The inner hull steel does not attain a temperature below its
minimum design value, even in the case of failure of the primary is considered unsafe to delay discharge of cargo until arrival at the discharge
Insulating Foam barrier. port, the final recourse will be to jettison the cargo via a portable nozzle fitted
to one of the midships liquid manifolds, using a single main cargo pump.
Material: Load bearing fibreglass Reinforced Polyurethane • Any deflections resulting from applied strains and stresses are
Foam (RPUF) acceptable by the primary barrier.
Density: Approximately 120kg/m³ (10% fibreglass)
Close cell content: 95% In addition to these requirements, the insulation acts as a barrier to prevent any
contact between ballast water and the primary barrier, in the event of leakage
Thickness: 170mm below the secondary barrier
through the inner hull.
100mm above the secondary barrier
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, ie,
a cold spot and an increase in boil-off from the affected tank. Increased boil-off

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 15 of 22

Fitting Components
For Flat Panel

Cylindrical Plug

Top Bridge Pad

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Nut HM 10
Cylindrical Plug

Washer LL 10 Stud

Secondary Barrier Flat Panel

Mastic Strip Level Wedge (Triplex Scab)

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Secondary Barrier

Inner Hull

Anchoring Strip

Flat Joint

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 16 of 22

Flat Panel

Mastic

SAMSUNG PUF Packing

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Stainless Steel
Corner Flat Panel

Flat Joint Primary Barrier Knot

Temperature 304 SS 1.2mm Thick
Sensor Pocket Teflon Block
Flat Panel
Plywood

Plywood

R-PU Foam 100mm

R-PU Foam 170mm

Glass Wool

12.5mm
Sensor
Secondary Barrier
Level Wedge Mastic (Triplex, 0.7mm Thick)
Cylindrical Plug

Flat Panel

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 17 of 22

Grade A Grade E(4) Grade E(4)

Grade E

Grade A

Grade E(4)

Grade A Ambient conditions for determining material grade of the hull structures are

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based on the worldwide service except Alaskan water as follows:
Grade E - Air temperature (at 5 knots) : -18 degrees C
- Sea water temperature : 0 degrees C
Grade E(4)
- LNG supposed on secondary barrier

Grade E(4) The hull structure complies with requirements from Class Society, IGC-code
requirements and USCG regulation for worldwide use except Alaska (46 CFR 154,
Statement of Compliance issued).

Grade A LONGITUDINALS ATTACHED TO INNER HULL:- SAME GRADE AS PER ATTACHED PLATE
LONGITUDINALS ATTACHED TO OUTER HULL:- GRADE A

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Grade F(4) MEMBERS CONNECTED TO BOTH THE INNER AND OUTER HULLS SHALL BE SUITABLE
WITH THE MEAN LINEAR TEMPERATURE OF THE INNER AND OUTER HULL
Grade E(4)

KEY:

Grade A (1) Grade A for thickness up to and including 15mm, for higher thickness up to and including 25mm grade B or AH,
for higher thickness, use of grade D or DH necessary.
Grade D(4) (2) Grade B or AH for thickness up to and including 20mm, for higher thickness, use of grade D or DH necessary.

Grade D(4) (3) Grade D for thickness up to and including 20mm, for higher thickness, use of grade E or DH necessary.

(4) Grade DH or E for thickness up to and including 20mm, for higher thickness, use of grade E necessary.

Grade B(1)

Grade A
Grade B(2)
Grade A(1)

Grade B(1)

Grade D

Grade A(1) Grade A

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 18 of 22

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 19 of 22

Key
5m No Air Inlets and Openings Except Profile
for Wheelhouse in the Area Zone 0
25m Min. from Accommodation 10m 25m Min. from Other Gas Safe Spaces

Zone 1

Zone 2
No.4 No.3 No.2 No.1
Vent Mast Vent Mast Vent Mast Vent Mast Emergency
Cargo Pump Miscellaneous
Handling
Davit

Deck

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Store
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

Bosun Store

No.2 No.1
FPT
HFO HFO
(C,Void)
Storage Storage Forward
Engine Room Tank Tank Pump
(C) (C) and
No.4 No.3 No.2 No.1 Bow
Cargo Tank Cargo Tank Cargo Tank Cargo Tank Thruster
Room

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10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Upper Deck Plan

5m No Air Inlets and Openings Except
for Wheelhouse in the Area Mechanical Mechanical
Natural Supply Exhaust Fan for Natural Supply Exhaust Fan for
Mechanical Vent for Passageway Passageway Vent for Passageway Duct Keel
Exhaust Fan for
Paint Store
Natural Supply
Vent for Paint
Store

WINCH

ONLY
Natural Supply
Vent for Chemical
Store
Mechanical
Exhaust Fan for
Chemical Store
Natural Supply Natural Exhaust Natural Exhaust Natural Supply Mechanical Mechanical
Vent for Drum Vent for Drum Vent for Acetylene Vent for Passageway Exhaust Vent for Cargo Exhaust Fan for
Store Store Room Natural Supply Machinery Room Passageway
Vent for Duct Keel

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 20 of 22

Introduction

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

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

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

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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

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code.

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

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

Illustration 1.4a shows the gas hazardous areas and highlights three zone
types:
• Zone 0 - This is an area where an explosive gas atmosphere is
continuously present or for long periods.
• Zone 1 - These are areas in which an explosive atmosphere is
likely to occur during normal operating periods.
• Zone 2 - These are areas in which an explosive atmosphere is
unlikely to occur during normal operating periods. In the event
that such an occurrence happen it should be infrequent and for
a short period.

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 21 of 22

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 1 - Page 22 of 22

2.1 Properties of LNG

2.1.1 Physical Properties and Composition of LNG

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2.2 Characteristics of LNG
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures

2.2.2 Supplementary Characteristics

2.3 Health Hazards

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Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page of 12

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Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2

Molecular Weight 16.042 30.068 44.096 58.120 72.150 28.016

Boiling Point at 1 bar absolute (ºC) -161 -88.6 -42.1 -0.5 36.1 -195.8

Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 808.6

Vapour SG at 15ºC and 1 bar absolute 0.553 1.04 1.55 2.00 2.49 0.97

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Gas Volume/Liquid Ratio at
619 431 311 222 205 694
Boiling Point and 1 bar absolute
Non-
Flammable Limits in Air by Volume (%) 5.3 to 14 3.1 to 12.5 2.1 to 9.5 1.8 to 8.5 3 to 12.4
flammable

Auto-Ignition Temperature (ºC) 595 510 468 365/500

Gross Heating Normal: 55,550 51,870 50,360 49520 49010

Value at 15ºC (kJ/kg) Iso: 49404 48944

Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page of 12

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Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
2.1 Properties of LNG purging is continued until the O2 content is below 2%. This safety aspect is flammable range of vapour-air mixture does not extend significantly beyond
explained in detail later in this section. the perimeter of the white cloud. The auto-ignition temperature of methane,
2.1.1 Physical Properties and Composition of ie, the lowest temperature to which the gas needs to be heated to cause self-
LNG The boil-off vapour from LNG is lighter than air at vapour temperatures above sustained combustion without ignition by a spark or flame, is 595°C.
-100°C or higher depending on the LNG composition, therefore, when vapour
LNG results from a liquefaction process which consists in removing, by means is vented to atmosphere, the vapour will tend to rise above the vent outlet
of a condensation-vaporisation cycle, the sensible and latent heats of natural and will be rapidly dispersed. When cold vapour is mixed with ambient air,
gas. 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
Compared to natural gas, the volume of LNG is reduced by a factor of
approximately 600.

Except nitrogen, the components of LNG are hydrocarbons whose molecules Illustration 2.1.1b Composition of Typical LNG
contain only hydrogen and carbon atoms. Their general formula is CnH2n+2;

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they are ‘saturated’ since the hydrogen atoms are singly united with carbon
atoms. Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2 Density (kg/m3)

LNG is chemically non-reactive. It does not present compatibility problems Arun 89.33 7.14 2.22 1.17 0.01 0.08 N/A
with air, water, materials commonly used in the cargo tanks and handling
installations. In the presence of moisture, however, LNG may form hydrates. Arzew 88.0 7.95 2.37 1.05 0.03 0.60 466.9

Liquefied Natural Gas (LNG) is a clear, colourless, odourless liquid. The LNG Bintulu 91.23 4.3 2.95 1.4 0 0.12 457
is usually transported and stored at a temperature very close to its boiling point

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at atmospheric pressure which is approximately –160°C its density (less than Badak 91.09 5.51 2.48 0.88 0 0.03 N/A
half as dense as water), the heating value and other properties depend on its
composition. Bonny 90.4 5.2 2.8 1.5 0.02 0.07 453

The actual composition of the LNG will vary depending on its source and Das Island 84.83 13.39 1.34 0.28 0 0.17 465
on the liquefaction process, but the main constituent will always be methane.
Other constituents will be small percentages of heavier hydrocarbons such as Egypt 96.1 2.9 0.57 0.40 0.006 0.01 435
ethane, propane, butane, pentane and possibly a small percentage of nitrogen.
Equitorial Guinea 92.1 3.9 0.03 0 0.01 0 443
A typical composition of LNG is given in illustration 2.1.1b, and the physical
properties of the major constituent gases are given in illustration 2.1.1a. Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463

During a normal sea voyage, heat is transferred to the LNG cargo through Marsa el Braga 70 0.6 0.9
15 10 3.5 531
the cargo tank insulation, causing part of the cargo to vaporise, ie, ‘boil-off’.
The composition of the LNG is changed by this boil-off because the lighter Point Fortin 96.2 0.01 0.008
3.26 0.42 0.07 433
components which have lower boiling points at atmospheric pressure, vaporise
first. The discharged LNG therefore has a lower percentage content of nitrogen Ras Lafan 89.5 6.33 2.49 1.26 463.7
0.08 0.34
and methane than the LNG that was loaded, and a slightly higher percentage
of ethane, propane and butane, due to methane and nitrogen boiling-off in Withnell 89.02 7.33 2.56 1.03 0 0.06 460
preference to the heavier gases.

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

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

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page of 12

TEMPERATURE (OC)

-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
60

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20

Propane
2mol % Ethane
10
9
8

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7
Methane Ethylene Ethane Propylene Propane bar
6

5
Butadrene N. Butane
1.3
4

ata
3

1
0.9
0.8
0.7

0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100

TEMPERATURE (OC)

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Variation of Boiling Point of Methane with Pressure Illustration 2.1.1e Relative Density of Methane and Air

Illustration 2.1.1c above shows the vapour pressure diagram of liquid cargoes.

The boiling point of methane increases with pressure and this variation is
shown in the diagram for pure methane over the normal range of pressures on
board the vessel. The presence of the heavier components in LNG increases the
boiling point of the cargo for a given pressure.

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

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

426.0kg/m3
Methane Vapour - 60
Liquid density at boiling point
Temperature
°C - 80
Vapour SG at 15°C and 1 bar absolute 0.554

Gas volume/liquid volume ratio at -161.5°C at 1 bar absolute 619 -100

Flammable limits in air by volume 5.3 to 14% -120

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Heavier than air
Auto-ignition temperature 595°C -140

Higher Specific Energy (Gross Heating Value) at 15°C 5550kJ/kg -160

Critical temperature -82.5°C

Critical pressure 43 bar(a)

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5

Density of Methane Vapour

Ratio =
Density of Air

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

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page of 12

Area EDFE
B
21 flammable
E CAUTION
20
This diagram assumes complete mixing
19 which, in practice, may not occur.

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F
18
17
Y
16
M
15
Mixtures of air and methane
N
14 cannot be produced above
G X line BEFC
13
D

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12
11
%
10
O 9
x
y 8
g 7
e
n 6
5
4 Area HDFCH
Capable of forming flammable
3
mixtures with air, but containing too
2 much methane to explode by itself

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

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2.2 Characteristics of LNG Using the Diagram b) Tanks and piping containing methane are to be inerted with inert
gas provided by the inert gas generator before admitting air until
2.2.1 Flammability of Methane, Oxygen and Assume that point Y on the oxygen-nitrogen axis is joined by a straight line all sampling points indicate 5% methane.
Nitrogen Mixtures to point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
composition Y is mixed with a methane-nitrogen mixture of composition Z, It should be noted that some portable instruments for measuring methane
The ship must be operated in such a way that a flammable mixture of methane the composition of the resulting mixture will, at all times, be represented by content are based on oxidising the sample over a heated platinum wire and
and air is avoided at all times. The relationship between the gas/air composition point X, which will move from Y to Z as increasing quantities of mixture Z measuring the increased temperature from this combustion. This type of
and flammability for all possible mixtures of methane, air and nitrogen is are added. analyser will not work with methane-nitrogen mixtures that do not contain
shown in illustration 2.2.1a above. oxygen. For this reason, special portable instruments of the infrared type have
Note: In this example, point X, representing changing composition, passes been developed and are supplied to the ship for this purpose.
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane through the flammable zone EDF, that is, when the methane content of the
present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen mixture is between 5.5% at point M, and 9.0% at point N.
(79% nitrogen) at point B. The latter point represents the composition of
atmospheric air. Applying this to the process of inerting a cargo tank prior to cooldown, assume

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that the tank is initially full of air at point B. Nitrogen is added until the oxygen
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen content is reduced to 13% at point G. The addition of methane will cause the
present, ranging from 0% methane (100% nitrogen) at point A, to 100% mixture composition to change along the line GDC which, it will be noted,
methane (0% nitrogen) at point C. does not pass through the flammable zone, but is tangential to it at point D. If
the oxygen content is reduced further, before the addition of methane, to any
Any single point on the diagram within the triangle ABC represents a mixture point between 0% and 13%, that is, between points A and G, the change in
of all three components, methane, oxygen and nitrogen, each present in specific composition with the addition of methane will not pass through the flammable
proportion of the total volume. The proportions of the three components zone.
represented by a single point can be read off the diagram.

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Theoretically, therefore, it is only necessary to add nitrogen to air when inerting
For example, at point D: until the oxygen content is reduced to 13%. However, the oxygen content is
Methane: 6.0% (read on axis A-C) reduced to 2% during inerting because, in practice, complete mixing of air and
nitrogen may not occur.
Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (remainder) When a tank full of methane gas is to be inerted with nitrogen prior to aeration,
a similar procedure is followed. Assume that nitrogen is added to the tank
The diagram consists of three major sectors: containing methane at point C until the methane content is reduced to about
14% at point H. As air is added, the mixture composition will change along line
1) The Flammable Zone Area EDFE. Any mixture whose HDB, which, as before, is tangential at D to the flammable zone, but does not
composition is represented by a point which lies within this area pass through it. For the same reasons as when inerting from a tank containing
is flammable. air, when inerting a tank full of methane it is necessary to go well below the
theoretical figure to a methane content of 5%, because complete mixing of
2) Area HDFCH. Any mixture whose composition is represented methane and nitrogen may not occur in practice.
by a point which lies within this area is capable of forming a
flammable mixture when mixed with air, but contains too much The procedures for avoiding flammable mixtures in cargo tanks and piping are
methane to ignite. summarised as follows:

3) Area ABEDHA. Any mixture whose composition is represented a) In practice, the tanks and piping containing air are to be inerted
by a point which lies within this area is not capable of forming a with inert gas provided by the inert gas generator, as the nitrogen
flammable mixture when mixed with air. generator capacity is far too small to inert the cargo tanks, before
admitting methane until all sampling points indicate 5% or less
oxygen content.

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page of 12

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2.2.2 Supplementary Characteristics pool. The cold vapour has a higher density than air and thus, LNG is a mixture of several components with different physical properties,
at least initially, hugs the surface. Weather conditions largely particularly the vaporisation rates; the more volatile fraction of the cargo
determine the cloud dilution rate, with a thermal inversion greatly vaporises at a greater rate than the less volatile fraction. The vapour generated
Introduction lengthening the distance travelled before the cloud becomes non- by the boiling of the cargo contains a higher concentration of the more volatile
flammable. fraction than the LNG.
When LNG is spilt onto water or into the atmosphere, it exhibits the following
characteristics: 2) The major danger from an LNG vapour cloud occurs when The properties of the LNG, ie, the boiling point and density have a tendency to
it is ignited. The heat from such a fire is a major problem. A increase during the voyage.
When Spilt on Water deflagrating (simple burning) is probably fatal to those within
the cloud and outside buildings but is not a major threat to those
Properties of Nitrogen and Inert Gas
1) The boiling of LNG is rapid, due to the large temperature beyond the cloud, though there will be burns from thermal
difference between the product and the water. radiation.
Nitrogen
2) LNG continuously spreads over an indefinitely large area, Reactivity

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and it results in a magnification of its rate of evaporation until Nitrogen is used on board for the pressurisation of the cargo tank wedge
vaporisation is complete. and insulation spaces, the purging of cargo pipelines and heaters, boiler gas
Methane is an asphyxiant in high concentrations because it dilutes the amount
lines and Whessoe gauges, and for the sealing of the LNG compressors. It is
of oxygen in the air below that necessary to support life. Due to its inactivity,
3) No coherent ice layer forms on the water. produced by the nitrogen generators, whose principle is based on hollow fibre
methane is not a significant air pollutant and, due to its insolubility, inactivity,
membranes to separate air into nitrogen and oxygen.
and volatility, it is not considered to be a water pollutant.
4) Under particular circumstances, with a methane concentration
below 40%, flameless explosions are possible when the LNG
strikes the water. It results from an interfacial phenomenon in Cryogenic Temperatures Physical Properties of Nitrogen
which LNG becomes locally superheated at a maximum limit
Nitrogen is the most common gas in nature since it represents 79% in volume

NYK LINE
until a rapid boiling occurs. However, commercial LNG is far Contact with LNG or with materials chilled to its temperature of about -160°C
of the atmospheric air.
richer in methane than 40% and would require lengthy storage will damage living tissue.
before ageing to that concentration.
At room temperature, nitrogen is a colourless and odourless gas. Its density is
Most metals lose their ductility at these temperatures; LNG may cause the
near that of air, 1.25kg/m3 under the standard conditions.
5) The flammable cloud of LNG and air may extend for large brittle fracture of many materials. In the case of LNG spillage onto the ship’s
distances downward (only methane when warmer than -100°C deck, the high thermal stresses generated from the restricted possibilities of
When liquefied, the temperature is -196°C under atmospheric pressure, density
is lighter than air) because of the absence of topographic contraction of the plating will result in the fracture of the steel.
of 810kg/m3 and a vaporisation heat of 199kJ/kg.
features which normally promote turbulent mixing.
Behaviour of LNG in the Cargo Tanks
When Agitated By Water
Properties of Nitrogen
When loaded into the cargo tanks, the pressure of the vapour phase is Molecular weight: 28.016
6) For example, if a flange drip tray becomes filled with LNG as
maintained substantially constant at slightly above atmospheric pressure.
a result of a leaking flange, under no circumstances should a Boiling point at 1 bar absolute: –196°C
water jet be directed into the drip tray. Such action will cause Liquid SG at boiling point: 0.8086
The external heat passing through the tank insulation helps generate convection
a severe eruption and a rapid expansion/boiling of the LNG
currents within the LNG tank, causing warmer LNG to rise to the surface where Vapour SG at 15°C and 1 bar absolute: 0.97
within the tray, resulting in LNG and ice particles being blasted
it then boils-off. The heat necessary for vaporisation comes from the LNG. As
outwards. The LNG should be allowed to boil-off naturally or Gas volume/liquid volume ratio at –196°C: 649
long as the vapour is continuously removed by maintaining the pressure as
the drip tray warmed with water spray on the sides or base.
substantially constant, the LNG remains at its boiling temperature. Flammable limits: None

Vapour Clouds If the vapour pressure is reduced by removing more vapour than is generated, the Dew point of 100% pure N2: Below –80°C
LNG temperature will decrease. In order to make up the equilibrium pressure
1) If there is no immediate ignition of an LNG spill, a vapour cloud
corresponding to its temperature, the vaporisation of LNG is accelerated,
may form. The vapour cloud is long, thin, cigar-shaped and, under
resulting in an increased heat transfer from LNG to vapour.
certain meteorological conditions, may travel a considerable
distance before its concentration falls below the lower flammable
limit. This concentration is important, for the cloud could ignite
and burn, with the flame travelling back towards the originating

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page of 12

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Chemical Properties Avoidance of Cold Shock to Metal 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
Nitrogen is considered to be an inert gas as it is non-flammable and without Structural steels suffer brittle fracture at low temperatures. Such failures can be unstable brittle fracture propagating, even if the materials were overloaded, is
chemical affinity. However, at high temperatures, it can be combined with other catastrophic because, in a brittle steel, little energy is required to propagate a negligible.
gases and metals. fracture once it has been initiated. Conversely, in a tough material, the energy
necessary to propagate a crack will be insufficient to sustain it when it runs into In order to avoid brittle fracture occurring, measures must be taken to ensure
sufficiently tough material. that LNG and liquid nitrogen do not come into contact with the steel structure
Hazards of the vessel. In addition, various equipment is provided to deal with any
Plain carbon structural steels have a brittle to ductile behaviour transition leakages which may occur.
WARNING which occurs generally in the range -50°C to +30°C. This, unfortunately,
Due to the absence or to the very low content of oxygen, nitrogen is an precludes their use as LNG materials (carriage temperature -162°C). The effect The manifold areas are equipped with a stainless steel drip tray, which collects
asphyxiant. is usually monitored by measuring the energy absorbed in breaking a notched any spillage and drains it overboard. The ship, in way of the manifolds, is
bar and a transition curve, as shown in illustration 2.2.2a, is typical for plain provided with a water curtain from the deck and down the ship’s side with water
In a liquid state, its low temperature will damage living tissue and any spillage carbon steels. supplied from the fire and wash deck main. The deck fire main must always

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of liquid nitrogen on the ship’s deck will result in metal failure (as for LNG). be available and the manifold water curtain in operation when undertaking any
For this reason, materials which do not show such sharp transition from ductile cargo operation. Additionally, fire hoses must be laid out to each liquid dome
to brittle fracture as the temperature is lowered, have found obvious application to deal with any small leakages which may develop at valves and flanges.
Inert Gas for use in cryogenic situations in general and particularly in liquid methane Permanent drip trays are fitted underneath the items most likely to cause
carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel, problems and portable drip trays are available for any other requirements.
Inert gas is used to reduce the oxygen content in the cargo system, tanks,
piping, void spaces and compressors. This is in order to prevent an air/CH 4
Illustration 2.2.2a Structural Steel Ductile to Brittle Transition Curve During any type of cargo transfer and particularly whilst loading and
mixture prior to aeration post warm-up, before refit or repairs and prior to the discharging, constant patrolling on deck must be conducted to ensure that no
gassing-up operation post refit before cooling down. leakages go undetected.
Notched

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bar test
Inert gas is produced on board using an inert gas generator supplied by Smit In the event of a spillage or leakage, water spray should be directed at the
energy
Gas System, which produces inert gas at 15,000nm3/h with a -45°C dew point absorbed spillage to disperse and evaporate the liquid and to protect the steelwork. The
burning low sulphur content gas oil. This plant can also produce dry-air at leak must be stopped, suspending cargo operations if necessary.
15,000nm3/h and -45°C dew point (see Section 4.8 for more details).
Ductile
fracture
In the event of a major leakage or spillage, the cargo operations must be
The inert gas composition is as follows: Fracture transition stopped immediately, the general alarm sounded and the emergency deck water
range (mixed fracture spray system put into operation.
Oxygen: < 2.5% in volume appearance)
Carbon dioxide: < 15% in volume Brittle
fracture
Carbon monoxide: < 65ppm by volume
Sulphur oxides (SOx): < 1ppm by volume
For a typical mild steel:
Nitrogen oxides (NOx): < 65ppm by volume T1 might be -30;
Nitrogen: Balance T2 might be +15.
Although this depends
Dew point: < -45°C on composition, heat
Soot: Complete absence treatment etc, the curve
can shift to left or right.
The inert gas is slightly denser than air: 1.35kg/m3 abt at 0°C.

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

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page of 12

2.3 HEALTH HAZARDS

Illustration 2.3a Methane Safety Card FIRE AND EXPLOSION DATA
Flash Point -175ºC approximately Explosive Hazards
Auto-Ignition Temperature -175ºC approximately Vapour can form a flammable mixture with air which, if ignited,
METHANE/LNG SYNONYMS may release explosive force causing structural damage.
Flammable Limits -5-16% by volume
Appearance: Colourless Carburetted Hydrogen
THE MAIN HAZARD Firedamp
Colour: Very faint, nearly Hydrogen Bicarbide
odourless FLAMMABLE Liquefied Natural Gas
UN Number: 1972/1971 LNG CHEMICAL DATA
Marsh-Gas
MFAG table: 620
Methyl-Hydride Formula - CH4 Chemical Family - Hydrocarbon
MTH

EMERGENCY PROCEDURES

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STOP GAS SUPPLY. Do not extinguish flame until gas or liquid supply has been shut off, to avoid
Fire possibility of explosive re-ignition. Extinguish with dry powder, halon or carbon dioxide. REACTIVITY DATA
Cool tanks and surrounding areas with water.
Water, Fresh or Salt - No dangerous reaction; Other Liquids or Gases
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub may freeze to form ice or hydrates No dangerous reaction; may freeze to form ice or hydrates
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible.
Air - No reaction

DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently.
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin assistance as soon as possible.

REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
PHYSICAL DATA
Vapour

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or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or
Inhaled assistance as soon as possible.
Boiling Point at Coefficient of Cubic Expansion Enthalpy (kJ/kg)
Atmospheric Pressure -161ºC 0.0026 per ºC -165ºC Liquid 29.3 at -165ºC 285.5 at -100ºC
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large
Vapour 545.1 at -165º 588.3 at -100ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Vapour Pressure Bar (A)
Freezing Point -182ºC
of spill. Relative Vapour Density Latent Heat of Vaporisation
See graph in Figure A1.2
0.55 (kJ/kg)
Specific Gravity See graph in Figure A1.2
Molecular Weight
See graph in Figure A1.2 16.04kg/kmole Electrostatic Generation

HEALTH DATA TVL 1000 ppm ODOUR THRESHOLD 200 ppm

ON EYES.Tissue damage due to frost-bite.

Effect of ON SKIN. Tissue damage due to frost-bite. CONDITIONS OF CARRIAGE
Liquid BY SKIN ABSORPTION. Not absorbed through skin.
BY INGESTION. Not pertinent. No hazard in normal industrial use. Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated Cargo Tank Flammable
ON EYES. No hazard in normal industrial use. May be tissue damage due to frost-bite. Fully inerted with zero oxygen
Ship Type 2G Gauging Closed or Indirect
content
ON SKIN. No hazard in normal industrial use. May be tissue damage due to frost-bite.
Effect of Independent Tank Required No
WHEN INHALED
Vapour Acute Effect. Vapour has narcotic effect. Because of very rapid evaporation rate,there is possibility
of total air replacement and danger of asphyxiation.
Chronic Effect. No chronic effect known.

Personal Protection MATERIALS OF CONSTRUCTION

Protective clothing covering all parts of the body, gloves, boots, googles or face shield,
all insulated against cold temperature attack.
Unsuitable Mild Steel Suitable Stainless steel, aluminium, copper, 9% or 36% nickel steel

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page 10 of 12

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Illustration 2.3b Nitrogen Safety Card
FIRE AND EXPLOSION DATA
Flash Point - Non-flammable Explosive Hazards
Auto-Ignition Temperature -Non-flammable None
NITROGEN SYNONYMS
Appearance: Colourless LN2 Flammable Limits - Non-flammable
THE MAIN HAZARD Liquid Nitrogen
Odour: Odourless NXX
FROST-BITE
UN Number: 1977
MFAG Table: 620 CHEMICAL DATA
Formula - N2 Chemical Family - Noble gas

EMERGENCY PROCEDURES

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

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

REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or PHYSICAL DATA
Inhaled assistance as soon as possible.

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Boiling Point at Freezing Point -210ºC Enthalpy (kJ/kg)
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large Atmospheric Pressure -196ºC Liquid 30.7 at -196ºC 145.3 at -150ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Relative Vapour Density Vapour 229.0 at -196º 588.3 at - 150ºC
of spill. Vapour Pressure Bar (A) 0.97
Latent Heat of Vaporisation
1.96 at -190ºC 9.87 at -170º Molecular Weight (kJ/kg)
Specific Gravity 28.01kg/kmole 198.9 at -196ºC 72.4 at -160ºC
0.807 at -196ºC Electrostatic Generation
Coefficient of Cubic Expansion None
TVL Simple Asphyxiant Non Toxic 0.005 per at ºC -198ºC
HEALTH DATA ODOUR THRESHOLD Odourless
ON EYES.Tissue damage due to frost-bite.
Effect of ON SKIN. Tissue damage due to frost-bite.
Liquid BY SKIN ABSORPTION. Nil.
CONDITIONS OF CARRIAGE
BY INGESTION. Not pertinent.
Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated Cargo Tank None required. Oxygen meter needed
ON EYES. Cold vapour could cause damage. to prevent asphyxiation
No
ON SKIN. Cold vapour could cause damage. Ship Type 3G
Gauging Closed or Indirect
WHEN INHALED
Effect of Independent Tank Required No
Acute Effect. Asphyxiation. Headaches, dizziness,unconsciousness or even death could result.
Vapour
Chronic Effect. Nil.

Personal Protection MATERIALS OF CONSTRUCTION

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

Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page 11 of 12

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Draft: 2 - November 2011 IMO No: 9491812 Section 2 - Page 12 of 12

3.1 Cargo Control Room Arrangement

3.2 Integrated Automation System (IAS)

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3.2.1 Integrated Automation System Overview

3.2.2 IAS Operator Stations

3.2.3 IAS Screen Displays

3.2.4 Extension Alarm System

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Draft: 2 - November 2011 IMO No: 9491812 Section 3.1 - Page of 5

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Illustration 3.1a Cargo Control Room Layout to insert

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3.1 Cargo Control Room Arrangement • OS32 monitors and associated operator panel.
• OS33 monitor and associated operator panel.
Introduction

The Cargo Control Room (CCR) is situated in the centre of deck level C on the
forward side of the accommodation block and has a forward facing view over
the cargo tanks. Here all the necessary equipment and controls are located to
permit the centralised supervision of the cargo operations during the loading
and discharging of a cargo.

The main control console is shown in illustration 3.1b and contains a number
of workstations which are used for the operation of the cargo machinery and
associated equipment through the IAS. The workstations are complete with
keyboard, trackball and colour flat screen monitors.

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The console also contains the following equipment:
• General alarm pushbutton.
• Fire alarm call point.
• Public address control panel.
• Wind speed/direction indicator.
• CCTV keyboard.

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• VHF transceiver and handset.
• Emergency shutdown system pushbutton.
• Emergency shutdown system mode selector switch.
• Master gas valve (DFDE/GCU) trip indication
• Emergency shutdown system reset pushbutton.
• Gas combustion unit emergency stop pushbutton.
• Automatic telephone.
• No.2 UHF base station.
• Sound powered telephone.
• Hotline telephone.
• Telephone directory.
• Emergency fire pump start/stop and run indication.
• Trim indicator.
• List indicator.
• Forward, port, starboard and aft draught indication.
• Load computer with keyboard and trackball.
• Mooring tension monitor and keyboard.
• OS31 monitors and associated operator panel.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.1 - Page of 5

Details, Colours, etc., to be Confirmed at Ship Visit

1 3 6 6 6

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5

7
7
2 4

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8 9 20
17 WHEEL HOUSE
18 FIRE
MRC 19
14
10 11
21 0 22
6 6 12
ON - HOTPHONE IN USE
OFF - P/L PHONE

15 DIRECTION
1-8
Key
90 90

CALL SIGNAL
SPEED

1 - Mooring Tension Monitor 13 23 180

Instructions Hot Phone Private Line Phone

To Make Call:

www.seatechnick.com

2 - Keyboard for Mooring Tension

To Answer Call: Lift handset and speak Lift handset and speak
P1 P3
To End Call: Replace handset Replace handset

24
P2

16
3 - Loading Computer Monitor
4 - Keyboard for Loading Computer
5 - Trackball for Loading Computer
29
6 - 23” TFT Monitor
7 - Operator Panel 7 26 28
8 - ESDS/ESD Reset Pushbuttons
9 - Gas Combustion Unit Emergency Stop Pushbutton 25 27
10 - ESDS Mode Select Switch
11 - Master Gas Valve DFDE Trip/GCU Trip Pushbuttons
12 - Start/Stop/Running Emergency Fire Pump Pushbuttons
13 - No.2 UHF Onboard Base Station with Microphone
14 - Trim Indicator
15 - List Indicator 20 - Fire Alarm Call Point 25 - Automatic Telephone
16 - Hotline Telephone Speaker 21 - Wind Speed/Direction Indicator 26 - Telephone Directory
17 - Hotline Telephone 22 - General Emergency Alarm Pushbutton 27 - Sound Powered Telephone
18 - Public Address Control Panel with Microphone 23 - VHF Transceiver Unit 28 - VHF Transceiver Handset
19 - Draft Indicators 24 - VHF Transceiver for Quatar 29 - Keyboard for CCTV

Draft: 2 - November 2011 IMO No: 9491812 Section 3.1 - Page of 5

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 3.1 - Page of 5

Printer 2, Navigation Control Space

Colour Hard Copy Central Bridge Console

Printer 1a ,Log OS 51

Compressor 1 - Profibus Cable Printer 3, Alarm

Compressor 1 - Profibus Cable (Dual)

SMS (Ethernet 10/100)

CCR - Cargo Control Room
Inmarsat (ISDN) OS 52
CC
C
UPS 1 OS 5 /
(C 33
230V AC TS
)
Watch Call Extension Alarm Panels x 21 Fire Wall/Router 60kVA CC
C
OS 4 /
Included in PDU 2-2 32
EER - Electric

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CC
Equipment Room C
OS 3 /
A Deck 31
47” LCD Screen
No.2 CSBD Room SVC OS 52 on SCC
Net ‘C’ NDU B1/C1 FS 36
Net ‘B’ PDU 2-2 FS 35
FS 52 FS 34
Patrol Man, Dead Man
Start / Stop Panels x 3 FS IS60 Trim/List FS 33
Printer 4, FS 32
Colour Hard Copy FS 33-2 Indicator
2LV CSB-RIO Included FS 31
Printer 3a ,Log 2HV CSB-RIO FS 400-R1
NDU A1
Printer 3, Alarm PDU 1-1

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Starboard Side No.1 CSBD Room FS 51
Passage
FS IS60
FS 33-1
EC
C
OS 7 /
42
MG 1LV CSB-RIO
No.2 PR E W
OP S /
MSB Room WS 1HV CSB-RIO FS IS60
2LV MSB-RIO EC FS 31-2
C
OS 3 / Electric
2HV MSB-RIO 41
Motor Room

FS 42 FS 60
FS 41 FS 31-1
E/C, FC NDU B2
PDU 2-1 FS IS60
FS 240 Port Side FS 31-3
FS 41-1 NDU A2 Passage
FS 400-R1
PDU 2-2
HS3000
Modbus TCP to WECS 4
Modbus TCP to WECS 3 E/C 2nd Deck Key
2 Port
Modbus TCP to WECS 2 No.1 Net ‘A’ Electrical Signal Net ‘A’
4th Deck Modbus TCP to WECS 1 MSB Room Electrical Signal Net ‘B’
1HV MSB-RIO
Electrical Signal Net ‘C’
4 Port 1LV MSB-RIO
Floor Deck, FF
FS 240C-R1 NDU Network Distribution Unit
FS 44 FS 240C-R1 UPS 2
5x Cabin Monitor Station HS History / Trending Station
FS 46 230V AC SVC OS61-65
60kVA FS Field Station
Profibus to ABB UPS Uninterruptible Power Supply
Propulsion Control (PFC)
R1 Redundant Processors
FS 240C-R1 4 Starboard PDU Power Distribution Unit
Profibus to ABB FS 45
Propulsion Control (AFC)
Drawing Reference: 1101016 Rev. B

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page of 13

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
3.2 integrated automation system (IAS) Operator Stations Operator Fitness Alarms System
The operator stations are the main interface between the operator and the The Operator Fitness Alarm System is part of the alarm and monitoring function
Manufacturer: Kongsberg Maritime AS processes under the operator’s control. The operator station has a colour of the K-Chief 700 system and is more readily known as the dead man alarm.
Type: K-Chief 700 monitor, an operator panel with buttons and trackball and a controller computer. Panels are strategically placed to assist duty personnel when operating under
These are installed in the engine control room (OS41, OS42), the cargo control UMS conditions. Should the dead man system not reset within a predetermined
room (OS31, OS32, OS33, OS52), and the bridge (OS51). time, an alarm sounds to alert staff.
3.2.1 integrated automation System Overview
The Chief Engineer, 2nd engineer, chief officer, cargo engineer and electrical
The Integrated Automation System (IAS) K-Chief 700 is a distributed The Operator Interface
officer also have stations, but only for monitoring purposes.
monitoring and control system, which covers all the important plant on board The graphic displays are shown on the monitor of the operator stations. These
the vessel such as propulsion, power generation, machinery and cargo/ballast displays show all or part of a system or process using standard symbols to
systems. Field Stations
represent the actual plant/equipment (valves, motors etc). Events (alarms and
The field stations are interface and processing units. They are related to messages) are also shown on the displays.
The basic functions include: particular pieces of equipment or plant, and provide the interface between the

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• Process and system monitoring. IAS system and the actual plant or equipment. Process stations also contain the The operator panel is used to interact with the display and control the process.
operating software for the associated equipment. This is achieved by the use of the trackball and alphanumeric keyboard to point
• Event logging and monitoring.
and click on symbols and menus.
• Cargo system control functions. The IAS system on board is a distributed processing system, because the process
control functions are defined locally in the field stations and not centrally in the
Displays and Views
The main applications of the K-Chief 700 system to which these functions operator stations. The operator stations function independently, so they can be
apply are: located at the ship control centres. This also means that each station is capable The system is made up of the following types of views:
• Engine room alarm and monitoring. of controlling any process, provided it has control of the appropriate command • Process - This view shows enhanced graphical presentation
group and the user is logged-on with the correct access code. of a process and allows the operator to interact with the
• Power management system.

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graphical elements using the operation menus. Graphical
• Auxiliary engine diesel/dual fuel engine control system. Each station computer has a hard disk containing the software files for the elements represent components such as pumps, motors and
fitted equipment. Process values to be displayed at the operator stations are valves. Process values are displayed together with the element
• Cargo control system and associated system alarm and generated in the process stations and transferred to each station as required.
monitoring. they represent.

• Gas handling and management. • Flow - This view also shows graphic representation of physical
History Station parts of a process, but do not allow operator interaction.
• Ballast control system. A history station is a specific computer on the network which runs the operator • Event - This view notifies the operator of a condition in the
• CTS system control and alarm. station software. It also contains the historical database, storing a historical system or process that may need attention.
(time/date) series of process (samples). These series are used to produce trends
• Emergency shutdown control and alarm. • Trends - This view contains process trend curves based on
and reports at the operator and history stations.
• Alarm/event recording. elapsed time.
• Alarm extension/patrol man system. Communication Network • System Status - This view shows operational status information
about the field, history and operator stations.
• Trend function. The network used is a dual-redundant Local Area Network (LAN) connecting
the operator, field and history stations. All the communication between the
operator and the controlled/monitored equipment takes place on this network. The Display and Control of System Processes
Main Components
The number of views in a system depends upon the equipment under system
The K-Chief 700 system is made up of operator and history stations connected Watch Alarm Panels control. The operator can select views with varying levels of detail.
by redundant high speed networks to the field stations. The field stations There are 21 watch call panels located around the vessel, which are used
contain the input/output cards to and from the equipment controlled and/or When a view is selected showing an overall process, there may not be enough
to alert staff to any system anomalies during periods when running under room to display all the detail on a single view. To account for this, the system
monitored. Use is made of UPS to reduce the incidence of supply loss. These unmanned conditions.
UPS units are configured as shown in the System Topology window and will therefore have a number of views, accessed from the main view, that show
illustration 3.2.1a. these details.

Operators must fall in to one of three user groups to access the IAS system:
• Users - system operation and/or monitoring of the system.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page of 13

PANEL
POWER FAULT PANEL WORDING TO
NAVI MACH STEAM
PROP
INERY
BILGE BALLAST POWER CORRECT WHEN
GATION SYSTEM
THE INFORMATION
COMMAND BECOMES
AVAILABLE
MGE1 MGE4 CARGO GAS
MGE2 MGE3 CTS
MANAGE
TAKE GIVE STATUS

N2 MACH FIRE & PATROL

GEN INERY GAS MAN
SYSTEM ALARMS

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ALARM

ALARM
ACK
VIEW

NYK LINE 1

4
ghi
2
abc

5
jkl
INPUT

3
def

6
mno
PAGE
UP

PAGE
DOWN
HOME

ESC

7 8 9
pqrs tuv wxyz

- 0 . abc...
_

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
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• Power users - senior personnel with additional control to allow • Cargo system valve control modules. panel. Each button is labelled with the name of the view. To display the views
changes of limits and parameters. assigned to these buttons, the operator should press the appropriate button.
• PID controller modules.
The pushbuttons cover propulsion, navigation, machinery, bilge, ballast, steam
• Administrators - full access.
system, power management, cargo, gas management, the four main generator
All display views are made up from a set of standard modules. The symbols
engines, cargo transfer, nitrogen generator, inert gas system, emergency
There is also a Guest category within the user group, which allows monitoring on the screen are the symbols associated with these modules, valves, motors,
shutdown, fire and gas, and patrol man.
of the system data only. measurements etc.
Located above each button is a red status LED which will flash when any
System Peripheral Equipment Symbols unacknowledged alarms are active in the view assigned to that button. When all
The symbols indicate the operational mode and status of the represented the active alarms in the view are acknowledged, the LED illuminates steadily.
Printers
equipment (motor/pump etc) by means of tag mark characters and changes in If there are no active alarms in the view, the LED will be off.
Certain operator stations are connected directly to dedicated printers for colour and appearance.
printing out alarms, events and report printing. Two printers are located in the This group contains three buttons on the lower right of the panel that are
Cargo Control Room (CCR) and two in the Engine Control Room (ECR). used to display a map of the existing views and select previous views or
3.2.2 IAS Operator Stations

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related views. The HOME button displays the navigator dialogue box. The
PREVIOUS IMAGE button returns the operator to the view displayed before
Monitoring and Control
Operator Panel the current one. The NEXT IMAGE button displays the next view listed in the
history navigator dialogue box.
The IAS manages the cargo control system and includes the following
operations: The system’s operator/user interface is the monitor screen, control panel and
alphanumeric keyboard. The screen displays the system views and the operator There are several different ways to navigate through the views of the IAS
• Interface to tank level gauge. panel is used to interact with those views. The alphanumeric keyboard is used system:
• Pump and valve control. for set-up and configuration purposes. The operator panel is used to interact • Using the views buttons on the operator panel.
with the views on the screen, display a new view or to act upon an element
• IBS/IS pressure control. within a view. • Using the previous view and next view buttons on the toolbar.

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• Tank protection. • Using the history navigator, which records the last event list
The layout of the pushbuttons, lamps and controls on the operator panel are according to the time set (up to 24 hours).
• Glycol heating control. divided into functional groups, as shown in illustration 3.2.2a.
• Using the navigator.
• Cofferdam temperature control.
• Using the context menu of a module.
Input/Trackball Panel
The IAS also monitors the following systems: This is an alphanumeric section, which allows the operator to make parameter
changes and enter values. This group also contains the cursor control buttons Alarms Group
• Power management system.
(HOME, ESC, ARROWS etc) which can be used to move between fields in This group contains an alarm indicator lamp and three buttons that are used
• Gas management.
dialogue boxes and to scroll through lists. The ‘abc...” pushbutton allows the to indicate, acknowledge and handle alarms and events. The ALARM lamp
• Vapour handling. operator to toggle between numeric and alphanumeric modes. flashes when unacknowledged alarms are active in the system. When all the
• Emergency shutdown system. active alarms in the system are acknowledged, the lamp becomes steadily
The trackball group consists of three unannotated buttons and a trackball. The illuminated. If there are no active alarms in the system, the lamp will be off.
• Tank protection system. trackball is used to position the cursor on the screen. The left button is used The ACK button is used to acknowledge alarms.
• Ballast system. to select symbols, open and operate menus, and click buttons in the views and
dialogue boxes displayed on the screen. The right button is used to open pop- The silence button (speaker symbol) is used to stop the audible alarm that
Monitoring and control is performed by software modules. The basic modules up context menus. The middle button is not used. These buttons are similar in sounds when alarms are raised, while the ALARM VIEW button is used to
are: action to those in a standard mouse button configuration. display the alarms event window.
• Buttons. Four navigation keys are placed around the circumference of the bezel.
Command Group
• Analogue measurement modules.
This group contains the TAKE, GIVE and STATUS buttons. The TAKE and
• Digital measurement modules. Views Group
GIVE buttons allow the operator to transfer command control between the
• Pulse measurement modules. The buttons of the views group, select and display the views representing operator stations. Above each of these buttons there is a green status LED that
the various process areas. The most important and commonly used views are indicates control transfer status. The STATUS button allows the operator to
• Cargo system motor/pump control modules.
assigned to these buttons so that they are instantly accessible from the operator view the current status of the command control.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page of 13

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Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page of 13

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3.2.3 IAS Screen Displays Machinery Power high voltage status.
Power low voltage status.
GCU burner services.
Displays and Views Auxiliary power status.
GCU alarm information.
Various areas for display are selected from the views panel on the operator Power status earth.
console. Compressed air.
Power Wartsila UCP status.
Machinery fans.
The home page primary screen shows the ship mimic and buttons are displayed Power blackout restart.
(systems as shown below), which can also be used to select the area required by Fresh water cooling port.
the operator. Some of these areas are again sub-divided and may have another Fresh water cooling starboard.
ship mimic screen showing further buttons to select these sub-areas. Fire Detection
Generator engine fuel oil supply starboard.
• Bilge / Fire - 3 views. Fire alarms.
Generator engine fuel oil supply port.
• Machinery - 28 views. Navigation deck.
Generator fresh water cooling.

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• Power Management - 16 views. Upper deck.
Machinery heavy fuel oil boiler.
• Fire Detection - 13 views. Accommodation - decks A, B, C and D.
Heavy fuel oil purifiers.
• Cargo Handling System - 43 views. Engine Room - decks 2nd, 3rd and 4th.
Incinerator.
• Propulsion - 10 views. Engine room floor.
Inert gas generator.
Engine room F/C deck.
The system is made up of the following types of views: Main generator engines lubricating oil systems.
Bosun’s store.
• Process: Showing the process equipment under system Lubricating oil purifier and transfer systems.
control.

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Reduction gear lubricating oil.
Cargo Handling System
• Flow: Showing the process equipment under system control Stern tube lubricating oil.
for software configuration.
MGO and HFO transfer systems. Cargo plant.
• Event: Showing process events and events generated by the
Miscellaneous machinery in sequence. Ballast.
system.
Nitrogen generator. Ballast pumps.
• Trends: Showing historic trend curves for process variables.
Sanitary discharge. Hydraulic power pack.
• Station Status: Showing the status of the process and operator
control units. Sanitary fresh water system. BOG coolers.

Machinery performance. BOG FBO demister.

Both process and flow types of view can display the same information.
Normally, process views are used by the system. The system can also present Machinery standby pumps. BOG forcing vaporiser.
detailed information regarding a single component, for example, a motor, valve BOG gas management.
or pump. This information is then displayed via dialogue boxes. Steam feed water.
Steering gear. BOG HD1.

Sea water cooling. BOG heaters.

Available Screens
Patrol man. BOG LD1.
Bilge / Fire
BOG LD1 anti-surge control.
Cargo and deck bilge. BOG LD1 load control.
Power Management
Machinery bilge system. BOG LNG vaporiser.
Machinery fire and deck wash. Power MGE 1, 2, 3, 4.
Cargo cofferdam heater.
Power status MGE 1, 2, 3, 4.
CT1, 2, 3, 4.
Power status 2.
Cargo pump sequence CT1.
Power management system.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page of 13

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Cargo spray pump sequence CT1. Mode Indication Pipe Colour Fluid
Cargo temperature tank 1. Process elements can be operated in various modes. To reflect the mode that Red Fire main
a process element is in, a tag mark character is displayed next to its module Black Bilge water
Cargo manifold.
symbol. The characters used and their colours are as follows:
Cargo auxiliaries.
Measurement Symbols
Cargo pump insulation. Symbol Designation Colour
““ Detached mode Cyan Various symbols may be used to display analogue values of temperature and
Cargo barrier pressure.
pressure etc. These can take the form of a graphic display such as a pump
L Local mode Black
Cargo fuel gas pump interface. rpm, a valve position in %, a bar to indicate a value or a representation of an
! Error mode Red analogue meter.
Cargo loading. S Shutdown mode Magenta
Cargo loading start inhibit. O Override mode Cyan
Valve Module Symbols
Cargo unloading. i Inhibit mode Cyan
Valve symbols will indicate the type of valve (open/close or variable flow) and

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Cargo unloading start inhibit. ! Override interlock mode Cyan
will carry a symbol representing the type of actuator fitted, whether this be
I Interlock mode Black pneumatic, hydraulic or hand operated.
Cargo unloading sequence 1 and 2.
F Follow and freeze mode Black
Cargo pump interfaces. e External mode Black The latter will be indicated on the screen mimics, but the K-Chief 700 system
Cargo spray pump interface. m Manual mode Black will have no control over the valve. A numeric value next to the valve symbol
will indicate the percentage the valve is open if it is a proportional (variable
Cargo tank cooling sequence. a Auto mode Black
flow) valve. A coloured letter symbol will indicate the valve status, whether in
Cargo tank cooldown. i Internal mode Black automatic (a), manual (m) or local control (L).
Cargo tank cooldown start inhibit. The dynamics of a process are shown by changes in the colour of the symbols

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When the valve is closed, the valve symbol will carry no colour, but when
CTS main. in a view. For example, the colour of a motor symbol will be grey (background) open, it will carry the colour of the service in which it is being used.
when it is stopped, yellow when it is starting up or shutting down (transient
ESD. state), and green when running and fully operational.
ESD gsbc. Pump Module Symbols

ESD deck. Symbol White Yellow Green Red Pump symbols will contain an arrow, indicating the direction of flow, and as
Motor Stopped Transient Running Alarm with the valves, a letter indicator shows if the pump is in local (l), manual (m),
ESD air control. automatic (a) or tripped (t) mode.
Pump Stopped Transient Running Alarm
Valve Closed Transient Open Alarm
Propulsion Electric Motor/Pump Control Modules
Generator Stopped Transient Running Alarm
Navigation display. Circuit-breaker Open Transient Closed Alarm The motors and pumps in the K-Chief 700 system are supported by function
modules that provide control of electrically-driven pumps. The function
Navigation status. modules are interfaced with the local starter panels of their respective pumps.
The standard Kongsberg symbol and pipe colours used to indicate status and
Propulsion. fluids carried is listed as follows:
Propulsion 1, 2 status. Duty/Standby Pump Configuration Procedure
Pipe Colour Fluid
Propulsion auxiliaries. Equipment can be set in a duty/standby configuration as follows:
Blue Fresh water
Propulsion 1, 2 alarms. Condensate a) Ensure that the motor starter panel on the main switchboard is
Propulsion winding temperatures. Light blue Compressed air switched to the AUTO CHANGE position.
Reduction gearbox temperatures. Brown Marine gas oil
Hydraulic oil b) Press the ON button to switch both motors to Auto mode and
Green Ballast water start the motor which has been selected as duty.
Sea water
Yellow Lubricating oil c) The following functions will be in operation:

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page of 13

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• Operating the OFF button will switch both motors to Manual effect on a closed valve. If a valve close operation fails, the Should any system send a fail signal to the K-Chief 700 or the operation of
mode. RESET command recovers the alarm situation. The command that system falls outside preset parameters, the K-Chief 700 will indicate an
is only available in manual mode. alarm. The alarm will be both audio and visual. The alarm is required to be
• Any standby start will activate an alarm and the started motor
acknowledged in order to silence the audible indication.
will remain running until the operator decides otherwise. • STOP - The stop command causes a moving valve to stop
operating and remain at the current position. This command can
• By operating the No.1 DUTY or No.2 DUTY buttons, as The most recent alarm will be displayed across the top of the screen.
be used to cancel an open or close position, but has no effect on
indicated with static text, the duty and standby motors will
a stationary valve. The command is only available in manual Alarms are displayed with a colour code to indicate priority and these are:
be changed over.
mode.
• Low - Yellow.
This selection can be made if the motors are running or not. If the duty motor • OPEN - The open command causes the valve to operate until
is running, the indication on the buttons will be changed over. The button that it reaches the fully open position. This command can be used • High - Red.
represents the motor selected as duty will appear as pressed. to cancel a close position, but has no effect on an open valve. • Critical - Magenta.
If a valve open operation fails, the RESET command recovers
The standby motor will first be started and when confirmed as running, the the alarm situation. The command is only available in manual Alarms will be used to alert the duty engineer via the extension alarm panels
mode.

SAMSUNG
duty pump will be stopped. during periods of UMS operation.
• RESET - This command resets the appropriate time-out
During operation, a common pressure switch will initiate a start of the standby counters and can be used to recover from a failed start or stop Status Indicators
pump when the duty pump cannot maintain sufficient pressure. An alarm is operation.
activated and the duty pump will remain running until the operator decides A small coloured disc within the text or within the symbol indicates the alarm
otherwise. The standby pump may also start due to a trip or failure of the duty • AUTO - This command selects the automatic mode and cancels status. An alarm state will show the colour of the alarm level for that module,
pump. the manual mode. In this mode, the valve is controlled by an any suppressed or inhibited alarms, inputs or outputs will show the colour
output signal from another module and not from the module cyan.
operation menu.
Basic Valve Operation Procedure and Indication Analogue measurement levels commonly have associated limits as follows:
• MANUAL - This command selects the manual mode and cancels

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There are three types of valves used: the automatic mode. If the ‘Lock in Auto Mode’ parameter is • HH - High High
set to position 1 during system configuration, the selection of
• Throttle valve - Hydraulically operated, multi-position with • H - High
the manual mode is not possible. The valve is controlled via the
feedback and stops at each position. module operation menu when in the manual mode. • L - Low
• Manual valve - Manually operated, which may or may not have • LL - Low Low
a position feedback. Manual Valve Menu
• Digital valve - May be pneumatically or hydraulically operated, When set limits (which can be enabled or disabled) are exceeded, the system
Manually-operated valves may be fitted with feedback notation which will can be configured to alert the operator. The alarms are suppressed by the
but only opens or closes as commanded. show as a green colour when the valve is in the open position. Manual valve operator where equipment which is not running, may generate spurious alarms
mimics having no feedback will remain unchanged. These valves are also through, for example, low pressure. When an alarm is suppressed, the status
All the valves on the monitoring screen mimics are supported by operation referred to as memory valves.
modules. Move the cursor over the module symbol to be operated and press the indicator colour changes to cyan.
left trackball button to open the symbol operation menu.
Digital Valve Menu
IAS Cargo Control
The menu is used to operate the module and the commands on the menu reflect The close, open, reset, automatic, manual and acknowledge commands on the
the actions that can be performed. operation menu of a digital valve are similar to those on the throttle valve. The cargo control system is controlled by the IAS and covers the following:
• Interface with the tank level gauges.
Control valve menus allow a set point to be input and are only available in
manual mode. Alarm Handling • Pump control.
Alarms • Valve control.
Throttle Valve Menu The alarm and monitoring is an integrated function within the K-Chief 700. • IBS/IS pressure control.
The commands on the operation menu of a throttle valve are as follows: Alarms from sub-systems, propulsion, power, etc, are collated via the redundant
network to form a uniform alarm system for the vessel. Alarms and events are • Tank protection.
• CLOSE - This command causes the valve to close until it logged by the system and printed out on the alarm printer. • Glycol heating control.
reaches a position that is below the predefined close limit. This
command can be used to cancel an open position, but has no • Cofferdam temperature control.

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Cubal Cargo Operating Manual
Control is normally carried out from the cargo control room, but the option A switchboard start signal is allowed when the following conditions are Tank Cooldown
exists to transfer control to the ECR with monitoring of the cargo plant possible fulfilled:
Prior to the commencement of a tank cooldown sequence, the operator has to
from all cabin/office operator stations.
• Discharge valve between 20% and 40% open. supply IAS input from where the LNG is to be taken from and manually line-
up the LNG manifold valves and vapour manifold ESD valves.
The loading computer is also interfaced with the IAS. On-line and off-line • Filling or branch valve open (95%).
operations are available, off-line operation for cargo planning, whilst on- • Low level alarm (0.4m).
line operation allows for continuous monitoring of the loading/unlaoding IAS Vapour Control
situation.
Spray Pump Control
The LNG vapour handling plant is remotely controlled by the IAS. The
The tank level gauging and custody transfer systems are also integrated with Similar pump start controls exist for the spray pumps with the following operator carries out monitoring and control from the cargo control room. The
the IAS, in addition to the tank levels. The tank levels are compensated for incorporated safety features: options exist to transfer control to the wheelhouse or ECR operator stations.
ship’s trim and list within the CTS. High level (98.5%) and high-high level
(99%) detectors are installed, with the high-high level closing the filling valve • Low-low cargo tank pressure (20mbarg) - trip.
The deck piping systems, valve position indicators and pressure sensors
independent from the IAS. A secondary level gauging system (Whessoe) is also • High-high cargo tank pressure (220mbarg) - trip. are interfaced with the IAS using approved input/output sensors for use in

SAMSUNG
interfaced with the IAS and is used for montotoring purposes only. hazardous areas. The system incorporates process control stations for the
• Cargo tank low pressure (30mbarg) - start interlock.
control of compressors, heaters and vaporisers in the EER.
The deck piping systems, valve position indicators and pressure sensors • Cargo tank low level (1.3m) - start interlock.
are interfaced with the IAS using approved input/output sensors for use in • Low-low cargo tank pressure (20mbarg) - switchboard start To allow for remote operation of the systems, all control of valves, vaporisers
hazardous areas. The system also has process control stations for compressor prevention. and the compressors, including anti-surge and compressor monitoring, is
and cargo system control installed in the EER. integrated in the IAS system.
• Low level alarm (0.2m) - switchboard start prevention.
Cargo Pump Control IAS network distribution system is shown in the illustration below.
Each cargo tank has two pumps, one powered from the port switchboard and

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the second from the starboard switchboard. The pumps may be started by Illustration 3.2.3b Vapour Control
initiating the cargo unloading sequence in the Cargo Unloading mimic or the
Cargo Tank mimic. The starting sequence includes the opening and closing
of the line valves after requesting the PMS for the necessary supply power. NDU IAS
The pumps may also be started manually by clicking on the pump icon and Network Distribution System
following the instructions on the pop-up menu. It should be noted that a manual
start is inhibited until the discharge and filling valves are correctly set up.
FS51 High Duty Compressor 1 FS52 High Duty Compressor 2
Each pump has an operator defined stop level. The pump automatically stops Low Duty Compressor 1 Low Duty Compressor 2
and the discharge valve closes when the tank level is lower than the preset LNG Vaporiser Gas Heater 2
target level. The tank branch valve is also closed when all corresponding Gas Heater 1 Forcing Vaporiser
pumps are stopped.

To prevent possible damage to the pumps or cargo tanks, a low-low cargo tank Local Panel Local Panel Local Panel Local Panel
pressure transmitter is fitted, set to activate at 20mbarg. Safety interlocks are LD Compressor 1 HD Compressor 1 LD Compressor 2 HD Compressor 2
installed to inhibit the remote starting as follows:
• Low cargo tank pressure (30mbarg). Local Panel Local Panel Local Panel Local Panel
• Low level alarm (2.0m). Gas Heater 1 LNG Vaporiser Gas Heater 2 Forcing Vaporiser

• Start not ready from switchboard.

CSBD KEY CSBD
• Breaker tripped and blocked switchboard. Cargo Switchboard
Redundant IAS data highway
Multicore cable IS signals Cargo Switchboard
Room No.1 Multicore cable non IS signals Room No.2

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page of 13

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
IAS Ballast Control Ballast Water Exchange IAS Emergency Shutdown Control
Ballast water exchange is conducted according to predefined limits, with one
The vessel ballast condition is remotely controlled by the IAS system, with pump allocated for the port tanks and one for the starboard tanks. Should The IAS is designed to handle the emergency shutdown function such as
both control and monitoring carried out from the cargo control room panels. one side finish before the other, the pump will enter sea to sea mode before shutting down the total cargo transfer and individual tank shutdown for tank
The option also exists to transfer operation responsibility to the wheelhouse. the other side is completed before moving on the next step. The operator is protection.
The system includes the following interface/control: required to have a “Ballast Exchange Planning” mimic which is set up prior to
commencing the exchange. Emergency shutdown alarms are IAS grouped so that they annunciate on the
• Pump control.
cabin and public room alarm extension panels.
• Valve control. The exchange program also has a semi-automatic option in which the operator
• Tank level monitoring. has to give a “Continue” command after each ballast or deballast exchange
sequence. If the operator fails to give the continue command, the IAS will
• Automatic ballasting and deballasting function. initiate a low priority alarm (BAL EXCH READY TO CONTINUE) after a 5
minute period.
When operating the ballast pumps in manual mode, the pumps may be started

SAMSUNG
or stopped and the valves opened or closed as required. When using the IAS Illustration 3.2.3c IAS Emergency Shutdown System Interface
system, a “Power Available” signal is sent to the switchboard supply prior
to the pump being able to be started. When starting in local mode, a “Power
Request” is sent from the switchboard to the IAS PMS. ESD Vapour ESD Ship-to-Shore
Pressure Transmitters Link Pneumatic
A pump start will be interlocked should there be insufficient power available or
the pump suction valve is closed. The IAS system also shuts down the ballast
ESD Ship-to-Shore
pump should the motor winding temperature exceed a preset temperature ESD Tank Link Optical/Electrical
(145°C) or the line pressure exceeds or falls below preset pressures. Pressure Transmitters

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ESDS/TPS ESD Pushbuttons
Ballast tank level sensors are connected to the IAS which allows the screen Cargo Control Console (1)
Field Station
mimic to display the tank contents. The sensor is also connected to a load FS35 Wheelhouse (1)
calculator which is used to show the tank volume. The IAS also offers the RCU35/135 Fire Control Station (1)
operator the option of displaying the tank ullage, volume in m³, percentage Scan: 1 second Port/Starboard Manifold (2)
Independent
volume and weight in tonnes. Tank Liquid Dome (4)
CTS Cargo Tank
EER Engine Control Console (1)
Level System
B-Deck Forward Trunk Deck (1)
Automatic Ballast Control Cargo Machinery Room (1)
Electric Motor Room (1)
The operator may select automatic control using the screen mimic. When in IAS Process
use, the port and starboard ballast systems operate independently. The system Stations
is designed such that a deballasting operation on one side and a ballasting ESD Fusible Plugs
Tank Liquid Dome (4)
operation on the other side are not allowed to start, and any deballasting P/S Shore Connection (2)
operation blocked should a ballasting operation be in progress. Switchboards/MCCs: Cargo Compressor Room (1)
Cargo Handling Pumps Electric Motor Room (1)
When operating in automatic mode, the operator selects the tank to be ballasted Compressors
and activates the FILL or EMPTY button on the respective tank. The IAS will Solenoid Cabinets:
the open the necessary line valves and start the pump, whereupon the operator Manifold ESD Valves
KEY Master Fuel Gas Valve
needs to set the required tank volume, either in m³ or percentage. When the Hardwired Filling Valves
required tank capacity is reached, the pump is changed to sea to sea mode Serial line
to avoid overfilling. Once the pump is started, the discharge valve is limited Network
IAS OS
IAS NDU B
to 20% open until the active tank valve or the sum of the active tank valves Alarming, Status
is greater than 90% open, whereupon the set point increases to 30%. The Display, SW Storage
IAS NDU A
operator also has the option to vary the discharge valve position using the SP
pushbutton.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page 10 of 13

Watch Call Bridge Unit Watch Call Cabin Unit

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

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CHIEF CHIEF MACH.
MACH.
ENG. ENG.

1ST/2ND 1ST
CARGO CARGO
ENG. ENG.

3RD/4TH 2ND
NAVIG. NAVIG.
ENG. SCREEN MENU ENG. SCREEN MENU

Patrol Man BRIDGE Bridge

System SELECT FIRE & GAS 3RD SELECT FIRE & GAS
ETO WATCH Call
/ ESD ENG / ESD

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Active

CARGO 4TH
Call Duty SYSTEM CCR SYSTEM
ENG TAG ENG TAG
Officers Call
DETAILS DETAILS
CARGO

CHIEF PATROL PATROL

ETO
OFF. MAN MAN
Call Duty ENGINE ECR
Officers WATCH Call
ENGINE
REPEAT CAPTAIN
CAPTAIN
ALARM /NAVIG.

LAMP SOUND LAMP SOUND

2ND/3RD UNIT UNIT
TEST OFF CARGO TEST OFF
OFF. FAIL FAIL

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page 11 of 13

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Cubal Cargo Operating Manual
3.2.4 Extension Alarm system • ON DUTY indicators with buttons that show and select on-duty Machinery Alarms
officers.
The engineer on duty is selected from the IAS operator station in the ECR.
Introduction When the green LED in the top right-hand corner is lit, it
indicates that the officer on the label is on duty. When the LED When the watch responsibility has been transferred to the bridge, any engine
The alarm extension system will alert the duty officer in the event of any flashes, it indicates that a call has been made, and when the call room alarm will be enunciated on the bridge and also in the engineer ‘on duty’
monitored parameter exceeding its set value as monitored by the alarm and is accepted, the flashing LED changes to a steady light. These cabin, as well as on the mess and day room panels.
monitoring system. The system comprises a number of self-contained, wall- also act as watch buttons that transfer watch responsibility
mounted watch call panels that are installed at selected locations. The panels between the bridge and the engine control room. They have a The buzzer is reset by pressing ‘sound off’ on the panel. The ‘On Duty’
are controlled from operator stations and are used to warn the bridge and on- yellow LED located next to the top right corner of the button engineer lamp will stop flashing on the duty panel, and the group alarm lamps
duty officers of alarm conditions. label that flashes to indicate a responsibility transfer request has will stop flashing upon acknowledgement of alarm from the IAS operator
been made. When the transfer request is accepted, by pressing station in ECR. If the engineer on duty fails to acknowledge the alarm from
The system has two main functions: the BRIDGE WATCH or ECR WATCH button, the flashing ECR within LIMIT 1, 3 minutes (adjustable), the alarm will be repeated to the
LED changes to a steady light. bridge and to the public panels.
• Alarm Extension
• ALARM indicators that show in which process area there are

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This is a group alarm status and on-duty officer indication If again, the engineer on duty fails to acknowledge the alarm from the ECR
active alarms.
facility with a built-in on-duty acceptance, fault indication and within LIMIT 2, 3 minutes (adjustable), all engineers with the qualification for
test facilities. • A REPEAT ALARM indicator that shows if there is a repeat of ‘Machinery Alarm’ will be alerted on their cabin duty panels, as well as on the
a previous alarm. mess and day room panels.
• Officer Call
• When the extension alarm system is active, a green LED
This is an individual and general calling facility for officers that illuminates in the top right corner of the button. It is possible to set an engineer on duty without setting the bridge watch active
can be activated from selected vessel control locations. (harbour mode).
• An LCD screen with a 40-character by 4-line display, which is
used to show the date and time or an alarm summary. All machinery alarms will be enunciated in the duty cabin as well as in the
Watch Call Panels

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• A LAMP TEST button which is used to check the serviceability mess and day room panels, but not on the bridge.
There are two types of watch call panels: of the indicator, button LEDs and the buzzer. It is also used,
• Watch bridge unit - for use on the bridge. in conjunction with the up and down and SELECT buttons, to Manual Engineer Call
adjust the light intensity of the LCD screen, indicator and button
• Watch cabin unit - for use in cabins and public places. A call facility is available to duty panels and mess/day room panels from one
LEDs, and the background lighting.
of three dedicated buttons on the panel in each control room area, or from the
There are eight categories of alarm as follows: • When an alarm summary is displayed, the up and down buttons watch call mimic of the operator stations.
are used to scroll the list shown on lines two to four on the LCD
• Machinery - machinery alarms. screen. The watch panel LCD will display the source of the call.
• Cargo - cargo alarms. • The SELECT button is used to choose the type of information
• Navigation - navigation alarms. shown on the LCD screen. Pressing the button for the first time
Operator Fitness (Patrol Man/Dead Man)
displays the Alarm Summary. Repeated pressing of the button
• Fire and Gas/ESD - fire, gas and ESD alarms.
cyclically displays the Alarm Summary and the date and time.
• System - K-Chief 700 and system alarms. Operator Fitness (also known as Patrol Man and Dead Man) is a facility for
• When the Alarm Summary is displayed on the LCD screen, the safe lone man visits to machinery spaces when responding to watch alarms
• Patrol Man - Engine patrol man or navigation/bridge dead man TAG DETAILS button is pressed to show (on lines three and or when patrolling during an unmanned period in the engine room. Points
alarm. four) the details of the alarm shown on line two. around the machinery space must acknowledged within a given time in order
• The SOUND OFF button is pressed to stop the buzzer from to prevent the operator fitness alarm being generated.
The alarms will be routed to the engineer on duty as appropriate, for example,
sounding and acknowledging group alarms and officer calls.
cargo alarms will be routed to the cargo engineer when a cargo system alarm There are Start pushbuttons positioned at the engine room entrances and Reset
is activated, and machinery alarms will be routed to the engine room duty pushbuttons at the base of each light column in the engine room.
When an engine room or cargo alarm is activated, it is sounded in the duty
engineer.
officer’s cabin, on the bridge and the public rooms. The buzzer can be
acknowledged at any panel. This facility can be set from the watch panel inside the ECR/CCR or
automatically from the alarm extension system when an alarm is activated.
The reset period is 30 minutes with a pre-warning alarm 5 minutes before the
dead-man alarm is set.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page 12 of 13

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 3.2 - Page 13 of 13

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

3.3.2 Float Level Gauge

3.3.3 Independent High Level Alarm System

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3.3.4 Trim and List Indicator

3.3.5 Loading Computer

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Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

CTS Main Cabinet

Cargo Control Console 5

GLK-100 Units
RCU Microcomputers
Ex Lon Repeaters
Net Switches
23.1” Ethlon Adapters
LCD Screen Power Supply

Safe IAS Cabinet

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NDU A1
WS Patch NDU B1
CTS Panel
Power NDU C1 NDU A1
Connection
NDU B1 LAEH Output to ESDS
NDU A1 LAEH Override Output to ESDS
NDU B1 LAVH Output to ESDS
PDU A1 PDU A1 LAVH Override Output to ESDS
PDU B1 Trim/List Signal

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Cargo Control Room Safe Area
Hazardous Area

Cargo Tank
Nos. 2-3

Tank 3
NODE A NODE B NODE A NODE B
Tank 3
Radar Radar
GLA-100/5 GLA-100/5 Tank 2
Tank 2
Connection Cabinet Connection Cabinet

LAEH LAEH Key

LAH LAH Electrical Signal

Cargo Tank No.4 Cargo Tank No.1

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
3.3 Custody Transfer System (CTS) Transmitters Pressure Measurement
Mounted on the tank dome are the units required for the measurement and A pressure transmitter of the absolute type is installed on each tank dome to
3.3.1 Radar Primary System (Radar Gauges and calculation of the tank contents. Signals from the various units are sent back monitor the vapour pressure in the tank. The tank pressure is displayed in the
Custody Transfer System) to the level unit where they are used to calculate the tank contents, and then system and on the CTS report.
displayed at the workstation.
The outlets from the vapour pressure outlet are connected to the pressure gauge
Tank Level Measurement System board on deck and are also displayed in the CTS system.
Tank Radar Gauges
Manufacturer: Kongsberg The radar tank gauges GLA100/5 measure the distance to the product surface
Trim/List Measurement
Type: K-Gauge LNG/CTS by transmitting a microwave pulse in a still pipe. This is reflected from the
Level radar unit: GLA-100/5 surface of the cargo and the process unit for the radar antenna calculates the A two axis Sensorex inclinometer is used to input the trim and list of the vessel.
level in the tank. This is located in the pipe duct space and as near to the ship’s centre line as
Temperature sensor: MN-4213
possible. The list is displayed as 1/10º, while the trim is displayed as ‘metres’
Displays: 2 x 23.1 inch TFT Hatteland JH 23T01 MMD Reference data related to the calibration of the radar unit, including the measured to two decimal points. The manual input of trim and list is also

SAMSUNG
1 x 23.1 inch TFT Hatteland JH 23T02 MMD processing unit and reference signatures in the still pipe, are stored in the system possible using the ship’s draught information if necessary.
memory and is taken into consideration when the tank level is calculated and
presented as a value. The level is stored in the system and the arithmetic mean Trim/list displays are mounted on the cargo control console and on the bridge
General Description of the Tank Radar System of the last five measurements within a 15 second time interval is then displayed console.
as the average level in the tank.
The radar transmitters on the top of each cargo tank emit microwaves, directed
by an antenna, towards the surface of the tank contents. The antenna then Workstation
The measurement level is compensated with a temperature correction factor
picks up the echo from the surface and the difference in frequency between for the still pipe. The level is then corrected for trim and list values obtained The workstation can be used by the operator for monitoring the tank liquid
the transmitted and reflected signal is directly proportional to the measured from the inclinometer, calculated from the vessel’s draught system or inserted levels (ullage), liquid and vapour average temperatures, cargo volumes at
distance, ie, the ullage. average temperatures, and all the other data that is handled by the tank radar.

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manually.
The workstation takes care of the alarm handling of the measured values and
The tank radar system, which is the main part of the cargo tank control system, All correction factors used are printed on the CTS report. the transfer of all requested data to the IAS.
is made up of the following units:
• Level Unit. The workstation comprises a HP Compac MP7600 LAN/CAN unit with a 23.1
Temperature Measurement
inch monitor and is operated with a mouse/trackball and keyboard to activate
• Transmitters. Two sets of temperature sensors, one main and one back-up, are mounted on various functions. The display works under the Windows-XP environment.
• Workstation. the tank adapter flange with the level gauge. There is a connection cabinet at
the tank adapter flange for the connection of the temperature sensors. Signals Different windows can be opened and displayed simultaneously, and can be
Each level transmitter pipe has Teflon-prepared signature flanges mounted from the connection cabinet are sent via LON nodes mounted in the trunk deck moved on the screen by pointing at the top on the title bar of the window
at predetermined positions. The positions are stored within the measurement passageway to the level unit cabinet for processing. and dragging them to a new position. A Laserjet 2550 has been provided for
system. The signature flanges serve as markers, with the liquid level and printing the CTS reports.
marker position being measured simultaneously. The marker closest to the These sensors are mounted at different levels within the tank, each in an open
liquid level serves as a reference. The measurement system compares the liquid pipe except the bottom sensor, which is mounted on a special bracket:
Operation
echo with the marker echo and uses the result for continuous auto-calibration • Top (T5) 3,547mm.
of the measurement system. This is carried out regardless of the vapour density
of temperature. • 95% level (T4) 5,073mm. The main functions of the operator station are as follows:
• 50% level (T3) 17,951mm. • Handling of alarms and failures.
Level Unit Cabinet • 10% level (T2) 29,398mm. • System configuration.
Located in the electric equipment room, the level unit cabinet contains terminals • Bottom (T1) 32,959mm. • Storage of measured parameter values.
for the intrinsically safe connection of the radar transmitters, temperature and
• Calculations using the measured parameter values.
pressure sensors, as well as the independent high level alarm unit. It contains the The operator can select from the display unit which sensor is to be used for
electronics used for processing the signals from the transmitters for calculating measurement at each level (main or back-up), but it should be noted that it is • Logging of parameter history and trend.
the tank parameters, average cargo temperature, and for communicating with not possible to access two sensors at the same level. It is also possible to input • Generation and printouts of reports.
the workstation. Signals from the high level alarm unit are also processed and manual temperature values for use in the calculation if necessary.
sent to the workstation display and the IAS alarm unit.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

SAMSUNG
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Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

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Cubal Cargo Operating Manual
The operator station screen is used to present the following standard process • Low-low level alarm: 0.2m spray pump start interlock to main Unloading
data: switchboard.
Transfer liquid volume:
• Parameter values - trim and list values, draught values, and • Total corrected volume before unloading.
atmospheric pressure. Independent High Level Alarm
• Total corrected volume after unloading.
• Cargo tank status - volumes and corrected levels, loading/ Each tank is fitted with an independent high level and overfill float alarm,
discharging rates, vapour pressures and average liquid and Section 3.3.3 of this manual refers.
Before unloading:
vapour temperatures.
• Total corrected volume is corrected by the average liquid
• Cargo tank - level readings, thermal and trim and list corrections, NL-190/290 Back-Up Graphic Display Units
temperature.
corrected volume and levels, volume transfer rate, transferred The NL-290 graphic display unit consists of a 120 x 64 pixel LCD display with
volumes (before, after and present), cargo state (loading, semi-graphic characters for the bar graphs, a processor board, six operator After loading:
discharging or seagoing), temperature readings and alarms. keys and a display housing. A high contrast LCD incorporates a green
• Total corrected volume is corrected by the average liquid
• Cargo tank configuration - temperature reading offset backlight, allowing the display to be read in all light conditions.
temperature which is used before unloading.

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parameters, bottom zone parameters, block calculation and level
override on/off. The unit is used to display the measured values for trim and list.
Loading
• Cargo tank reports - vessel identification parameters, port The graphic display unit is located in both the cargo control console and the
identification, cargo state command buttons, report command Transfer liquid volume:
bridge control console.
buttons, report view command buttons and report change format • Total corrected volume before loading.
button.
Note: No alarm handling on measured values (except for the extreme IG • Total corrected volume after loading.
• Trim and list - trim/list parameters and mode change (auto/ pressure alarm) is done in the level unit. All such alarm handling is done in
manual). the workstation. Before loading:
• Atmospheric conditions - pressure/temperature adjustment and

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• Total corrected volume is corrected by the average vapour
pressure mode change (auto/manual). Temperature and pressure within the tanks for use in the CTS calculations is temperature.
obtained from the temperature and pressure monitoring system as detailed in
• Trend presentation - cargo level, cargo tank temperatures and Section 5.1 of this manual.
vapour pressure. After loading:
• Total corrected volume is corrected by the average liquid
The CTS operation is performed by clicking on one of the control buttons Custody Transfer System temperature.
located in the vertical task bar on the right-hand side of the main CTS IAS
screen. This will lead to new screens as selected. The CTS process image can be accessed via the drop-down menu by selecting The report headings contain the following information:
WINDOW, then CTS MAIN. The display has the following main purposes:
• Ship’s name (fixed in the report).
Alarms • To display the measured values relating to the CTS.
• Port name (inserted by the operator before the report is
The tank radar system together with the high level alarm system raises alarms • To enable the generation of reports at the start and end of cargo started).
at different levels within the IAS system. These are as follows: loading.
• Cargo number (inserted by the operator before the report is
• Extreme high alarm: 99% volume - ESDS (Omicron level • To enable the generation of reports at the start and end of cargo started).
sensor). discharging.
• Gas officer/chief officer (inserted by the operator before the
• Very high level alarm: 98.5% volume - this alarm will close the • To allow the operator to enter values manually. report is started).
tank filling valve independent of the IAS system.
• Date format (YY/MM/DD) default can be changed.
• High level alarm: 95.0%. CTS Operation • Time format (hours/minutes) default can be changed.
• High level alarm: 95% volume (Omicron level sensor).
The CTS reporting system automatically creates the report print-out when the
• Cargo pump start interlock: 2.0m (radar). Normally three sheets are generated for one report:
operator activates the CTS function, based on the following information:
• Spray pump start interlock: 1.3m (radar). • Measured data, quantity before loading/unloading.
• Low level alarm: 0.4m - cargo pump start interlock to main • Measured data, quantity after loading/unloading.
switchboard. • Transfer document of loading/unloading.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

CUSTODY TRANSFER DATA CUSTODY TRANSFER DATA

Before Loading After Loading

SHIP NAME THIS SHIP SHIP NAME THIS SHIP

DATE DD-MM-YYYY DATE DD-MM-YYYY
TIME HH:MM TIME HH:MM
PORT NAME ?? PORT NAME ??
CARGO NO. ?? CARGO NO. ??
CHIEF OFFICER A.N.OTHER CHIEF OFFICER A.N.OTHER
TRIM (M) 0.00 Even Keel TRIM (M) 0.00 Even Keel
LIST (DEGREES) 0.00 Upright LIST (DEGREES) 0.00 Upright

TANK 1 TANK 2 TANK 3 TANK 4 TANK 1 TANK 2 TANK 3 TANK 4

TEMPERATURE (°C) TEMPERATURE (°C)

SAMSUNG
Tank Top (°C) -154.68 MV -158.68 MV -160.74 MV -162.68 MV Tank Top (°C) -154.68 MV -158.68 MV -160.70 MV -162.68 MV
75% Height (°C) -151.99 MV -151.73 MV -151.73 MV -151.73 MV 75% Height (°C) -151.95 MV -151.73 MV -151.73 MV -151.73 MV
50% Height (°C) -150.16 L -149.75 L -149.75 L -149.75 L 50% Height (°C) -150.05 L -149.71 L -149.71 L -149.71 L
25% Height (°C) -142.02 L -142.06 L -142.06 L -142.06 L 25% Height (°C) -141.91 L -142.06 L -142.06 L -142.06 L
Tank Bottom (°C) -131.50 ML -133.68 ML -136.68 ML -139.61 ML Tank Bottom (°C) -131.50 ML -133.68 ML -136.68 ML -139.57 ML

Avg. Vapour Temp. (°C) -153.3 -155.2 -156.2 -157.2 Avg. Vapour Temp. (°C) -153.3 -155.2 -156.2 -158.2
Avg. Liquid Temp. (°C) -141.2 -141.8 -142.8 -143.8 Avg. Liquid Temp. (°C) -141.1 -141.8 -142.8 -143.8

Vapour Pressure (mbar) 95.5 95.2 95.2 95.3 Vapour Pressure (mbar) 95.5 95.2 95.2 95.5

LEVEL MEASUREMENTS (m) LEVEL MEASUREMENTS (m)

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1st Reading (m) 25,600 26,517 25,600 25,600 1st Reading (m) 25,600 26,517 25,600 25,600
2nd Reading (m) 25,600 26,517 25,600 25,600 2nd Reading (m) 25,600 26,517 25,600 25,600
3rd Reading (m) 25,600 26,517 25,600 25,600 3rd Reading (m) 25,600 26,517 25,600 25,600
4th Reading (m) 25,600 26,517 25,600 25,600 4th Reading (m) 25,600 26,517 25,600 25,600
5th Reading (m) 25,600 26,517 25,600 25,600 5th Reading (m) 25,600 26,517 25,600 25,600

Average Level (m) 25,600 26.517 25,600 25,600 Average Level (m) 25,600 26.517 25,600 25,600
Level Correction (m) -0.007 -0.007 -0.007 -0.007 Level Correction (m) -0.007 -0.007 -0.007 -0.007
Trim Correction (m) -0.007 -0.007 -0.007 -0.007 Trim Correction (m) -0.007 -0.007 -0.007 -0.007
List Correction (m) 0.009 -0.024 -0.023 -0.023 List Correction (m) 0.009 -0.024 -0.023 -0.023
Corrected Level (m) 25.602 26.486 25,570 25,570 Corrected Level (m) 25.602 26.486 25,570 25,570

Volume at -160°C (m³) 19114.537 22963.057 22022.599 22024.998 Volume at -160°C (m³) 19114.537 22963.057 22022.599 22024.998
Thermal Correction 1,00018 1,00013 1,00010 1,00005 Thermal Correction 1,00069 1,00065 1,00061 1,00056
Corrected Volume 119117.978 22966.042 22024.801 22026.099 Corrected Volume 119127.726 22977.983 22036.033 22037.332

Total Corrected Volume 105253.620 Total Corrected Volume 105306.376

COMPANY NAME COMPANY NAME

Ship’s Master Ship’s Master

For Buyer(s) For Buyer(s)

For Seller(s) For Seller(s)

Surveyor Surveyor

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

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Cubal Cargo Operating Manual
Measured Data, Quantity Before Loading/Unloading
When the custody transfer operation is activated by the operator, the system
starts to log the actual measured and calculated values. After it has taken five
readings at intervals of 15 seconds, 80 seconds in total, the system prints
the first report sheet. The values presented are the condition stored as start
values.

The system will continue to log and memorise all of the data as long as the
operation is active.

Measured Data, Quantity After Loading/Unloading

When the transfer operation is complete, the operator has to stop the logging
function in the system. With the function terminated, the system prints the

SAMSUNG
second report sheet. The values presented are the condition stored as stop
values.

Transfer Document of Loading/Unloading

This is a print-out of the third sheet and completes the report. The report
presents the calculated values based on the two previous sheets and summarises
the total quantity loaded.

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Snapshot Report
During the transfer operation, the operator can generate a snapshot report.
This report has a fixed format and presents the actual condition at the time of
printing.

Failure of the CTS Equipment

If the CTS equipment should fail in one tank during custody transfer, the levels
for that tank would have to be measured using the Whessoe float gauge. The
volume calculations and corrections then have to be made by hand, using the
hard copy of the tank gauge tables.

The float gauges must be kept blocked at their top stored position when at sea.
In port, during cargo operations, the floats should be manually lowered to the
liquid level. The float will then automatically rise and lower with the liquid
level.

After the cargo operations have been completed, the floats should be returned
to their raised stored position before the vessel leaves the port.

In this case, a Cargo Record Report Sheet is manually completed using the
gauging tables. These contain the correction figures for trim, list, and thermal
value (level gauge) of each individual tank in order to give the corrected level
and volume in each cargo tank.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

1084 Receiver

Hazardous Area
1084 Receiver
WHESSOE
Transmitter Fig. 2047MT Transmitter Fig. 2047MT VAREC
(Tank 1) (Tank 2)

Control Room MAIN MENU

OPERATION

SAMSUNG
CONFIGURATION
PRINTER
Output to Ship’s IAS / Host Computer
HELP
3304 Gauge 3304 Gauge
IAS
MAINTENANCE

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Transmitter Fig. 2047MT Transmitter Fig. 2047MT
(Tank 4) (Tank 3)

ILLUSTRATION TO BE
AMENDED WHEN MORE Key
INFORMATION IS AVAILABLE This is the enter or validate key and is used to confirm a selection, command an action or to
validate data.

Move cursor right key. In user mode this is used to continue to the next screen. In configuration
3304 Gauge 3304 Gauge mode it is used to continue to the next tank.

Move cursor left key. In user mode this is used to return to the previous screen. In configuration
mode it is used to return to the previous tank.
Junction
Box
Move cursor down key. This is used to select a line or to scroll through available choices.
In user mode it is used to continue to the next tank.

Move cursor up key. This is used to select a line or to scroll through available choices.
In user mode it is used to return to the previous tank.
110/220V AC 50Hz

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

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

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Cubal Cargo Operating Manual
3.3.2 Float Level Gauge The accurately perforated tape transmits float movement to a sprocket wheel, the stored position. It also provides a gauge datum reference and a means of
which in turn drives a counter mechanism providing local digital readout, locking the float in the storage position.
Manufacturer: Whessoe visible through a window in the counter housing.
Type: Figure 3304 Operation: Gauging
The shrinkage of the float invar tape in LNG vapour at -140°C is about 1mm
Quantity: 4 (1 per tank)
when the tank is full and about 8mm when the tank is empty. The still well is
Accuracy: ±7.5mm installed 75mm above the tank bottom and the minimum level which can be a) Open the gauge isolating valve fully (it is normally left open),
Repeatability: ±4.0mm read from the gauge is 181mm. then put the crank handle in the STORED position, ie, with the
handle towards the gauge cover.
Operating range: 0 to 44 metres
Ambient temperature to -200°C CAUTION
b) Put the spring-loaded automatic float lock-up and the datum
22.5° angle to the vertical (maximum) To reduce the risk of tape failure and wear on the gauging mechanism, plunger up to release the float and allow it to descend at a
the floats should be fully stowed when the ship is at sea. Care should controlled rate to the liquid level.
be taken when stowing the float, as excessive tension may cause tape
Introduction breakage.

SAMSUNG
To Return the Gauge to the Stored Position
Each of the four cargo tanks is provided with an approved secondary level The float descends under control to the liquid surface. The rate of descent is an a) Put the crank to the CRANKING position, ie, with the handle
measurement system via a Whessoe gauge as shown in illustration 3.3.2a. This automatic function made possible by the inclusion of a viscous damper within facing outwards.
secondary system provides an alternative means of cargo level measurement the gauge head. The tank sounding may then be taken by observation of the
in the event of the failure of the primary radar gauges system. During cargo local mechanical readouts to provide level indication. The Whessoe gauges Note: The cranking handle is designed to drive in one direction only and is
loading or discharge operations, it is normal to lower the float to the product should be checked against the Custody Transfer System (CTS) during each spring-loaded by a cam arrangement, so that it is not in motion during normal
level and allow the float to follow the changing liquid level during these alternate loading and discharge. gauging.
operations. At the completion of the operation, and before the vessel departs
the terminal, the float has to be stored in the gauge head to prevent the gauge
12" Float Well b) Carefully raise the float by turning the crank slowly in a

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spring, float and tape being damaged by the rapid level changes that would
The float well comprises a 12" (305mm) nominal bore float well tube installed counter-clockwise direction, as indicated by the arrow on the
occur when the vessel is at sea.
vertically within the cargo pump tower. The upper end of the float well main cover inspection plate. Watch the readout counter, which
The Whessoe Figure 3304 Marine Liquid Level Gauge has been designed and penetrates the top of the tank dome where it terminates in a flange. will indicate when the float nears the top. When resistance is felt
developed specifically for low temperature liquefied gas carriers to measure by the float touching the cushion spring, continue cranking until
accurately and continuously liquid levels in marine cargo tanks during loading The lower end extends to within 75mm of the bottom of the tank in the warm the plunger is seated and the automatic float lock-up and datum
and discharging. The float in each gauge should be lowered to the liquid level condition, where it is closed by a perforated plate. The lower end of the float plunger spring fully inward, securing the float.
after the ship is securely moored at the LNG terminal. The levels obtained well is provided with a bolted inspection cover. Expansion is allowed for by
from the floats and from the radar gauges should be recorded in the cargo log a sliding connection just below the dome penetration. To avoid level errors c) Check that the counter reads exactly the same before and after
at the start and completion of each cargo loading or unloading operation. Any caused by the ‘still well’ effect, there is a 25mm diameter hole spaced every use, then put the crank handle in its STORAGE position.
deviation over 10mm should be investigated during the voyage. 300mm below the sliding connection.
CAUTION
A receiver, located in the CCR. is a stand-alone display unit, which functions Isolating Valve and Float Inspection Chamber Do not attempt to turn the crank clockwise or to interfere with the free-
as a mini tank gauging system, and the data is displayed on an LCD panel on fall of the float. To do so will severely damage the tape or the tensator
the front of the instrument. The level is shown in large 12mm high characters, A 300mm gate valve, bolted to the top of the float well, allows the gauge head spring.
as well as a graphic display of percentage level, tank temperature and pressure. to be isolated for maintenance. A stainless steel inspection chamber is mounted
Command entry is by means of a splash-proof membrane keypad. above the isolating valve to provide access to the float and for the connection
of special float recovery tools in the event of tape breakage.
The Whessoe gauge panel is interfaced with the IAS workstation and the tank
levels are displayed on the IAS tank screen. The levels displayed on the LCD Level Gauge Assembly
and IAS have not been corrected for tape shrinkage.
The level gauge assembly comprises the gauge head and float assembly. The
The Whessoe gauge is float actuated and employs a tensator spring as a counter- float is clamped to an accurately perforated tape manufactured from stainless
balancing mechanism which maintains a constant tape tension at the float. This steel, a viscous damper to control the rate of descent of the float to the cargo
ensures that the float maintains the same level of immersion irrespective of the level, a crank for raising the float to the storage position, and a mechanical
amount and weight of the tape paid-out. readout which is observed through the counter window. A float lock-up
arrangement provides removal of the level gauge float from the tank when in

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page of 20

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Maintenance Illustration 3.3.2b Whessoe Float Level Gauge
Read-Out Window
The gauge head is sealed with locking wire and lead seals by the classification
society and so it is important to avoid damaging these seals. In the event
of these seals being broken, the company’s head office should be informed
immediately so that arrangements can be made for the attendance of a surveyor
to check and re-seal the gauges.

The float must be raised and secured whenever the vessel is at sea. An
inspection housing is provided between the gauge head and the closure valve Handle to Raise Drawing to be amended
on each unit. The closure valve is used to cut off vapour flow to the inspection the Float when further details are
housing. The inspection housing is provided with a pipe connection for inerting known.
the space with nitrogen before inspection or renewal of the tape or float. The
nitrogen is supplied from the nitrogen purge valve available at each tank dome

SAMSUNG
area and is introduced by means of a flexible hose from an outlet valve close
to the Whessoe unit.

Cushion Spring
Loss of Float

In the event of a float becoming detached, Whessoe supply a magnetic retrieval

device that will attach to the metal plates on the top or bottom of the float so
that it can be recovered without the need for gas freeing.

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To retrieve a detached float, first ensure the tape and plunger are stored in the
gauge housing, then fully close the gate valve. Open the inspection hatch and Inspection Hatch
Cylindrical Float
attach the magnetic retrieval device. Close the inspection hatch.

Open the gate valve and lower the retriever to the liquid level to pick up
the float. Raise and store the float, close the gate valve, open the inspection
chamber hatch and remove the float. Disconnect the retrieval device.

If the float has simply become detached and the tape remains in good condition,
simply re-attach the float to the tape and check the store position setting. If the
readings are accurate, there will be no need to remove the main gauge cover.
300mm Closure Valve
If the tape has been damaged or cut, it will be necessary to rectify the tape and
hence rectify the gauge readings. In order to rectify the readings, it is necessary
to remove the main cover to adjust the gauge readout and gain access to the
tape.

Removal of the main cover will mean the custody seal will be broken. The
custody seal is there to prevent removal of the main cover and adjustment to
the gauge after accuracy tests have been carried out with the surveyor.

On completion of repairs and readjustment, it is good practice to have a

surveyor re-verify the gauge readings and re-seal the main cover. This will
ensure no problems are encountered by surveyors at future loading or discharge
ports.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 10 of 20

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
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Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 11 of 20

Main Panel

230V AC Supply
Float Switch Arrangement High Level System
SIREN SEA
ACK
OFF GOING
Protective Cap
230V AC Supply
Overfill System SYSTEM ON SYSTEM FAILURE POWER FAILURE

Test Lift Button

LAMP
TEST

Connection
Box

SAMSUNG
Kongsberg TOP System
KONGSBERG

Cargo Tank Dome Shell

Sub Panel

ALARM FAULT
95.0% 99.6% 95.0% 99.6%
Panels to be confirmed
OVER OVER
during verification visit TANK 1 RIDE RIDE
TEST

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OVER OVER
TANK 2 RIDE RIDE
TEST

Float Guide
OVER OVER
TANK 3 RIDE RIDE
TEST
High High
Low Density Float
OVER OVER
TANK 4 RIDE RIDE
TEST

Sensor Switch

Intrinsically Safe Inputs

SAFE AREA

Level Sensor Level Sensor Level Sensor Level Sensor

High Tank No.4 Tank No.3 Tank No.2 Tank No.1 HAZARDOUS AREA

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 12 of 20

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3.3.3 Independent High Level Alarm System A 4 x 20 line alphanumeric display is also on the panel with two up and down Illustration 3.3.3b High Level Alarm Panels
scroll buttons. The display normally shows a system status message or when
Manufacturer: Kongsberg scrolled down, a tank display message.
Model: K-Gauge HLA Main Panel
Operator Panel State LCD Display Text
The K-Gauge high level system offers an additional measurement system being Panel addressing the system System connecting
interfaced with the K-Gauge cargo level system and the IAS. The system is Panel connected to the system System status OK
designed to meet class society overflow control requirements for gas tankers. Panel scroll button pressed. Tank No.? SIREN
ACK
SEA
The main functions of the system are as follows: OFF GOING
One status page per tank. Alarm status or normal state of each
Tank No.? selected by pressing level switch
• High level alarm indication and handling (95%).
scroll buttons.
SYSTEM ON SYSTEM FAILURE POWER FAILURE
• High-high alarm indication and handling (98%). A tank test button is pressed Testing tank No.?
• Sensor fault indication and handling. Current signal/status is displayed

SAMSUNG
• Activation of external alarm devices.
The sub (slave) panel (NL-5S) contains cargo tank information and commands. LAMP
TEST
The cargo tank numbers are in a number of horizontal rows with level alarm
The system incorporates a process and alarm handling unit and a dedicated
lamps and command buttons in vertical columns.
operator panel. The system comprises a remote control unit which sends a
signal from the tank level switch at 98% volume to a workstation and an alarm
panel. The workstation can be interfaced with the cargo level gauging system The panel contains three system control lamps per tank:
to allow viewing on the operator station. The operator panel has a master panel Kongsberg TOP System
(NL-5/HLA-M) and a slave panel (NL-5/HLA-S). • High alarm (95%) - this is lit lit when the high level alarm is KONGSBERG

exceeded.

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• Very high alarm (98%) - this is lit when the very high alarm
System Operation level is exceeded.
• Fault - this is lit should any reference signal or sensor develop
The system automatically starts upon switching on, starting both the operator
an improper reading. Sub Panel
panel and the remote control unit. The system is also designed to automatically
re-start upon power restoration in the event of a power loss.
The panel also has three command buttons per tank: ALARM FAULT
95.0% 99.6% 95.0% 99.6%
The main panel (NL-5M) contains three system control LEDs: • Alarm override - pressing any of these two buttons will
• System on - this is lit when power is supplied to the panel and override the respective alarms. TANK 1 OVER OVER
TEST
RIDE RIDE
is connected to the respective process control unit. • Test function - pressing this button indicates the current status
• System failure - this is lit when the panel is not connected to of the display level.
OVER OVER
the respective process control unit or the sub-unit. TANK 2 RIDE RIDE
TEST

• Power failure - this is lit should a power supply failure occur.

OVER OVER
TANK 3 RIDE RIDE
TEST
The panel also has four command buttons:
• Siren off - pressing this button will silence any audible alarm.
OVER OVER
TANK 4 RIDE RIDE
TEST
• ACK - pressing this button will acknowledge any alarm.
• Seagoing - pressing this button will set the system in ‘seagoing’
mode such that all high level alarms are blocked and all very
high levels of 45 seconds duration or less are filtered off.
• Lamp test - pressing this button will test the LEDs on the
panel.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 13 of 20

Manufacturer: Omicron When a cargo tank float moves upwards, the relevant indicator on the CTS
Alarm Overview Screen will change from green to red for each level and the
Sensor: HHL - 8903A
IAS common alarm and the exterior horn is activated.
Number: 4
Pressing the ACK and SIL pushbutton on the IAS keypad will cause the
common alarm to stop.
Introduction

The vessel’s cargo tank high level alarm switches are fitted to comply with the Note: The OVERFILL alarm causes an ESD. When the ESD is operated, the
IMO, USCG and Classification Societies’ requirements. To comply with these, filling valve closes automatically.
the high level alarm and overfill alarms are completely separate from any other
alarms raised by the custody transfer measurement system.

SAMSUNG
The HHL 8903A level switch has two floats with built-in permanent magnets
in each float. As the float moves upwards, a reed switch inside the housing is
deactivated and an alarm is raised. When the float moves downward, the reed
switch is closed again. This is the non-alarm position, so the alarm loop fails-
safe (ie, alarms) in the event of any open circuits/wire breaks.

Two resistors are connected to the reed switch inside the sensor. One is in series
and one is in parallel with the switch contacts. This enables the detection of
broken or shorted alarm circuits.

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All of the inputs from the level switches are connected directly to the input
sides of intrinsically safe alarm units. These alarm units are bus-wired to
one common output unit which interfaces with the IAS. Separate outputs for
alarms and indication are available at the alarm overview screen on the CTS
workstation mounted in the CCR.

In addition to the tank alarms, the system also indicates and raises separate
alarms, if a loop fails for the level switches and their associated wiring or if a
processor or a power failure occurs.

Testing
Each level switch is equipped with a mechanical testing device, which is
located under a protective screw cap on top of the level switch’s junction box.
By lifting the testing device slowly, the HIGH LEVEL alarm for that particular
tank will be raised. Lifting the device further will cause the OVERFILL alarm
to be raised.

When testing is complete, the test device should be pressed back down and the
protective screw cap replaced.

Note: The high level and overfill alarms are to be tested before each cargo
loading.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 14 of 20

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Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 15 of 20

No.4 No.3 No.2 No.1

Emergency Vent Mast Vent Mast Vent Mast Vent Mast Emergency
Cargo Pump CMR Crane Cargo Pump
Handling Hose Handling Crane Handling
Davit Davit
Electric Cargo
Motor Deck
Room Machinery Room Store
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

Bosun Store

Steering No.2 No.1 FPT

Gear Room No.1 HFO HFO
Cargo Tank Storage Storage Forward (C,Void)
APT Engine Room Tank Tank Pump
No.4 No.3 No.2 (C) (C) and
Cargo Tank Cargo Tank Cargo Tank

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Bow
Thruster
CWT Room

10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Sensor (Inclinometer)
Installed in Duct Keel
(FR86+3000)
Gravity Centre of Ship (Gravity Centre) Equipment Room AC 220V

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Power Supply
24V DC
Cargo Control Room
Inclinometers List Indicator Trim Indicator

Trim and List 4-20mA for List Indicator

Sensor % %

+ - + -

4-20mA for Trim Indicator

GMB Inc.

Terminal Box
24V DC
Key
Barrier
Electrical Signal

Custody Transfer System

For List
IAS
For Trim
Hazardous Area

Safety Area

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 16 of 20

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3.3.4 Trim and List Indicator Functional Description The signal distribution box and sensor enclosure boxes are located in the
electrical equipment room. The positioning and installation of the sensor unit
The unit comprises two twin axial type sensors that are enclosed in a protective within the protective box is carried out when the vessel is level and stable.
Sensor
box and mounted in the duct keel at the gravity centre of the vessel. When in
Manufacturer: GMB Incorporated operation, the sensors measure angles in two perpendicular directions. Provision is made for horizontal adjustment to the sensor block to ensure the
Number: 1 sensors are correctly aligned. The direction of the sensor is marked on the
Type: Twin axial The inclinometer is an accelerometer type sensor and consists of an inertial cover of the box.
mass pendulum, which rotates around a torsion bar and is servo-controlled by
Sensor: Sensorex, SX41170 From the signal distribution box, the return signal is sent directly to the CTS.
an inductive torque, whose current is proportional to the applied acceleration.
Measuring range: Trim: ±2.0° (±10.546m)
List: ±5.0° The position sensor is optical. For small angles, the measured acceleration
Accuracy: Trim: Above 0.01° can be considered as equal to the angle; it is necessary to make an ArcSin
List: Above 0.025° conversion to determine the angle of tilt for wider ranges.

SAMSUNG
A two axis Sensorex inclinometer is used to input the trim and list of the vessel. Illustration 3.3.4b Trim and List Sensor
This is located in the pipe duct space and as near to the ship’s centre line as
possible. The list is displayed in 0.2º increments, while the trim is displayed as
0.1° (in range) and 0.5m increments (out range). The manual input of trim and
list is also possible using the ship’s draught information if necessary.
Arc Sine DC Output
Trim/list displays are mounted on the cargo control console and on the bridge Converter

console. In addition, the trim and list is displayed on numerous screens both on
the bridge and in the CCR.

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DC Power
Input Electronic Servo Output
Module Amp Amp DC Output
Introduction +5V

The trim and list of the vessel can be measured directly by means of inclinometers
and the measurements used for correcting the calculated sounding and volume Resistor
U/t
4~20mA
Converter
in the cargo tanks. The level and volume calculations for the ballast and service
tanks can be adjusted when using the loading computer.
Damping
The trim and list information of the vessel is fed directly to the Custody Network
Transfer System (CTS), where the corrected tank soundings together with
Offset
the temperature readings can be used to calculate the volume quantities. The Angle
calculated volumes and corrected soundings are then sent to the IAS. The
IAS then sends the quantities to the loading computer where they are used to
Display
calculate the stability of the vessel. From the loading computer, the volume 3 1/2 digits
quantities are returned and displayed together with the trim and list information Stop
from the CTS on the IAS workstation screen.
Model SX 41500
The calculations carried out by the CTS are used in the production of the
cargo custody reports which are required at the start and finish of all cargo
(B) Optical (A) Pendulous (C) Torque Motor
operations. Position Mass
Sensor
Cargo tank corrections for ullage are normally with reference to the manual
ullage pipe and the volume corrections with reference to the centre of gravity
in the tank.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 17 of 20

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3.3.5 Loading Computer • Cargo tank filling restriction against sloshing effect. Communications Menu

Manufacturer: Techmarine Co. Ltd. • On-line - Select on-line mode between the IAS cargo monitoring
Pull-Down Menu System system and the loading computer.
Model: Ship Manager - 88
The loading condition files are managed by use of the file menu. This menu • Off-line - Select off-line mode between the IAS cargo monitoring
contains several sub-menus and each menu function is as follows. system and the loading computer.
Introduction
• Line Set-up - Select menu ON or OFF on on-line status.
The Ship Manager - 88 system is a Windows-based computer program for the File Menu • Connection - Configuration of the communication
calculation of the various aspects of cargo calculation and damage stability. characteristics.
As the name suggests the FILE menu contains functions for opening and
The major functions of the Ship Manager loading program is as follows: saving condition files, printing and exiting the Ship Manager - 88. By clicking Utility Menu
• Automatic calculation. onto FILE in the main toolbar the following options are available:
• Voyage Description - The details of the voyage are entered here, • Calculator - Leads the operator to the MS windows calculator.

SAMSUNG
• Trim calculation by loading, discharging and/or the shifting of
cargo. Operator, Date, Loading, Discharge Ports and any remarks. • Control Panel - Leads the operator to the control panel where it
• New Plan - Create a new loading condition, The lightship is possible to change colours, printer attributes etc.
• Draught calculation (forward, aft and mean).
condition is created ready to receive input from the operator. • Trim/heel Adjust - Carry out adjustment of the trim/heel by
• Deadweight (total, sub-total) and displacement calculation.
• Open Plan - Read a loading plan currently saved as a *LDP file comparing two pairs of tanks.
• Draught (forward, aft and mean) correction owing to the change in the LOAD PLAN directory. • Propeller Immersion - Shows information of propeller
of sea water density.
• Recent Loading Plan - Read a recent loading plan. immersion.
• Damage stability calculation based upon the direct application
• Save Plan - Save the current loading condition to the LOAD • Hydrostatics - Shows following information:
of the ICG code.

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PLAN directory. • Displacement, draught equivalent, LCG, LCB, MTC. LCF
• Intact stability calculation according the the relevant IMO
• Save as - Save the current loading condition to the LOAD PLAN TKM, KG etc.
requirement.
directory as a different file name. • Hydrostatics View - Shows following information at the
• Shear force and bending moment at the prescribed frame
• Delete Plan - Delete the current loading plan. actual condition:
locations.
• File Explorer - File explorer can be used to format discs, make • DWT, LWT, DISP.
• Personal computer function (including the anti-virus program).
back-ups and get an overall view of the file system. • Draught equivalent, LCG, LCB, MTC, LCF, TKM,
• The available tank level data (cargo, ballast and fuel oil storage
• Print - Print out the selected item. KG.
tanks) and draught data serial interfaced via the Integrated
Automation System (IAS). • Print Set-up - Print set-up. • Draught at marks.
• Heeling angle calculation. • Exit - Exit the Ship Manager - 88 session. • 1 degree heeling moment.
• Alarms for the barred filling range in the cargo tanks to warn of
unstable conditions. Result Menu Option Menu
• Trim adjustment owing to the addition of cargo or cargo • Constants - Inquiry or change deadweight constants.
transfer. • Damage Stability - Damage stability calculation as required by
IGC. • Sea Water Density - Inquiry or change sea water density.
• Display of warning information about the following items:
• Intact Stability - Data and graph calculated by IMO A.749(18) • Free Surface Moment - Inquiry or change maximum or actual
• IMO A.749 criteria (intact stability). 3.1 Criteria. inertia moment of each compartment.
• IMO A.562 criteria (weather criteria). • SF/BM Result - Table of actual value of shear force and bending • Unit Selection - Select units for cargo calculation and others.
• Shear force and bending moment. moments on each bulkhead. A graph of the shear force and
bending moments on each bulkhead. • Centre of Gravity Calculation - Setting VCG, LCG, TCG.
• Propeller immersion ratio. Selecting manual or automatic calculation.
• Loading Status - The operator can see an image outline of the
• Forward draught limit. loading status of the vessel which consists of profile, tank top • Configuration - Ship Manager 88 allows the user to configure
plan and typical section. screen set-up to individual choice.
• GM limit.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 18 of 20

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Cubal Cargo Operating Manual
• Damage Case Setting - Inquiry or change damage case user The full path corresponding to the speed buttons is as follows: Work Tab
setting.
• Alarm Report - Report alarm information about the following Speed Button Menu Full Path The various tabs allow the operator direct access to the window where the
items: New FILE -> New Plan changes can be made to the loading condition.

• IMO A.749 criteria (intact stability). Open FILE -> Open Plan
The tabs are:
Save FILE -> Save Plan
• IMO A.562 criteria (weather criteria). • Tank Plan - Cargo tanks, water ballast tanks including the engine
Hydro. UTILITY -> Hydrostatics
• Shear force and bending moment. room water ballast and fore and aft peak tanks, the bunker fuel
Constants OPTION -> Constants oil tanks and all other engine room oil tanks are listed. The
• Propeller immersion ratio. Print FILE -> Print values can be changed as required.
• Forward draught limit. On Line COMMUNICATIONS -> On-line • If a weight is put in, then the volume is automatically
• Minimum allowable GoM limit. Off Line COMMUNICATIONS -> Off-line calculated.
Close FILE -> Exit
• Cargo tank filling restriction against sloshing effect. • If a density is put in, then the weight is automatically calculated

SAMSUNG
Help HELP -> Contents using the volume and density.
Help Menu • If the → key is pressed simultaneously, the LCG//KG/TCG/
Ship Manager Screen FREE SURFACE MOMENT (FSM) of each compartment
• General Particulars - Shows information on LBP, LOA , breadth, The screen is classified into PULL DOWN MENU, SPEED BUTTON MENU, appear according to the current loading status. Pressing the ←
depth etc. WARNING PANEL, WORK TAB and STATUS PANEL. key returns to the former condition.
• Contents - Click the contents menu to browse through the topics • When in the on-line mode, the level of all compartments are
by category. By using one or a combination of these, the operator can carry out all the corrected with the actual trim and heel automatically. In the
necessary calculations to carry out the cargo operations safely. off-line mode, the heel and trim values have to be put into the
• About Ship Manager 88 - Gives information about Ship
editing box manually.

NYK LINE
Manager - 88 version.
Pull-Down Menu • Loading Status - Here the operator is given a visual view of the
Function Keys This controls the loading program , all main menus can be accessed by the loaded status of the vessel. The operator can select cargo tanks,
pull-down method. ballast tanks or hull shape only and either port or starboard side
The function keys are set up to assist the operator without having to go to the views.
pull-down menus and are as follows:
Speed Button Menu • Weather Criteria - Here the operator is given a visual view of
F3 Open plan. the weather criteria GZ table according to IMO A.562 Criteria.
On the toolbar there are a series of speed buttons that have the same function Here the available value is calculated and compared to the
F4 Intact stability results. as the pull-down menus, by clicking on the appropriate button the respective required value as prescribed by IMO. The result is displayed as
F5 SF/BM result. menu is displayed. a check message on the screen, YES within the limits or NO as
F7 Rolling period. the case may be.
F8 Propeller immersion. Warning Panel • Intact Stability Result - Here the operator is given a visual view
of the Stability GZ table according to IOM A.749(18) Criteria.
F9 Hydrostatic table. Where the program calculates a situation that is not within the limits of the Here the available value is calculated and compared to the
stability or strength parameters a warning indication is illuminated on the required value as prescribed by IMO. The result is displayed as
Speed Button Menu screen. Where the limits are met, a ‘YES’ message appears and the warning a check message on the screen, YES within the limits or NO as
panel will be green. When they do not meet the criteria, a ‘NO’ message is the case may be. If all the check messages are YES, the warning
The speed button menu is displayed below the pull-down menu on the Ship displayed, the LED to the right of the panel turns to a flickering red. panel is blue, if not the panel is red.
Manager - 88 screen and allows the operator to go directly to the relevant
section without using the pull-down menu. • Damage Stability - Selecting Damage Stability from the main
menu, Result or F6 calculates the damage stability in accordance
with the IGC requirement. The programme incorporates a
set of preprogrammed damage cases which are automatically
calculated for the intended loading condition These calculations
are carried out with the Lost Buoyancy Method and the results
of these calculations are listed below:

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 19 of 20

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Cubal Cargo Operating Manual
• Draughts (forward and aft). • Draught at aft draught marks. Ship Manager - 88 Operation
• Trim. • Draught at forward draught marks.
Ensure that the power to the load computer is on and select the Ship Manager
• Angle of heel. • KMT. - 88 icon on the Windows Ship Manager display.
• Maximum residual GZ within 20° range. • Vertical Centre of Gravity (VCG).
a) Select menu to get the Ship Manager - 88 screen display.
• Range of positive stability. • Free Surface Correction (GCo).
• Area under residual GZ within 20°. • Corrected Transverse Metacentric height (GoM). b) From the file pull-down menu the operator selects Voyage
Description and enters the relevant details.
• Unprotected openings immersion within 20°. • 1° heeling moment.
• Corrected transverse metacentric height, GoM. • Heeling angle due to transverse moment. c) From either the pull-down menu or a speed button, open a new
• Longitudinal Strength Result - The SF/BM table and graph are loading condition or one from the stored examples.
displayed as follows: Status Panel
d) Using the function key F2 or the pull-down menu, save the file

SAMSUNG
• FR.NO: Bulkhead frame number. giving it a name. Where the plan is an old example, the Save As
When any window is open, the results table giving the displacement, draught
• ACT. (Mt): Actual shear forces on each bulkhead (Unit = and list, stability and maximum SF and BM percentages with the frame menu would be used with a new name.
Mt). numbers, is constantly displayed on the right side of the screen. This results list
is constantly updated as the data in the tanks change. e) Using the work tabs, select the window required, eg, Tank Plan
• ACT. (Mt-m): Actual bending moment on each bulkhead
and enter the specific gravity for each tank contents.
(Unit = Mt-m).
• ALLOW (Mt) SEA, PORT: Allowable shear force at sea/ Note: This is normally only required at initial set-up.
port.
• ALLOW (Mt-m) SEA, PORT: Allowable bending moment f) Once all the details have been entered into the window, the

NYK LINE
at sea/port. on-line mode, if connected to the cargo monitoring device, can
• ALLOW (%) SEA, PORT: The ratio of actual shear force/ be selected, quantities for those tanks being monitored will be
bending moment (allowable shear force/ bending moment) automatically updated. Where off-line is used, the data must be
at sea/port on each bulkhead. entered manually.

• MAX.: Maximum shear force/bending moment. g) From the Speed Button toolbar, select the ‘Constant Table’.
• FR.NO (xxx): Frame number where maximum shear force/ Here are the lightship weight plus the weights for stores, crew
bending moment occur. etc, and any other weight not covered by the main window.
• Hydrostatic Particular - if the operator clicks on Hydrostatic Once all the cargo, ballast, bunker etc, data has been entered, the operator can
View, the Hydrostatics Particulars dialog box appears and then use the pull-down menus, speed buttons or function keys to access the
displays the following information: other windows to obtain the relevant information on the status of the vessel.
• Displacement.
This information can be printed off for recording purposes.
• Corresponding mean draught.
• Print Results - Selecting Print from the file menu or the print
• Longitudinal Centre of Floatation (LCF).
speed button brings up the print mimic. The operator selects
• Longitudinal Centre of Buoyancy (LCB). which of the print items is required by clicking in the relevant
• Longitudinal Centre of Gravity (LCG). box, re-clicking in the box cancels the selection. The voyage
data etc, is filled in and then the print button selected. This
• Draught at after perpendiculars. displays the print dialog box, when all options have been
• Draught at forward perpendiculars. checked, clicking the OK button will send items to the printer
for printing.
• Draught at midships.
• Draught at after perpendiculars.
• Trim.

Draft: 2 - November 2011 IMO No: 9491812 Section 3.3 - Page 20 of 20

4.1 Cargo Manifold

4.1.1 Cargo Manifold System

4.1.2 Cargo Strainers

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 4.1 - Page of 6

Ship Side

750mm

To Amend When More Details are Known

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

300/500mm

SAMSUNG
80mm 80mm 25mm 80mm 80mm

CL042 CS044 CL032 CS034 CG074 CG072 CS024 CL022 CS014 CL012

80mm 80mm 80mm 80mm

400mm
25mm
400mm 400mm 400mm

NYK LINE
CL044 CS042 CL034 CS032 CN032 CN022 CS022 CL024 CS012 CL014

450mm 80mm 450mm 80mm 400mm 80mm 450mm 80mm 450mm

CN034

80mm

CS708 CS707
Marine Gas Oil Heavy Fuel Oil LNG Vapour LNG Spray Line Heavy Fuel Oil Marine Gas Oil

Key
LNG Liquid
Gas Line
Spray Line
Heavy Fuel Oil
600mm 600mm
Marine Gas Oil

Draft: 2 - November 2011 IMO No: 9491812 Section 4.1 - Page of 6

4.1.1 Cargo Manifold System The cargo manifold is used for the loading and discharging of the liquid LNG
and the transfer of LNG vapour to and from the shore terminal during cargo
The principal particulars of the manifold and its connecting pieces are as operations.
follows:
The cargo manifold system is situated in the area between No.2 liquid dome
and No.3 vapour dome, and comprises two 600mm branch liquid headers
Manifolds extending out to the port and starboard from the main fore and aft liquid header
towards the ship sides. Each liquid branch header reduces down and splits to
Manifold height above upper deck ??m
provide two 400mm liquid connections, two forward and two aft of the vapour
Spacing between liquid line and vapour line ??m manifold, to which the portable reducer/spool connection piece, with the bi-
Distance between ship manifold QCDC spool piece and ship side ??m directional strainers in position, are connected and ultimately the cargo arms.
Distance between working platform and upper deck ??m

SAMSUNG
Distance between centre of manifold flange and top of working ??m The 600mm vapour branch header extends from the fore and aft main
platform vapour header towards each ship side, it also reduces to provide a single
Rail height ??m 400mm connection with a portable reducer/spool connection piece, port and
starboard.

Manifold Reducers and Spool Pieces Each liquid manifold has a manual double shut-off valve and an automatic ESD
valve, the manual shut-off valve is located on the inboard side of the automatic
QCDC Adaptor 5 pieces 20"/20"
valve. Each vapour manifold connection only has the automatic ESD valve.
5 pieces 20"/16"
The automatic valves (ESD valve) are connected to the ESD system on board,
Liquid QCDC connection piece 8 pieces 16"/16" and in the event of an ESD situation occurring can be closed either from the

NYK LINE
length 350mm ship or shore.
Vapour QCDC connection piece 2 pieces 16"/16"
length 350mm Cargo Manifold and Spray Header Connection
Reducer 10 pieces 20"/16" On each liquid manifold are connections into the spray header, these
Nozzle for cargo jettison 16" x 8" x 6", to extend not less than 3 metres connections, together with the respective bypass/cooldown valves, can be used
approx. 6.5 metre length outboard of ship’s side. by the operator to cool down or drain the main liquid header and shore arms.
Nitrogen supply at LNG 1 piece 3" x 2"
liquid manifold Each liquid manifold is provided with two pressure relief valves, located
inboard and outboard of the ESD valve, which in the event of a pressure build-
HFO Reducer 2 piece 12" x 10" up between the manual shut-off valve and the ESD valve or the ESD valve and
2 piece 12" x 8" the blank flange, would drain back to No.2 or No.3 cargo tank liquid dome.
2 piece 12" x 6"
MGO Reducer 2 piece 4" x 6" At the top of each liquid manifold is a pressure gauge connection and sample
2 piece 4" x 3" vent with a quick-connection for a nitrogen purge, there is also a drain cock on
the bottom of the cooldown/bypass line outboard of the ESD valve.
Conical Strainers
On the vapour manifold there is no manual shut-off valve, only the automatic
Bi-Directional 9 sets x 60 mesh ESD valve with a small 25mm bypass line and valve for purging purposes.
Stowed in box on manifold deck for 3 sets x 20 mesh There is also a pressure gauge connection, drain cock and sample vent with a
each ship’s side quick-connection.

Each manifold is also provided with a small davit for use during the connection
or disconnection of the spools and reducers and for inspection of the
strainers.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.1 - Page of 6

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 4.1 - Page of 6

Manufacturer: Korea Filter Co. Ltd.

Bi-Directional Strainer
750
Size: 750mm x 429mm x 250mm
Screen size: 60 mesh
Design flow rate: 9,835.5m³/h
Bi-Directional Strainer
Design pressure: 1,000kPa (10 bar)
Initial pressure drop: 36kPa at 9,835.5m³/h Flow
Element length: 620mm A
Element area: 0.39m²

SAMSUNG
Element velocity: 6.9m/second

Before arriving at the LNG terminal, ensure that the bi-directional strainer
fitted in each of the four liquid manifolds is clean and securely bolted in place
by the QCDC spool pieces. This will ensure that no debris is allowed to enter 250 470
900 584 429
the cargo tanks or be discharged to the receiving terminal during the cargo
loading or discharge procedures.

NYK LINE
The strainer is constructed and designed for bi-directional flow, so that it
can be left in place after inspection without having to be turned through 180
degrees. It comprises a conical-type strainer of 60 mesh mounted within an
outer stainless steel body. The mesh is measured as the number of openings
A 40
per square inch. Outer Strainer
Support
The length of the strainer unit is 750mm.

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

Section A-A

All Dimensions in mm Unless Otherwise Stated

Dimensions to update when known

Draft: 2 - November 2011 IMO No: 9491812 Section 4.1 - Page of 6

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 4.1 - Page of 6

4.2.1 Cargo Piping

4.2.2 Cargo Pipe Insulation

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 4.2 - Page of 6

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 4.2.1a Cargo Piping System Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Liquid*
Ballast Line BA529F VAPOUR RETURN LINE LNG Vapour*
CG703 Fuel Gas*
Inert Gas Dryer Gas Line*
and Plant from Engine Room

NYK LINE
CG706 CG705 Spray Line

Inert Gas
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

CL105
No.4 Tank No.3 Tank No.2 Tank No.1 Tank
No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S)
Cargo Pumps Spray Pump Fuel Gas Pump Cargo Pumps Spray Pump Fuel Gas Pump Cargo Pumps Spray Pump Fuel Gas Pump Cargo Pumps Spray Pump

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 4.2 - Page of 6

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Cubal Cargo Operating Manual
4.2 Cargo Piping System The spray line on each tank splits into two independent spray headers inside the Liquid Header Line
tank at the top to distribute the incoming liquid into either the port or starboard
4.2.1 Cargo Piping header. The spray headers are fitted with nozzles equally spaced to achieve a The system comprises a 600/450/400/300/200mm butt welded, cryogenic
better cooldown rate. stainless steel pipeline connecting each of the four cargo tanks to the loading/
The scantling of the cargo piping is determined in accordance with the IGC discharge manifolds at the ship’s side by means of a common line.
Code 5.2.2 and Class requirements. The stripping/spray, liquid and vapour headers have branches to and from
the cargo compressor room with connections to the compressors, heaters and At each tank liquid dome there is a manifold which connects to the loading and
The design pressure of the cargo liquid piping outside the tanks is 1.2MPaG vaporiser for various auxiliary functions. Removable bends are supplied for discharge lines from the tank to allow for the loading and discharge of cargo.
and 1MPaG for the cargo vapour piping. The design temperature is -163°C fitting where necessary to allow cross-connection between the various pipework
to +80°C, except for several pipes which can be used for liquid nitrogen and for infrequent uses, such as preparing for dry dock and recommissioning after This manifold on the liquid dome connects to the tank discharge lines from the
they are designed for -196°C. The main cargo and nitrogen piping systems on dry dock. port and starboard cargo pumps, the loading line, emergency pump well and
deck are constructed of low carbon austenitic stainless steel ASTM A312Gr. spray line.
TP316L schedule 10S, except at special locations such as the cargo manifolds The inert gas and dry-air system, located in the engine room, is used to supply
where schedule 40S pipe is installed. The piping inside the cargo tanks is inert gas or dry-air to the cargo tanks via piping which connects with the main At certain points along the liquid line, blank flanges and sample points are

SAMSUNG
ASTM A312Gr. TP304L stainless steel. Cargo pipes of 50mm or less are cargo system through a double, non-return valve and removable spool pieces fitted to facilitate inerting and aeration of the system during refit.
schedule 40S. to avoid gas returning to the engine room.
All sections of the liquid line outside the cargo tanks are insulated with a rigid
Butt welded joints are used wherever possible, where this is not the case, All of the cargo piping is welded to reduce the possibility of joint leakage. polyurethane foam covered with a moulded GRP cover to act as a tough water
then 150# raided face ANSI standard flanges are used. All gaskets used are and vapour-tight barrier.
to be suitable for 150# ANSI standard and 4.5mm thick at insertion, which Both liquid and vapour systems have been designed in such a way that
compresses to about 3mm when properly torqued. expansion and contraction are absorbed in the piping configuration. This is
done by means of expansion loops on liquid piping and loops and expansion Cargo Vapour Header Line
The cargo piping system is illustrated in the diagrammatic plan showing only bellows on the vapour piping. Fixed and sliding pipe supports and guides are
provided to ensure that pipe stresses are kept within acceptable limits. The system comprises a 700/600/500/400/350/300mm welded cryogenic
the principal features of the system.

NYK LINE
stainless steel pipeline connecting each of the four cargo tanks by means of a
All sections of liquid piping that can be isolated, and thus possibly trap liquid common line to the ship side vapour manifold, the compressor room and the
Liquid cargo is loaded and discharged via the two liquid crossover lines at
between closed valves, are provided with safety valves which relieve excess forward vent mast.
midships and is delivered to and from each cargo tank liquid dome via the
liquid header which runs fore and aft along the trunk deck. Each crossover pressure to the nearest liquid dome. This is a safety measure, although normal
working practice is to allow any remaining liquid to warm-up and boil-off The line to the cargo compressor room allows for the vapour to be used in the
line at midships separates into two loading/discharging connections, port and
before closing any such valves. following manner:
starboard, making a total of four liquid loading/discharge connections on each
side of the ship. • During ballast/loaded voyages the boil-off gas is sent to the
All major valves such as the midships manifold (port and starboard) ESD engine room via the LD compressors and heaters for use as
The cargo tank vapour domes are maintained in communication with each other valves, individual tank loading and discharge valves are remotely power fuel.
by the vapour header running fore and aft along the trunk deck. The vapour operated from the IAS, so that all normal cargo operations can be carried out
from the cargo control room. • Sent ashore during cargo loading by means of the HD compressors
main also has a crossover line at the midship manifold for use in regulating in order to control pressure in the cargo tanks.
tank pressures when loading and discharging. The vapour header connects the
vapour domes on each tank for directing the boil-off gas to the engine room When an ESD is activated, the manifold valves are closed, discontinuing • During repair periods to supply the vaporised gas used to purge-
for gas burning, via the LD compressors and warm-up/boil-off gas heaters. loading or unloading operations. dry/gas-up the cargo tanks.
In an emergency, the vapour header is used to vent the excess boil-off to the • The line to the forward riser acts as a safety valve to all tanks
atmosphere via No.1 LNG vent mast. A non-return valve is fitted inside the tank in the discharge pipe of each main
and can be used to control the tank pressure during normal
cargo pump. A 6mm hole is drilled in the valve disc to allow the tank discharge
operations.
When loading, the vapour header and crossover, together with the HD lines to drain down and be gas freed. Non-return valves are also fitted at the
compressors, are used to return the displaced gas from the tanks back to the discharge flange of the compressors. The spray/stripping and emergency • At certain points along the vapour line, blank flanges and sample
shore installation. When discharging, the vapour header is used in conjunction cargo pump discharge lines have non-return valves located directly after the points are fitted to facilitate the taking of readings during pre
with either the vapour crossover or a vaporiser, to supply gas to the tanks to hydraulically-operated discharge valves. A small 6mm diameter spray nozzle is and post refits.
replace the outgoing liquid cargo. also fitted at the top of each cargo pump discharge line inside the tank to cool
down the emergency pump tower leg in order to protect against high stresses All sections of the vapour line outside the cargo tanks are insulated with a rigid
The stripping/spray line can be connected to the liquid crossover lines and in the pump tower. A small 5mm diameter hole is drilled in the bottom of each polyurethane foam covered with a moulded GRP cover to act as a tough water
can be used to strip or to cool down each cargo tank, and also to spray during cargo pump discharge pipe drop leg for draining. and vapour-tight barrier.
discharging if the return vapour is insufficient.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.2 - Page of 6

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 4.2.1b No.4 Cargo Tank Arrangement
CR402 H CS403
50 No.4 LNG
40
CL407 Vent Mast
50
CR403 50
CS404
80 H CG768
400 50
CS400 65
CL458 200 300 300 200 25 400 50 For IBS Stripping CG767
CS
CS CS405
CL404 457
CL400 402 CS
CL457
458 CG773 CG774
H CL403 H CS401 300
CR401 CR459
CL CS 500
FL456 FL454 CR458 411 CG400
CG458 FL452 452 CS454
CL402 H CL401 H 300
CL H
FL455 FL453 CR457 CR400
CG CG457 F FL451 451 CS CS453 500 CG471
459 PI 410

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SA SA SA
451 H
CG PT 453 455 PT PI PT CS CR454 CG401
FL400 PI 300
460 CS 452
SA SA SA R CR404 CR406 CS PT CS408
CG PT 409 PT CR453 400 SA460 SA461
450 452 454 451 CS407 CR451 CR452
461

8 8 8 300 600 400 400 150 400 65 50 50 50 250 Deflection

Plate
Sample Sample Sample
Line Line Line

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Sprayers Port

Sprayers Starboard

Radar Float Filling

Beam Level Line
No.4 Cargo Tank
Level Gauge
Gauge
Emergency
Pump
Column
65
Key

LNG Liquid
80

LNG Vapour/Gas Line

CL406 CL405 Inert Gas

350 350 Stripping and Spray Line
50

IS 170mm
IBS 100mm
Fuel Gas Pump

Foot Valve No.2 (Port) No.1 (Starboard) Spray Pump

Draft: 2 - November 2011 IMO No: 9491812 Section 4.2 - Page of 6

The system comprises a 100/80/65/50/40/15mm butt welded, cryogenic During the transportation of the LNG at sea, gas vapour is produced due to the
stainless steel pipeline connecting the spray pump in each of the four cargo transfer of heat from the outside sea and air through the tank insulation. Energy
tanks to the stripping/spray header, and serves the following functions by is also absorbed by the cargo due to motion of the LNG caused by the vessel’s
supplying LNG to: movement. Under normal operating conditions, the boil-off gas is used as a
means of fuel in the ship’s main generator engines.
• Two spray rails in each tank, used for tank cooldown and gas
generation.
The gas vapour is taken from the vapour header via the vapour suction main
• Main liquid line, used for cooling down lines prior to cargo and passed through the NBO mist separator and then on to the LD compressors.
operations. It then passes through the fuel gas heaters before going to the ship’s medium
• Priming of discharge lines to prevent line surge when starting speed engines where it is burnt as fuel.
main cargo pumps.
• Supply of LNG to vaporisers for gas generation. Vent Line

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At certain points along the spray line, blank flanges and sample points are fitted During normal operations, the pressure in the tanks is controlled by the LD
to facilitate the taking of readings during pre and post refits. compressors and the use of the boil-off gas in the main engines or GCU plant
as fuel. The pressure can also be controlled via the forward vent mast and the
All sections of the spray line outside the cargo tanks are insulated with a rigid common vapour line.
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour-tight barrier. Each cargo tank is also fitted with an independent means of protection from
over-pressure, which comprises two lines exiting the gas domes into their own
pilot operated relief valves. From here the gas passes through a 500/250mm

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Gas Main/Emergency Vent Line diameter line into a vent mast where it is vented to atmosphere.

The system comprises a 300mm diameter pipeline which can be connected to Sections of the vent line outside the cargo tanks are insulated with a rigid
the vapour line and the forward vent mast for use when ‘One Tank Operation’ polyurethane foam to act as a tough water and vapour-tight barrier.
is required.

The use of this line enables a single tank to be isolated and repair work to be Inerting/Aeration Line
carried out without having to warm-up and inert the whole vessel.
The inerting system consists of a 450/300mm line that supplies inert gas or
The connection to each tank is at the vapour dome on the vapour and gas dry-air from an inert gas generator to the cargo tanks and pipelines. The system
header and is via a removable spool piece, the vapour header can be isolated by is used for inerting and drying the tanks and lines during periods of refit and
means of an isolation valve and spectacle flange. The connection to the forward repair. The generating plant is situated in the engine room.
vent mast is by means of an isolating valve and spectacle flange.
The line can be connected to the gas header and the liquid header by means
During single tank operations it is possible to connect the gas main to the inert of a spool pieces. By selective use of these and the use of flexible hoses it is
gas generator by means of a removable bend. possible to inert or aerate all or just a single cargo tank.

At certain points along the gas main, blank flanges and sample points are fitted The cargo compressor room lines and the vapour return line can also be purged
to facilitate the taking of readings during pre and post refits. with inert gas or air by means of a spool piece and isolation valve on the line
leading to this space.

There is also means to inert the compressor room via its own IG supply line
with an isolation valve and spool piece.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.2 - Page of 6

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4.2.2 Cargo Pipe Insulation Specification of Vapour-Tight Barrier of Outer Cover
Due to the low temperatures at which the cargo is carried, exposed cargo Material: Fibre glass reinforced plastics, ASTM D635 fire
pipework must be insulated for the following purposes: retardant
Thickness: 3mm for hand lay-up for joint part
a) To reduce heat transfer into the cargo in order to:
2mm for general coverage
• Reduce the amount of boil-off. Colour: Munsell No.IY8.3/5
• Reduce the resistance within the liquid lines due to the
liquid boiling.
Density of Polyurethane Foam
• Reduce the resistance within the vapour lines due to the gas
volume expansion. Classification Moulded Polyurethane Foam Polyurethane
Foam in Site
b) To protect the support structure from being exposed to Location In general Support In general

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unacceptable temperatures. Density 40kg/m³ 300kg/m³ 35 ~ 40kg/m³

c) To protect personnel from injury due to touching bare piping at Two types of insulation are used according to the size of the pipelines:
cryogenic temperatures.
Type 1 for pipes of nominal diameter 32mm and above (KR-LNG-04).
The insulation is applied to the cargo liquid line, cargo vapour line and spray
line on deck and in the machinery compressor house. Type 2 for pipes of nominal diameter 25mm and below (KR-LNG-05).

The fuel gas line outside of the engine room to the main diesel generator engines The construction of type 1 is as follows:

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and the gas combustion unit is also insulated to allow for the low temperature
of the fuel gas. The insulation comprises one layer of 30mm thickness. The insulation consists of two layers of polyurethane foam (PUF).

Specification of Pipe Insulation The inner layer has a glass cloth mat glued to the inner surface, pipe side, and
the outer surface is covered by aluminium foil with a polyester film.
INSULATION
The outer layer also has a glass cloth mat glued to the inner surface, while the
Nominal Thickenss (mm) outer layer is covered by a 2mm fibre glass reinforced plastic (FRP).
PIPELINE
Pipe Material Primary Secondary
Diameter Total
Layer Layer The FRP cover prevents water/vapour from getting into the insulation and also
32mm to protects the insulation from mechanical damage.
25 25 50
LNG Liquid 100mm
Line Above The FPR cover is made up of three layers of fibre glass mats and polyester resin
40 40 80
100mm glue, which in combination, make a 2mm layer of FRP.
32mm to Rigid
20 20 40
LNG Vapour 100mm Polyurethane The prefabricated circular insulation panels are installed on the pipes and
Line Above Foam connected to each other by filling with foamed in place polyurethane.
30 30 60
100mm
25mm and below 30 30 The joint parts of the FRP cover are laid-up by hand and applied in the melted
Fuel gas line to DF condition which adheres it to the PUF.
30 30
engine/CGU
The construction of type 2 is as follows:
Note: The thickness of each layer of insulation for the supports are the same
at that of each layer of straight pipe. The insulation consists of one layer of polyurethane foam (PUF) with an inner
glass mat and outer FRP cover.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.2 - Page of 6

4.3.1 Main Cargo Pumps

4.3.2 Stripping/Spray Pumps

4.3.3 Emergency Cargo Pump

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4.3.4 Fuel Gas Pumps

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

RATED FLOW: 1850m³/h

RATED HEAD: 155m PUMP MODEL: 16EC-24
SPECIFIC GRAVITY: 0.500
IMPELLER TRIM: 613mm

200 600

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End Bell Assembly 180 540
HEAD

POWER (kW) & NPSH/PUMPDOWN (x100 m) ABOVE DATUM

160 P 480

MINIMUM CONTINUOUS FLOW (633 m3/hr)

DIFFERENTIAL HEAD (m) & EFFICIENCY (%)
H
Bearing Assembly
140 420

MAXIMUM FLOW (2220 m3/hr)

120 360
SHAFT POWER AT 0.50 SG

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100 300

Housing Assembly EFFICIENCY

80 240
E

Housing for Motor

60 180

40 120
NPSHR

20 60

0 0
Bearing Assembly 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
FLOW (m³/h)
Impeller Assembly

Inducer

Reference Ebara International Drawing: ED070-1007158 Rev. B - Calculated Pump Performance Curves

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

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4.3 Cargo Pumps Operating Modes and determine the cause of the high current, possibly a suction
blockage.
Automatic
4.3.1 Main Cargo Pumps
There is an automatic starting sequence available via the IAS system. This start d) When the pump discharge pipe is filled to the discharge
request causes an automatic check to be carried out on all the interlocks. Once valve, a substantial increase in the discharge pressure and a
Manufacturer: Ebara International Corporation
the system responds with an ‘All clear’ signal, a cargo pump start command corresponding decrease in current should be observed.
No. of sets: 8 (2 per cargo tank) will activate a sequence for opening the discharge valve and ask the PMS for
Model: 16EC-24, fixed vertical electric power. Four of the eight cargo pumps are connected to the same cargo e) Once the pump is operating normally, adjust the discharge
Liquid: LNG switchboard, No.1 ~ No.4 port pumps on No.1 cargo switchboard and the valve to obtain the required flow based on the SG and amps or
Capacity: 1,850m³/h (rated) starboard pumps on No.2. The maximum number of start attempts for each pressure. The operator should monitor the pump motor running
pump is four within an hour. current, taking care not to exceed the maximum current level.
1,808m³/h (best efficiency point)
633m³/h (minimum, continuous)
Manual Note: When the pump is operating correctly, closing the pump discharge
Operating temperature: -163°C valve during operation will raise the head pressure and consequently reduce
In the manual mode setting, the cargo pump discharge valve should be

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Design pressure: 9.6 bar(g) the pump capacity and running current.
positioned to be at least 20% open to allow the pump to start, at this position
Power required: 493kW (rated) the pump should start in 6 to 10 seconds. The pump discharge valve will have
486kW (best efficiency point) to be controlled manually from the IAS screen at all times. The cargo pumps may be restarted consecutively a maximum of 3 times. After
the third time a 30 minute waiting period must be applied, then another 3 starts
274kW (shut off)
may be made. This procedure must be adhered to as heat build-up from the high
546kW (maximum, at 120% rated capacity) Note: 20% open has been shown generally to be the most effective position starting current may not be carried away during stripping operations, which
No. of stages: 1 for starting main cargo pumps, this position may vary with each pump. may be due to the lack of liquid flow when (and if) the pump does not prime,
Efficiency: 79.2% (rated) due to the extremely low level of LNG during stripping operations. The pumps
79.3 (best efficiency point) Procedure Before Starting a Cargo Pump are started and stopped from the CCR via the IAS system. In an emergency, all

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pumps will be stopped by activation of the Emergency Shutdown System trip.
Motor rating: 6,600V, 597kW, 60Hz, 4-pole
Motor speed: 1,780 rpm a) Check the level of the liquid in the cargo tank. The tank liquid
level must indicate that the pump is submerged for an initial Discharge of Cargo
Starting time: 5.0 seconds (maximum)
start and the minimum tank level for a pump normal start is Operating a pump at, or close to, its design flow level is in the best interests of
Starting method: Direct on line (soft start also available) 1000mm. The temperature indicator in the tank must also be the pump lifespan and operating performance. However, operating the pump
stable at the specification temperature of the liquid. at flow rates which are less than this cannot be avoided. This is especially the
Introduction case when the shore receiving facility cannot accept the rated flow. However, it
b) Before starting the pump, select the automatic or manual mode should be remembered that it is better to operate one pump at the design flow
from the IAS graphic display to open the pump discharge valve rather than two pumps running at 50% flow. The pump’s rated flow can be
The cargo tanks are fitted with two main cargo discharge pumps. These pumps to about 20%. Less than 18% open will not allow the pump
are single-stage centrifugal pumps with one inducer stage. exceeded up to the capacity shown on the pump curve.
start-up sequence to operate. Starting the pump with the valve
fully open when pumping liquid which has a high specific
The pumps are of the submerged motor type with the motor windings cooled gravity, will overload the motor. Stripping or Low Liquid Level Operation
by the pumped LNG. The LNG also lubricates and cools the pump and motor
As the end of a discharge approaches, the pump suction head will approach
bearings. As the LNG serves as the lubricant and the coolant, it is critically c) Start the cargo pump using the IAS by clicking on the START/ the NPSH for a given flow. At approximately 0.30 to 0.60 metre liquid level
important for the pump that the following operational procedure is strictly STOP icon in the graphic screen display to bring up the faceplate above the pump inlet screen, the NPSH for the rated capacity will be reached.
adhered to. and clicking on the START soft key. The operator should keep When the amount of liquid falls to this level, the motor ammeter and the pump
a close watch on the discharge pressure and the motor current. discharge pressure should be monitored continuously by the operator.
The pumps are fitted with suction screens to prevent any object larger than The current consumption should steady after the motor has been
7.87mm from entering the pump. The pumps are remotely controlled from the
running for 3 seconds. During starting, while the discharge pipe The low level alarm is triggered when the liquid level is about 1 metre above
IAS which provides start interlocks and stops.
is being filled, the current may be above the ammeter red line. NPSH (at 2 metres sounding). If any fluctuations are observed on the motor
The current should not exceed the maximum rated current by ammeter or in the pump discharge pressure, the flow should be reduced by use
more than 50% for more than 2 or 3 seconds when the tank is of the throttling valve on the pump discharge pipe.
full. If the running current after this time is more than 150%
of the maximum rated current, stop the pump immediately

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

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When the flow is throttled down to its minimum allowable flow rate of 658m³/h, • The operator should not allow sea water, fresh water, steam or Pump Restarts
the required NPSH will be about 250mm. This level represents the minimum any cleaning agent containing water to come into contact with a
The restart of any pump during normal operations is restricted depending on
level attainable by pumping. pump or its cables and connections.
the liquid level above the submerged electric motor, but no pump should be
restarted with the tank liquid below the minimum level of ??mm.
CAUTION Note: The cargo pump 6.6kV motors have their insulation monitored on a
It is of the utmost importance that the pumps are never allowed to pump continuous basis. Any defects found should be dealt with immediately to During a normal restart sequence the following times apply:
continuously below the minimum value of 633m³/h, otherwise motor allow time for the implementation of emergency procedures should it be
necessary. • 1st restart: minimum 5 minutes after shutdown.
and bearing wear ring failure may occur. A momentary loss of priming
during cargo stripping should not be considered as running a pump • 2nd restart: 15 minutes after 1st restart.
dry. Up to 30 seconds of operation with dry suction but with fluid in the Pump Trips, Interlocks and Shutdowns • 3rd restart: 15 minutes after 2nd restart.
discharge pipe will not damage the pump, motor or wear rings.
As well as the shutdown via the ESD system, the following will trip or prevent • No more than 4 restarts within one hour.
When the liquid level reaches less than 1.5m above the tank bottom, avoid starting of the pumps:
stopping the pump if at all possible until the cargo has been fully discharged. • Low-low cargo tank pressure (20mbarg).

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If the shore facility is unable to accept the liquid for intermittent periods, it is
• Start interlock imposed should the cargo tank pressure be
preferable to keep the pump going and recirculate the liquid back into the tanks
30mbarg (low).
until the cargo discharge can be resumed and completed.
• Start interlock imposed should the cargo tank level be 2.0m (low
alarm). This is also interfaced with the CTS.
Points to Remember
• Start interlock imposed should the cargo tank level be 0.4m
• The operator should check the cargo liquid level before starting (low).
a pump and maintain at least 200kPa discharge pressure. This is
• Start signal not ready from the main switchboard.
to ensure the lubrication of the bearings on all pumps in cargo

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service. • Circuit-breaker tripped causing a blocked switchboard signal.
• The operator should always open the throttle valve to 20% (18% • Low current (28 amps for 10 seconds) for both normal running
minimum), before starting a pump. and start-up.
• The operator should always monitor the motor ammeter and the • High current (65 amps for 5 seconds) for both normal running
discharge pressure. and start-up.
• The operator should always try to run the pump at the design • Single phasing (1 phase lost, motor starter setting).
flow rate whenever possible.
Should the cargo pump be set to local/manual control, a ready to start signal in
• The operator should never run pumps dry.
the main switchboard logic will allow the IAS to give a ‘ready to start’ signal
• The operator should never run the pumps continuously at a rate when the following conditions are met:
less than 633m³/h.
• The cargo pump discharge valve is open greater than 20% and
• The operator should never run the pumps at a flow rate greater less than 40%.
than 1850m³/h.
• The filling or branch line valve is open (95%).
• The operator should never blow hot air through a discharge line.
• The tank low level alarm of 0.4m is exceeded.
This may turn the impeller and rotor at high speed in the wrong
direction, damaging the bearings.
• The operator should never operate the pump above the motor
ammeter red line.
• The operator should never assume that all electrical interlocks
and safety relays will continuously function correctly. The
operator should be ready at all times for any eventuality.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

RATED FLOW: 50m³/h

RATED HEAD: 145m PUMP MODEL: 2EC-12
SPECIFIC GRAVITY: 0.500
IMPELLER TRIM: 297mm

220 22

Housing Assembly
200 20

POWER (kW) & NPSH/PUMPDOWN (x 10) ABOVE DATUM

Bearing Assembly P

SAMSUNG
180 18

DIFFERENTIAL HEAD (m) & EFFICIENCY (%)

HEAD
160 16

MINIMUM CONTINUOUS FLOW (18.2 m3/hr)

MAXIMUM FLOW (60 m3/hr)

140 H 14
SHAFT POWER AT 0.50 SG
120 12

100 10

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Housing for 80 8
Motor
NPSHR
60 6
E
40 4
EFFICIENCY

20 2

0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
Bearing Assembly
FLOW (m³/h)

Impeller Assembly

Inducer

Reference Ebara International Drawing: ED070-1007174 Rev A - Calculated Pump Performance Curves

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

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Cubal Cargo Operating Manual
4.3.2 Stripping/Spray Pumps • To cool the cargo tank during the ballast voyage prior to arrival Procedure Before Starting a Stripping/Spray Pump
at the loading terminal by discharging LNG to the spray nozzles
Manufacturer: Ebara International Corporation in the tanks. a) Check the level of the liquid in the cargo tank. The tank liquid
No. of sets: 4 (1 per cargo tank) • To enable the tanks to be stripped as dry as possible for reasons level must indicate that the pump is submerged for an initial
Model: 2EC-12, fixed vertical such as a cargo tank entry. start and the minimum tank level for a pump normal start is
350mm. The temperature indicator in the tank must also be
Capacity: 50m³/h (rated)
The minimum liquid level in the cargo tank to allow the pump to start during stable at the specification temperature of the liquid.
52m³/h (best efficiency point)
normal operations is 350mm, but whenever possible, the stripping/spray
18.2m³/h (minimum, continuous) pumps should be started sufficiently early during cargo operations to avoid any b) Before starting the pump, set the pump discharge valve to 20%
Specific gravity: 0.500 possible starting problems due to very low tank levels. open.
Operating temperature -163°C
c) Start the stripping/spray pump using the IAS by clicking on the
Design temperature: -196°C to +80°C (non-operational) Cooldown START/STOP icon in the graphic screen display to bring up
Design pressure: 1.2Mpa Where the pumps are within a tank that has been allowed to warm-up, the tank the faceplate and clicking on the START soft key. The operator

SAMSUNG
Power required: 18.6kW (rated) must be cooled by the spraying of LNG into the tank until the temperature has should keep a close watch on the discharge pressure and the
19.1kW (best efficiency point) been reduced to -130°C or less, and then sufficient liquid loaded to a depth of motor current.
8.7kW (shut-off) 1 meter to submerge the pump. Cooling down to this level should be completed
over a minimum timescale of 10 hours, and when completed the pumps must d) The current consumption should steady after the motor has been
20.9kW (maximum, at 120% rated capacity)
be allowed to remain fully submerged in liquid LNG for at least one hour running for approximately 3 seconds. During the starting, while
No. of stages: 1 before attempting to start. This ensures that full thermal stabilisation has been the discharge pipe is being filled, the current may be above the
Efficiency: 53% (rated) achieved throughout the whole of the pump and motor assembly. ammeter red line. If the starting current has not reduced after 10
53% (best efficiency point) seconds of operation, the pump should be stopped and the cause
Motor rating: 440V, 22.4kW, 60Hz, 2-pole CAUTION of the high starting current investigated.

NYK LINE
Motor speed: 3,560 rpm Failure to comply fully with the cooling down process before operating
the pumps can result in severe damage. e) When the pump discharge pipe has been filled to the discharge
Starting time: 1.2 seconds valve, an increase in the discharge pressure and a corresponding
Starting method: Direct on line decrease in the motor current should be observed.
Operating Modes
f) Once the pump is operating normally, adjust the discharge valve
Introduction The pumps are started and stopped manually from the CCR via the IAS, but to obtain the required flow or pressure. The operator should
before starting, the spray pump discharge valves must be opened approximately monitor the pump motor running current, taking care not to
The stripping/spray pumps are used in the cooldown of the cargo tanks before 20%. The discharge valves are operated in a semi-automatic mode where the exceed the maximum current level.
loading and after a ballast voyage, and are in principle similar to the main cargo set point of the valve can be adjusted through the IAS keyboard to a value of
pumps. between 0% and 100%. CAUTION
The pumps are of the submerged motor type, similar to the main cargo pumps The pumps should only ever be operated between their minimum and
CAUTION maximum continuous discharge capacities of 18.2m³/h and 50m³/h
with the motor windings being cooled by the pumped LNG. The LNG is also
used to lubricate and cool the pump and the motor bearings, and because it The pump should not be started or operated against a closed discharge respectively. Operating them outside of this range will result in damage
serves as both the lubricant and the coolant, it is extremely important for the valve due to potential damage which may result due to insufficient cooling to the pump and decreased performance.
pump that the correct operational procedure is strictly adhered to. and lubrication for the motor and bearings and excessive vibration levels
associated with zero flow conditions.
The pumps are started and stopped manually from the CCR via the IAS system,
but in an emergency, all of the pumps can be stopped by activation of the In an emergency, the discharge valves can also be opened and closed locally at
emergency shutdown (ESD) system trip. each tank dome by clutching-in and operating the manual handwheel.

The circumstances when these pumps can be used are as follows:

• To cool down the liquid header prior to discharging the cargo.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

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Pump Restarts Reversed Rotation Pump Alarms and Shutdowns
The restart of any pump during normal operations is restricted depending on If during the start-up procedures, the current falls to around the no-load current
the liquid level above the submerged electric motor, but no pump should be value and the discharge pressure is 75% or less than normal, the pump may be The stripping/spray pumps will go into alarm on the following conditions:
restarted with the tank liquid below the minimum level of 350mm. operating in the wrong direction. To correct this, disconnect the power supply • Low pump discharge pressure.
at the main isolator and change over two of the phases to the pump. The pump
• Low/low pump discharge pressure.
During a normal restart sequence the following times apply: can then be restarted and checked for correct operation. (This is would only be
possible after repairs and not during normal circumstances.)
• 1st restart: minimum 5 minutes after shutdown. The stripping/spray pumps will be stopped automatically should any of the
• 2nd restart: 15 minutes after 1st restart. following occur:
Low Liquid Level
• 3rd restart: 15 minutes after 2nd restart. • Activation of the ship or shore emergency shutdown (ESD)
If during the start-up procedures the current falls close to the no-load value and system.
• No more than 4 restarts within one hour. the discharge pressure is near to zero, a low suction level may be the cause. As
• Motor single-phasing.
detailed previously, the minimum tank level for a normal pump start should not
The pumps are fitted with time delayed switches that operate if a low pressure be less than ??mm. • Low electric motor current (undercurrent) 15A for 10 seconds

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at the pump outlet is detected after the pump has been started. during normal running start-up..
Starting Interlocks • High motor current (overcurrent) - 35A for 0 seconds during
If attempting an emergency restart of a stripping/spray pump it is still necessary
normal running but with a 5 second delay during starting.
to check that the minimum level inside the tank is above the 300mm level. The The stripping/spray pumps in each tank can only be started and stopped
pump can then be started, but a period of a least 30 minutes must be allowed manually through an IAS operator workstation and only if there are no active • A discharge low low pressure alarm is active when the pump
to pass before attempting a restart, and then there must be no more than two interlocks present. These interlocks are as follows: been running for more than a set period of time.
restarts in an hour. • An emergency shutdown (ESD) has been issued. • Low discharge pressure - 0.2MPa for 10 seconds.
• Low cargo tank pressure (30mbarg).
Abnormal Starts Overcurrent Relay

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• Low cargo tank level (1.3m).
Locked Rotor The overcurrent relay protection will automatically trip the pump to prevent
If the starting current increases to its maximum and remains while there is no Note: An insulation test of all pumps is to be carried out after leaving the excessive current flow through the motor windings. The device has a timer
evidence that the pump is rotating, it may be because the pump has seized. If loading port to establish that all of the pumps are operational and to allow time fitted that will allow the starting current surge to initiate the pump operation
after investigations it is considered to be a mechanical problem, then the pump for the implementation of emergency procedures, should it be necessary. while preventing overcurrent damage.
will have to be removed from the tank for repairs. In the case of a sustained Undercurrent Relay
locked rotor start, an attempt to restart the pump must only be done after a
period of at least 30 minutes has elapsed, and then with no more that two restart The undercurrent relay is used to automatically trip the motor in the event that
attempts in total. If it is thought that the pump casing has iced-up, it may be the pump has lost its suction. This prevents potentially damaging cavitation
possible to break the rotor free by reversing the motor by changing over two of inside the pump casing and the possibility of the pump running dry. The device
the supply phases to the pump. These will then have to be reinstated once the has an adjustable setting and should be set to a value between the no-load
freeing operation has been completed. current and the zero flow current levels.

Overload Starting Low Discharge Pressure Switch

If the starting current increases to its maximum value but then falls to an The low discharge pressure switch is used to automatically stop the pump in the
intermediate level between the starting value and the normal full load current event that the pump has lost its suction. As with the undercurrent relay, it is used
and the pump is known to be turning, check the starting voltage. If the voltage to to prevent the possibility of cavitation inside the pump casing and should be
falls below 10% of the normal value, the problem may be with the power adjusted to a value between the pump’s maximum flow and cavitation.
supply.
Low Liquid Level
Single-Phase Fault To avoid dry running, the pump/motor can be set to de-energise, with a suitable
If the starting current increases to its maximum value and remains high, a time delay.
single-phase fault in the power supply may exist. Checking the voltages and
current in each phase will determine if this is the case.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
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Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page of 16

RATED FLOW: 550m³/h

RATED HEAD: 155m PUMP MODEL: 8ECR-12
SPECIFIC GRAVITY: 0.500
IMPELLER TRIM: 334mm

220 110

SAMSUNG
200 100
DIFFERENTIAL HEAD
Top Bearing
180 90

DIFFERENTIAL HEAD (m) & EFFICIENCY (%)

Shaft

POWER (kW) & 10X NPSH ABOVE DATUM

160 80
SHAFT POWER AT 0.500 SG H

140 70

MINIMUM CONTINUOUS FLOW (196 m3/hr)

120 60
Rotor

NYK LINE
EFFICIENCY

MAXIMUM FLOW (660 m3/hr)

100 50

Stator
80 40

60 30

NPSHR
40 20

20 10

Lower Bearing
0 0
0 100 200 300 400 500 600 700 800
Automatic Thrust FLOW (m³/h)
Balancing Device

Impeller

Pump Inlet

Reference Ebara International Drawing: ED070-1007226 Rev A - Calculated Pump Performance Curves

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page 10 of 16

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4.3.3 Emergency Cargo Pump Note: Before undertaking this operation it is important to reduce the tank b) Check the level of the liquid in the cargo tank. The tank liquid
pressure to near atmospheric pressure (minimum 50kPa) and to keep at this level must indicate that the pump is submerged and the minimum
Manufacturer: Ebara International Corporation level throughout the entire operation. level for a normal pump start-up is 1,000mm. The temperature
No. of sets: 1 indicator in the tank must also be stable at the specification
The operator has to assign the emergency pump to the tank that it has been temperature of the liquid.
Type: 8ECR-12
Capacity: 550m³/h (rated) installed through the IAS in the CCR, so that it is possible to start and stop the
pump through the IAS mimic. c) Before starting the pump, open the pump discharge valve to
559m³/h (best efficiency point) between 18% and 20%.
196m³/h (minimum, continuous) The electrical connections are made to the fixed junction boxes which are
Operating temperature: -163°C located adjacent to each emergency pump well. All of the safety devices are d) Start the emergency cargo pump through the IAS and keep a
then transferred to the emergency pump when the circuit-breaker is engaged, close watch on the discharge pressure and the motor current.
Design pressure: 1.0MPa
Power required: 1/1kW (rated) as they are the same for the main cargo pumps.
e) The current consumption should steady after the motor has been
1/2kW (best efficiency point) running for approximately 3 seconds. During the starting, while
Note: An insulation test of the pump should be carried out when it is removed

SAMSUNG
89kW (shut-off) from the storage container immediately prior to installation. the discharge pipe is being filled, the current may be above the
184kW (maximum) ammeter red line. If the starting current has not reduced after 10
No. of stages: 1 Following the successful installation of the pump into a cargo tank, it is most seconds of operation, the pump should be stopped and the cause
important that the pump is fully cooled in gas for at least 10 hours before being of the high starting current investigated.
Efficiency: 67.8% (rated)
used to open the foot valve and submerged in liquid LNG. The pump must then
68% (best efficiency point) f) When the pump discharge pipe has been filled to the discharge
remain in that condition for a minimum of one hour before attempting to start
Motor rating: 440V, 223.8kW, 60Hz, 2-pole it. This is to ensure thermal stabilisation has taken place, and only after this valve, an increase in the discharge pressure and a corresponding
Motor speed: 3,560 rpm time should the pump be started. Failure to adhere to this timescale may result decrease in the motor current should be observed.
Starting time: 1.2 seconds in severe damage to the pump.

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g) Once the pump is operating normally, adjust the discharge
Starting method: Direct on line valve to obtain the correct flow conditions. The operator should
The pump discharge valves CL102, CL202, CL302 and CL402 are controlled
manually through the IAS screen where the set point of the valve can be monitor the pump motor running current, taking care not to
adjusted through the IAS keyboard to a value of between 0% and 100%. exceed the maximum current level.
Introduction

When not in use the emergency cargo pump is located in the deck store and CAUTION CAUTION
has to be transported to whichever tank requires its services. The pump is The emergency cargo pump must not be started or operated against a The emergency pump should only ever be operated between its minimum
of the submerged motor type, with the motor windings being cooled by the closed discharge valve, due to potential insufficient cooling, lubrication and maximum continuous discharge capacity of 196m³/h and 550m³/h
pumped LNG. The LNG is also used to lubricate and cool the pump and the and excessive vibration. respectively. Operating it outside of this range will result in damage to
motor bearings, and because it serves as both the lubricant and the coolant, it the pump and decreased performance.
is extremely important for the pump that the correct operational procedure is CAUTION
strictly adhered to. Pump Restarts
Avoid rapid cool down to prevent housing crack.
The pump is fitted into a dedicated emergency pump well which is fitted with The restart of the emergency pump during normal operations is restricted
depending on the liquid level above the submerged electric motor. It should not
a spring-loaded foot valve that is held in the closed position by highly loaded Procedure Before Starting the Emergency Cargo Pump
springs. Should a failure of either one or both of the main cargo pumps require be restarted however if the tank liquid level is below the minimum level, which
the use of the emergency pump, it is lowered into the emergency pump well for this pump is set at 500mm.
a) Confirm the gas pressure in the pump column has been
after the well has first been purged with nitrogen. The weight of the emergency equalised with the tank gas pressure. This is necessary for the
pump then overcomes the compression of the springs to open the foot valve. During a normal restart sequence the following times apply:
initial start, especially at low tank levels when a high column
gas pressure may result in liquid displacement from the column • 1st restart: minimum 5 minutes after shutdown.
During this operation, a small flow of nitrogen should be maintained while the and the pump’s failure to prime. The pressure equalisation can • 2nd restart: 15 minutes after 1st restart.
pump is being installed, but for full details on this operation, refer to Section be achieved by opening the tank filling valve and the emergency
7.4 of this manual, ‘Emergency Cargo Pump Installation’. pump discharge valve to vent the column pressure which can • 3rd restart: 15 minutes after 2nd restart.
then be closed prior to starting the pump. • No more than 4 restarts within one hour.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page 11 of 16

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If attempting an emergency start-up of the pump it is still necessary to check Reversed Rotation Undercurrent Relay
that the minimum level inside the tank is above the 500mm level. The pump
If during the start-up procedures, the current falls to around the no-load current The undercurrent relay is used to automatically trip the motor in the event that
can then be started, but a period of a least 30 minutes must be allowed to pass
value and the discharge pressure is 75% or less than normal, the pump may be the pump has lost its suction. This prevents potentially damaging cavitation
before attempting a restart, and then there must be no more than two restarts
operating in the wrong direction. To correct this, disconnect the power supply inside the pump casing and the possibility of the pump running dry. The device
in an hour.
at the main isolator and change over two of the phases to the pump. The pump has an adjustable setting and should be set to a value between the no-load
can then be restarted and checked for correct operation. current and the zero flow current levels.
The pump is fitted with a time delayed alarm that operates if a low pressure at
the pump outlet is detected after the pump has been started.
Low Liquid Level Low Discharge Pressure Switch
CAUTION If during the start-up procedures the current falls close to the no-load value and The low discharge pressure switch is used to automatically stop the pump in the
If there is a situation of a sustained rotor lock during starting, then a the discharge pressure is near to zero, a low suction level may be the cause. As event that the pump has lost its suction. As with the undercurrent relay, it is used
restart may only be initiated after a period of 30 minutes has elapsed, detailed previously, the minimum tank level for a normal pump start should not to to prevent the possibility of cavitation inside the pump casing and should be
with a total of two restarts allowed under this condition. If icing has be less than 1,000mm. adjusted to a value between the pump’s maximum flow and cavitation.
occurred, attempt to break the rotor loose by temporarily reversing two

SAMSUNG
of the supply phases and attempting a restart.
Pump Alarms and Shutdowns

Abnormal Starts The emergency cargo pump will go into alarm on the following conditions:
Locked Rotor • Low pump discharge pressure.
If the starting current increases to its maximum and remains while there is no • Low/low pump discharge pressure.
evidence that the pump is rotating, it may be because the pump has seized. If
after investigations it is considered to be a mechanical problem, then the pump The emergency pump will be stopped automatically should any of the following
will have to be removed from the tank for repairs. In the case of a sustained occur:

NYK LINE
locked rotor start, an attempt to restart the pump must only be done after a • Activation of the ship or shore emergency shutdown (ESD)
period of at least 30 minutes has elapsed, and then with no more that two restart system.
attempts in total. If it is thought that the pump casing has iced-up, it may be
possible to break the rotor free by reversing the motor by changing over two of • Motor single-phasing.
the supply phases to the pump. These will then have to be reinstated once the • Low electric motor current (undercurrent) - 76A for 10 seconds
freeing operation has been completed. during normal running and start-up.
• High motor current (overcurrent) - 320A for 0 seconds during
Overload Starting normal running but 388A with a 5 second delay during
If the starting current increases to its maximum value, but then falls to an starting.
intermediate level between the starting value and the normal full load current • Low liquid level 0.5m (liquid level reference datum at inducer
and the pump is known to be turning, check the starting voltage. If the voltage centreline).
falls below 10% of the normal value, the problem may be with the power
supply. • Low discharge pressure with time delay during starting - 0.2MPa
for 70 seconds.

Single-Phase Fault • Low discharge pressure with time delay during normal running
- 0.2MPa for 10 seconds.
If the starting current increases to its maximum value and remains high, a
single-phase fault in the power supply may exist. Checking the voltages and
current in each phase will determine if this is the case. Overcurrent Relay
The overcurrent relay protection is set at 388A and will automatically trip
the pump to prevent excessive current flow through the motor windings. The
device has a timer fitted that will allow the starting current surge to initiate the
pump operation while preventing overcurrent damage.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page 12 of 16

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page 13 of 16

RATED FLOW: 15m³/h

RATED HEAD: 215m PUMP MODEL: 1.25EC-083
SPECIFIC GRAVITY: 0.500
IMPELLER TRIM: 205mm

SAMSUNG
260 13

240 HEAD 12

220 11

POWER (kW) & NPSH/PUMPDOWN (x10 m) ABOVE DATUM

DIFFERENTIAL HEAD (m) & EFFICIENCY (%)

Motor Housing 200 P 10

MINIMUM CONTINUOUS FLOW (5.6 m3/hr)

180 9

MAXIMUM FLOW (18 m3/hr)

160 8

NYK LINE
SHAFT POWER AT 0.50 SG
140 7

120 6

100 5
Bearing Assembly EFFICIENCY
80 E 4

60 3

40 NPSHR 2
Housing
Assembly 20 1

0 0
0 2 4 6 8 10 12 14 16 18 20
FLOW (m³/h)

End Bell
Assembly

Bearing Assembly

Reference Ebara International Drawing: ED070-1007192 Rev NC - Calculated Pump Performance Curves

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page 14 of 16

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4.3.4 fuel gas Pumps CAUTION e) When the pump discharge pipe has been filled to the discharge
valve, an increase in the discharge pressure and a corresponding
Failure to comply fully with the cooling down process before operating
Manufacturer: Ebara International Corporation decrease in the motor current should be observed.
the pumps can result in severe damage.
No. of sets: 3
f) Once the pump is operating normally, adjust the discharge valve
Type: 1.25EC-083
Capacity: 15m³/h (rated)
Operating Modes to obtain the required flow or pressure. The operator should
monitor the pump motor running current, taking care not to
16m³/h (best efficiency point) The pumps are started and stopped manually from the CCR via the IAS, exceed the maximum current level.
5.6m³/h (minimum, continuous) but before starting, the fuel gas pump discharge valves must be opened
Operating temperature: -163°C approximately 15%. The discharge valves are operated in a semi-automatic CAUTION
Design pressure: 1.0MPa mode where the set point of the valve can be adjusted through the IAS keyboard The pumps should only ever be operated between their minimum
to a value of between 0% and 100%. and maximum continuous discharge capacities of 5.6m³/h and 18m³/h
Power required: 10.1kW (rated)
respectively. Operating them outside of this range will result in damage
10.3kW (best efficiency point)
CAUTION to the pump and decreased performance.

SAMSUNG
5.4kW (shut-off) The pump should not be started or operated against a closed discharge
10.8kW (maximum) valve due to potential damage which may result due to insufficient cooling Pump Restarts
No. of stages: 3 and lubrication for the motor and bearings and excessive vibration levels
associated with zero flow conditions. The restart of any pump during normal operations is restricted depending on
Efficiency: 43.6% (rated)
the liquid level above the submerged electric motor, but no pump should be
43.9% (best efficiency point) restarted with the tank liquid below the minimum level of 459mm.
In an emergency the discharge valves can also be opened and closed locally at
Motor rating: 440V, 11.2kW, 60Hz, 2-pole each tank dome by clutching-in and operating the manual handwheel.
Motor speed: 3,560 rpm During a normal restart sequence the following times apply:
Starting time: 1.2 seconds • 1st restart: minimum 5 minutes after shutdown.
Procedure Before Starting a Fuel Gas Pump

NYK LINE
Starting method: Direct on line • 2nd restart: 15 minutes after 1st restart.
a) Check the level of the liquid in the cargo tank. The tank liquid • 3rd restart: 15 minutes after 2nd restart.
level must indicate that the pump is submerged for an initial
Introduction • No more than 4 restarts within one hour.
start and the minimum tank level for a pump normal start is
459mm. The temperature indicator in the tank must also be
The fuel gas pumps are used for the supply of fuel gas to the main diesel The pumps are fitted with time delayed switches that operate if a low pressure
stable at the specification temperature of the liquid.
generator engines and the gas combustion unit and are in principle similar to at the pump outlet is detected after the pump has been started.
the main cargo pumps.
b) Before starting the pump, set the pump discharge valve to 15%
open and confirm that the motor insulation resistance is greater If attempting an emergency restart of a fuel gas pump it is still necessary to
The pumps are of the submerged motor type, similar to the main cargo pumps check that the minimum level inside the tank is above the 459mm level. The
with the motor windings being cooled by the pumped LNG. The LNG is also than 5.0MegOhms.
pump can then be started, but a period of a least 30 minutes must be allowed
used to lubricate and cool the pump and the motor bearings, and because it to pass before attempting a restart, and then there must be no more than two
serves as both the lubricant and the coolant, it is extremely important for the c) Start the fuel gas pump using the IAS by clicking on the
START/STOP icon in the graphic screen display to bring up restarts in an hour.
pump that the correct operational procedure is strictly adhered to.
the faceplate and clicking on the START soft key. The operator
The pumps are started and stopped manually from the CCR via the IAS should keep a close watch on the discharge pressure and the
system. motor current.

The minimum liquid level in the cargo tank to allow the pump to start during d) The current consumption should steady after the motor has been
normal operations is 459mm. Care should be taken to avoid any possible running for approximately 3 seconds. During the starting, while
starting problems due to very low tank levels. the discharge pipe is being filled, the current may be above the
ammeter red line. If the starting current has not reduced after 10
seconds of operation, the pump should be stopped and the cause
of the high starting current investigated.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page 15 of 16

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Abnormal Starts • Low cargo tank pressure. Low Discharge Pressure Switch
Locked Rotor • Low cargo tank level. The low discharge pressure switch is used to automatically stop the pump in the
event that the pump has lost its suction. As with the undercurrent relay, it is used
If the starting current increases to its maximum and remains while there is no
Note: An insulation test of all pumps is to be carried out after leaving the to to prevent the possibility of cavitation inside the pump casing and should be
evidence that the pump is rotating, it may be because the pump has seized. If
loading port to establish that all of the pumps are operational and to allow time adjusted to a value between the pump’s maximum flow and cavitation.
after investigations it is considered to be a mechanical problem, then the pump
will have to be removed from the tank for repairs. In the case of a sustained for the implementation of emergency procedures, should it be necessary.
locked rotor start, an attempt to restart the pump must only be done after a Low Liquid Level
period of at least 30 minutes has elapsed, and then with no more that two restart Pump Alarms and Shutdowns To avoid dry running, the pump/motor can be set to de-energise, with a suitable
attempts in total. If it is thought that the pump casing has iced-up, it may be time delay.
possible to break the rotor free by reversing the motor by changing over two of The fuel gas pumps will go into alarm on the following conditions:
the supply phases to the pump. These will then have to be reinstated once the
freeing operation has been completed. • Low pump discharge pressure.
• Low-low pump discharge pressure.

SAMSUNG
Overload Starting
The fuel gas pumps will be stopped automatically should any of the following
If the starting current increases to its maximum value but then falls to an occur:
intermediate level between the starting value and the normal full load current
and the pump is known to be turning, check the starting voltage. If the voltage • Motor single-phasing.
falls below 10% of the normal value, the problem may be with the power • Low electric motor current (undercurrent) 9A for 10 seconds
supply. during normal running and start-up.
• High motor current (overcurrent) - 22A for 0 seconds during
Single-Phase Fault normal running but with a 5 second delay during starting.

NYK LINE
If the starting current increases to its maximum value and remains high, a • A discharge low low pressure alarm is active when the pump
single-phase fault in the power supply may exist. Checking the voltages and been running for more than a set period of time.
current in each phase will determine if this is the case.
• Low discharge pressure - 0.2MPa for 10 seconds.

Reversed Rotation
Overcurrent Relay
If during the start-up procedures, the current falls to around the no-load current
value and the discharge pressure is 75% or less than normal, the pump may be The overcurrent relay protection will automatically trip the pump to prevent
operating in the wrong direction. To correct this, disconnect the power supply excessive current flow through the motor windings. The device has a timer
at the main isolator and change over two of the phases to the pump. The pump fitted that will allow the starting current surge to initiate the pump operation
can then be restarted and checked for correct operation. (This is would only be while preventing overcurrent damage.
possible after repairs and not during normal circumstances.)
Undercurrent Relay
Low Liquid Level The undercurrent relay is used to automatically trip the motor in the event that
If during the start-up procedures the current falls close to the no-load value and the pump has lost its suction. This prevents potentially damaging cavitation
the discharge pressure is near to zero, a low suction level may be the cause. As inside the pump casing and the possibility of the pump running dry. The device
detailed previously, the minimum tank level for a normal pump start should not has an adjustable setting and should be set to a value between the no-load
be less than 459mm. current and the zero flow current levels.

Starting Interlocks
The fuel gas pumps can only be started and stopped manually through an IAS
operator workstation and only if there are no active interlocks present. These
interlocks are as follows:
• An emergency shutdown (ESD) has been issued.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.3 - Page 16 of 16

4.4.1 High Duty Compressors

4.4.2 Low Duty Compressors

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 4.4 - Page of 10

SAMSUNG
NYK LINE

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4.4 Cargo Compressors Inlet guide vane setting: +80° to -30° angular rotation. HD compressor via isolating valves CN907 and CN908. The system is further
regulated by the control valve PCVl1 so that the seal gas pressure is a function
4.4.1 High Duty CompressorS of the compressor outlet pressure. Any seal gas entering the gearbox from
Electric motor
the shaft seals is returned to the LO sump where it is separated from the oil
Type: Single speed, asynchronous, 3-phase and vented to atmosphere via a mist separator and a vent on the top of the
High Duty Compressors Motor speed: 3,580 rpm compressor housing.
Manufacturer: Cryostar SA Shaft speed: l1,200 rpm
No. of sets: 2 Rated motor power: 1060kW, 6,600V, 60Hz Lubricating Oil System
Type: Centrifugal, single-stage, fixed speed Lubricating oil in the system is stored in a vented sump tank which has an
with adjustable inlet guide vanes integral steam immersion heater with thermostatic switch fitted. The heater is
Introduction
Model: CM 400/55 used to maintain the oil at a constant positive temperature of at least +40°C to
Two high duty (HD) compressors are installed in the cargo machinery room avoid the formation of condensation when the compressors are not running.
Performance Data Case 1 Case 2 Case 3 and are used for compressing the LNG vapour for return to the shore terminal
Lubricating oil is supplied from the sump through separate suction strainers

SAMSUNG
Case A B C during cargo loading, tank purging and tank warming-up.
Medium 100% CH4 100% CH4 100% CH4
and one of the two LO pumps. The discharge from the pumps is via pressure
The compressors are driven by 1060kW electric motors that are supplied with relief valves set to operate at 600kPa to a common LO supply line that feeds
Molecular weight kg/mol 16.043 16.043 16.043
power from the port and starboard 6.6kV cargo switchboards. the gearbox and its bearings. The main operational pump is driven by the
Flow m3/h 34,250 34,250 16,000
high speed gear shaft of the compressor. Upon failure of the driven pump, the
Inlet pressure kPa(a) 103 103 103
The motors are installed in an electric motor room that is segregated from standby electric motor-driven auxiliary pump is automatically started and an
Inlet temperature ˚C -140 20 -140
the compressor room by a steel, gas-tight bulkhead. The drive shaft between alarm raised to indicate abnormal conditions to the duty engineer. The standby
Outlet pressure kPa(a) 200 140 150
the motor and the compressor penetrates the bulkhead via a mechanical seal electric auxiliary pump is also used during the initial starting (15-30 minutes)
Outlet temperature ˚C -108.3 48.3 -107.8
operated with a pressurised oil barrier. and shutdown cycles of the compressor.
Coupling power kW 950 431 472

NYK LINE
Shaft speed rpm l1,200 l1,200 l1,200
The compressors can be operated either locally from the cargo machinery room To control the temperature of the oil it is passed through a heat exchanger
or from the cargo control room located on C deck. where it is cooled. The thermal bypass temperature control valve prevents
Performance Data Case 4 Case 5 Case 6 over-cooling and is used to maintain the oil within a range of between 38°C
Case D E F When in use, the capacity of the compressors can be regulated and controlled and 47°C.
Medium Air N2 N2/C02 by the inlet guide vane opening, with the travel indication being shown on the
local and the cargo control room panels. The compressor motors are limited to The oil supply to the bearings is fed via a 25µ duplex filter which has an
Molecular weight kg/mol 28.96 28.0134 30.253
three starts per hour when starting in a cold condition or two starts per hour automatic continuous flow switch changeover valve. A pressure control valve
Flow m3/h 34,250 34,250 34,250
from warm conditions. then regulates the oil flow to the bearings with excess oil being bypassed and
Inlet pressure kPa(a) 101 103 103
returned to the sump. The pump pressure relief valves act as back-up and are
Inlet temperature ˚C 45 -50 20
Under normal operating conditions the compressors do not need any set to lift at a pressure of 690kPa.
Outlet pressure kPa(a) 166 200 178
Outlet temperature ˚C 108.6 l1.3 83.1
maintenance as such, but it is recommended that the machine and its auxiliaries
are examined closely for evidence of LO, seal gas and process gas leaks at The temperature sensors that are fitted, monitor the oil outlet temperature of
Coupling power kW 696 963 792
regular intervals. If leaks are found, they must be dealt with as soon as possible the gear bearings, but for reference, the nominal operating temperature should
Shaft speed rpm l1,200 l1,200 l1,200 be between 40°C and 50°C. Should the temperature rise to 60°C, this will
and the compressor inlet screen filter must be checked at regular intervals and
kept clear of blockages. cause the alarm relays to operate.
Gas Composition Composition in mol%
The LO system feeds the following:
Mol. wgt A B C D E F
Compressor Systems
Nitrogen N2 28.013 78.000 100.000 86.000 • Journal bearing on both sides of the high speed shaft.
Methane C1 16.043 100.000 100.000 100.000 Seal Gas System
• Journal bearing on the driven end of the low speed shaft.
Ethane C2 30.070 The seal gas system prevents LO mist from contacting LNG vapour and
• Integral thrust and journal bearing on the non-driven end of low
Hydrocarbons C3 44.097 avoids cold LNG flowing to the gearbox. The carbon ring seal consists of two
speed shaft.
Hydrocarbons C4 32.000 21.000 chambers, with the first chamber on the impeller side allowing any leak-off
Carbon Dioxide CO2 44.010 1.000 14.000 gas to be drawn back to the suction side of the compressor, while the second • Sprayers for the gearwheels.
Total 100.0 100.0 100.0 100.0 100.0 100.0 chamber is fed with dry nitrogen. Nitrogen is supplied from the buffer tank
via the nitrogen purging and sealing header. The seal gas is injected between
the gear shaft and the compressor wheel with nitrogen and supplied to each

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Cubal Cargo Operating Manual
Surge Control System Compressor Trips Operating Procedures
An automatic surge control system is provided to ensure that the compressor The following conditions trip the HD compressors:
flow rate does not fall below the designed minimum. Below this rate, the gas To prepare the HD compressors for operation, proceed as follows:
• Emergency shutdown system.
flow will not be stable and the compressor will be liable to surge, causing shaft
vibration which may result in damage to the compressor. • Tank high high level alarm 99%. a) Check the oil level in the compressor sump tank.
• High high gas discharge temperature. b) Start the LO heater between 45 minutes and 1.5 hours prior
All of the gas compressors are equipped with an automatic surge control
system which consists of the following: • High high bearing temperature. to the expected compressor start-up depending on the ambient
• Excessive rotor vibration. temperature.
• A flow transmitter.
• A compressor differential pressure transmitter. • Low low pressure - bulkhead. c) Ensure that the nitrogen seal gas supply manual valve is open.
• A ratio station. • Low low system LO pressure - gearbox.
d) Open the compressor suction and discharge valves.
• An anti-surge controller. • High high LO temperature - bulkhead.

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• A recirculating valve on the gas stream. • Low low gas seal pressure. e) Run the auxiliary LO pump to warm-up the gearbox and
bearings. Check the LO system for leaks.
• Electrical power failure.
On the basis of a preset ratio between the gas flow and compressor differential
pressure signals, the anti-surge controller produces a signal which modulates f) Open the cooling water inlet and outlet valves for the LO cooler
Non-trip alarms are indicated on the IAS and are listed as follows:
the compressor recirculating valve. and ensure cooling water is available.
• Compressor discharge gas temperature - high.
• Compressor LO filter differential pressure - high. g) Ensure that the instrument air supply to the control panel is
Inlet Guide Vanes operational.
To achieve the required gas flow, the compressors have inlet guide vanes • Compressor gearbox LO pressure low.

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fitted at the suction end. The vanes are operated by pneumatic actuators which • Oil tank level low. h) Switch on the power to the control cabinet and reset any
receive control signals from the flow controller. alarms.
• Oil tank temperature high.
Rotation of the vanes is possible through an indicated angle of 80° to 0°. • Oil tank temperature low. i) Check with the ECR that there is sufficient power available at
• Temperature of oil system high. the cargo switchboards.
IGV Position Flow • Temperature of oil bulkhead. In the cargo control room:
80° = 0% Fully closed Minimum flow • LO bulkhead pressure low.
0° = 100% Fully open Maximum flow j) Select the HD compressor IAS screen mimic for the appropriate
• Oil tank temperature low. operation.
• Seal gas pressure low.
Vibration Displacement Monitoring System k) Press the compressor’s RESET button and check if all of the
• Motor aft bearing temperature.
The compressor rotor is monitored for vibration displacement and the alarm alarms and trip lamps are off and if the READY TO START
and shutdown is transmitted to the control panel. • Motor forward bearing temperature. lamp is on.
• Motor windings temperatures.
Note: Ensure that the anti-surge valve, inlet guide vanes, electric motor-
Bulkhead Shaft Seals • High vibrations.
driven and auxiliary LO pumps are all set to the AUTO mode.
A flow orifice regulates the oil flow and oil pressure to the bulkhead seal. This
oil is used for the lubrication of the shaft seal and returns back to the oil tank. l) The inlet guide valve (IGV) should to be set at 80° (0%), which
equates to the minimum open position. The anti-surge controller
Capacity Control is set at minimum, ie, the bypass valve is fully open.
The compressor controller detects the pressure in the vapour main pipeline m) Start the compressor. The shaft vibration monitoring system is
and alters the guide vane position to meet the pressure required. It is possible released after approximately 14 seconds. Check that no alarm or
to change the guide vane control to LOCAL mode if required, but a bumpless trip lamps are on.
transfer is required when returning back to REMOTE operation.

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n) Check the bearing temperatures and the vibration levels. Compressor and Drive Motor Alarms
o) The auxiliary (standby) LO pump should stop after the Each compressor electric motor is fitted with six PT-100 temperature sensors
compressor-driven pump has run up to speed and is delivering with two sensors being fitted per phase. There are also two PT-100 temperature
full system pressure. sensors fitted to the motor’s drive end bearing. The alarm channel numbers, set
points and trip settings for each of these are as listed below:
Observe the following parameters:
MHD Compressor Electric Motor Temperature Alarms
p) The seal gas differential pressure should read 10kPa to 20kPa.
Adjust the supply reducer if required. Tag No. Description Alarm Trip
No.1 HD motor U winding 145°C 150°C
q) The LO supply pressure should read between 200kPa and No.1 HD motor V winding 145°C 150°C
250kPa. Adjust the supply regulator if required.
No.1 HD motor W winding 145°C 150°C

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r) The LO supply temperature to the gearbox should be above No.1 HD motor drive end bearing 80°C 90°C
30°C. No.1 HD motor non-drive end bearing 90°C 85°C
No.2 HD motor U winding 145°C 150°C
s) Check the local control panel for alarms. No.2 HD motor V winding 145°C 150°C
No.2 HD motor W winding 145°C 150°C
t) Check the complete operating system for oil, seal gas, air, water
and product leakage. No.2 HD motor drive end bearing 80°C 90°C
No.2 HD motor non-drive end bearing 90°C 85°C
To avoid the build-up of pressure inside the compressor, the suction and

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discharge valves should remain open when the machine has been stopped.

Shutdown Procedure
a) Close the IGV to minimum.

b) Press the STOP button and check the auxiliary LO pump

starts.

c) The surge control valve opens automatically.

d) Leave the auxiliary LO pump running for at least 30 minutes to

cool down and then stop if not required and close off the seal
gas.

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HD Compressor Set Points, Alarms and Shutdowns HD Compressor Set Points, Alarms and Shutdowns
Alarm Tag Description Normal Action Set Point Alarm Tag Description Normal Action Set Point
Operation H-HH Type Operation H-HH Type
L-LL L-LL
PTI 1 Suction gas pressure 103kPa(g) - - - ZT 3 Inlet guide vane position ZE3 80º ~30º - -
PTI 2 Discharge gas pressure 200kPa(g) - - - PCV 3A IP converter control valve 140kPg - - -
TE1 Suction gas temperature -140°C - - - PCV 3B HIC control valve 100kPg - - -
TT 2A Discharge gas temperature -108.35°C PCV 3C Nozzle actuator control valve 600kPg - - -
TSHH2A TE 2A HH Trip +100°C Key:
TT 2B Discharge gas temperature -108.3°C H: High Level
TSHH2B TE 2B H Alarm +90°C HH: High-High Level
ZSL 3 IGV start position - 12 Closed L: Low Level
LL: Low-Low Level

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ZSH 1 Surge valve position - - 12 Open
ZSL 1 l1: Start-up interlock LO pump
12: Start-up interlock machine
PDT 1 Process gas flow 5.34kPa - - -
YET 9 Vibration YE9 10-30µm/s
YSH 9 H Alarm 50µm/s
YSHH 9 HH Trip 75µm/s
PDT 7 Differential pressure oil 50kPa
PDSH 7A filter H Alarm 250kPa
LSL 5 Oil tank level L Alarm, l1 -

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TCV 5 Oil heater temperature 40°C - - -
TSL 5 Temperature oil tank 55°C L Alarm, l1 25°C
TSH 5 H Alarm 60°C
TT 8 Temperature oil system TE 8 ~42°C
TSL 8 L Alarm, 12 +20°C
TSH 8 H Alarm +55°C
TT 10A Temperature oil bulkhead TE 10A ~60°C
TSHH 10A HH Trip +80°C
TT 10B Temperature oil bulkhead TE 10B ~60°C
TSH 10B H Alarm +75°C
TT 9A Bearing temperature TE 9A ~65°C
TSHH 9A HH Trip +75°C
TT 9F Bearing temperature TE 9F ~65°C
TSL 9F L Alarm, 12 +15°C
TSH 9F H Alarm +70°C
PT 8 Gearbox LO pressure ~150kPa
PSL 8A L Alarm, 12 100kPa(g)
PSLL 8A Gearbox LO pressure ~150kPa LL Trip 80kPa(g)
PSL 8C LO pressure bulkhead ~l10kPa L Alarm, 12 40kPa(g)
PSLL 8C LO pressure bulkhead ~l10kPa LL Trip 20kPa(g)
PCV l1 Seal gas control valve 25kPg - - -
PSL l1 Seal gas pressure L Alarm, l1, 12 20kPa(g)
PSLL l1 Seal gas pressure LL Trip 15kPa(g)

Draft: 2 - November 2011 IMO No: 9491812 Section 4.4 - Page of 10

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4.4.2 Low Duty Compressors The compressors are driven by 840kW electric motors that are supplied with The local indicating devices are supplemented with lamps and pushbuttons
power from the 6.6kV cargo switchboards. installed near the compressor.
Low Duty Compressors The No.1 compressor is fed by breakers P-LDHCM1-3 (contactors 88L,88H0) The control panel is supplemented with a vibration rack, surge controller and
for high and low speed operation from the port switchboard CS1, and the No.2 process logic controller installed in the substation. Electrical connections
Manufacturer: Cryostar compressor is fed from breakers P-LDHCM2-5 (contactors 88L,88H0) from are available for the extension of the control wiring to a point outside the
No. of sets: 2 the starboard switchboard CS2. compressor system and the complete electrical system, including probes and
Type: Centrifugal, two-stage, duel speed with instrumentation, is designed for use in EEx areas.
variable diffusor vanes The motors are installed in an electric motor room that is segregated from
Model: CM2-200 the compressor room by a steel gas-tight bulkhead. The drive shaft between The skid-mounted compressor features a plug-in closure assembly, which
the motor and the compressor penetrates the bulkhead via a mechanical seal allows for the quick replacement of the rotating portion and adjacent stationary
operated with a pressurised oil barrier. components. The compressor portion of the machine is of the axial in-flow
Performance 1 2. 3 type, with variable diffuser vanes.
Data BOG BOG BOG The compressors can be operated either locally from the cargo machinery room

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case G:-120 H+1 Mini Flow Half Speed or from the cargo control room located on C deck.
Seal Gas System
Molecular weight kg/mol 18.437 18.437 18.437
When in use, the capacity of the compressors can be regulated and controlled The seal gas system between the compressors and the gearbox has been
Flow m3/h 4,700 1,400 1,400
by the variable diffuser vanes, with the travel indication being shown on the provided to prevent LO mist from entering the process stream and to avoid the
Mass flow kg/h 7,102 2,l16 2,l16 flow of cold process gas into the gearbox. The seal gas is injected between the
local and the cargo control room panels. The compressor motors are limited
Inlet pressure kPa(a) 103.0 103.0 103.0 to three starts per hour when starting in a cold condition or two starts per hour gear shaft and the compressor wheel on the two compressors, with the nitrogen
Outlet pressure kPa(a) 650.00 650.00 195.00 from warm conditions. being produced by the nitrogen generator on board and supplied via isolating
Inlet temperature °C -120 -120 -120 valves CN905 and CN906. The nitrogen pressure is then reduced and regulated
Outlet temperature °C 64.8 84.1 -70.8 by the reducing valves PCVl1A/B/C mounted on the compressor skids.
Compressor Systems
Shaft speed rpm 29,775 29,775 14,888

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Each LD compressor is skid-mounted and consists of two direct-coupled The seal gas system is regulated by the control valves so that the seal gas
Shaft power kW 659 219 51
compressors with an integral gearbox and the sub-systems as follows: pressure is a function of the compressor outlet pressure. Any seal gas entering
Coupling power kW 739 299 79
the gearbox from the shaft seals is returned to the LO sump where it is
Motor size kW 840 • A self-contained LO system for lubricating the gears and rotor
separated from the oil and vented to atmosphere via a mist separator and a vent
bearings.
Driver system Two-speed electric motor on the top of the compressor housing.
Gas Composition • A gas seal system.
Component Mol.wgt 1 2 3 • An indicating system for monitoring the safe operation of the Lubricating Oil System
Nitrogen N2 28.013 20.000 20.000 20.000 unit (local panel and substation).
Lubricating oil in the system is stored in a vented 1,000 litre sump tank which
Methane C1 16.043 80.000 80.000 80.000 has an integral steam immersion heater with thermostatic steam control valve
Ethane C2 30.070
The sub-systems have the following main components:
fitted. The heater is used to maintain the oil at a constant positive temperature
Hydrocarbons C3 44.097 • Compressor variable diffuser vane actuator. of at least 25°C to avoid the formation of condensation when the compressors
Hydrocarbons C4 58.123 100.0 100.0 100.0 • Oil mist separator (demister). are stopped.

• LO immersion heater. Lubricating oil is supplied from the sump through separate suction strainers
Introduction • Gear-driven main LO pump. and one of the two LO pumps. The discharge from the pumps is through non-
return check valves to a common LO supply line that feeds the gearbox and its
Two dual speed low duty (LD) compressors are installed in the cargo machinery • Auxiliary LO pump. bearings. The main operational pump is driven by the high speed gear shaft of
room, which are used to compress the LNG produced by natural boil-off so that • Oil cooler. the compressor. Upon failure of the driven pump, the standby electric motor-
it can be used as fuel in the main generator engines or disposed of in the gas driven auxiliary pump is automatically started and an alarm raised to indicate
combustion unit (GCU). The LD compressors are two-stage machines with the • Duplex oil filter.
abnormal conditions to the duty engineer. The standby electric auxiliary pump
discharge from the first stage being delivered to the inlet of the second stage. • Gear coupling (low speed). is also used during the starting and shutdown cycles of the compressor for a
The second stage increases the gas pressure to approximately 630kPa (absolute) preset period of time.
and then discharges to the warm-up/boil-off heaters No.1 and No.2 and then • Bulkhead/shaft seal.
on to the engine room. • Main drive electric motor.

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To control the temperature of the oil, it is passed through a heat exchanger Variable Diffuser Vanes b) Start the LO sump heater between 45 minutes and 1�� ½ ��
hours
where it is cooled. The thermal bypass temperature control valve prevents prior to the expected compressor start-up time. The duration can
To achieve the required gas flow, the compressors have variable diffuser vanes
over-cooling and is used to maintain the oil within a range of between 38°C vary and is dependent on the ambient temperature.
(VDVs) fitted. The vanes are operated by pneumatic actuators which receive
and 47°C.
control signals from the flow controller.
c) Close the seal chamber vent line valve.
The oil supply to the bearings is fed via a 25 micron duplex filter. A pressure
Adjustment of the vanes is possible through a distance of 0 to 200mm, the
control valve (PCV8) then regulates the oil flow to the bearings, with any d) Open the nitrogen seal gas supply manual valve.
position is indicated both locally and via the IAS. A 4-20mA signal line is
excess oil being bypassed and returned to the sump. The pump pressure relief
connected to the pressure transmitter which converts the electrical signal to a
valves act as back-up and are set to lift at a pressure of 6.9 bar. e) Open the compressor suction and discharge valves.
pneumatic signal of between 20kPa and 100kPa. The VDV can be controlled in
local or remote modes, but the control buttons only control one VDV actuator.
Temperature sensors fitted, monitor the oil outlet temperature of the gear f) Run the auxiliary LO pump for approximately 30 minutes to
The second is controlled with the pressure ratio regulator. The VDV degree of
bearings, but for reference, the nominal bearing operating temperature should warm-up the gearbox and bearings. Check the LO system for
opening on both compressor stages may not be the same however, as the second
be between 45° and 50°C. Should the temperature rise to 60°C, this will cause any leaks.
one is a function of the first.
the alarm relays to operate.

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g) Open the cooling water inlet and outlet for the LO cooler and
The LO system can be seen in illustration 4.4.2a and is used to feed the Bulkhead Shaft Seals confirm there is cooling water available.
following: A flow orifice regulates the flow of oil and the oil pressure to the bulkhead
• Journal bearing on both sides of the high speed shaft. seal. This oil is used for the lubrication of the bulkhead/shaft seal and returns h) Open the instrument air supply to the control panel.
back to the oil tank.
• Journal bearing on the driven end of the low speed shaft. i) Switch on the power to the control cabinet.
• Integral thrust and journal bearing on the non-driven end of low
Capacity Control
speed shaft. In the cargo control room:
The main engine gas flow demand control valve dictates the position of the
• Sprayers for the gearwheels.
capacity controller on the compressor. The compressor output capacity is

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j) Select the IAS screen (LD compressor) for the appropriate
controlled by changing the position of the diffuser vanes, the compressor motor operation.
Surge Control System speed is not a function of the gas flow. At the lowest capacity demand or on
starting, the vanes will be fully closed, the electrical input at a minimum and k) To start the compressor, press the compressor RESET button and
An automatic surge control system is provided to ensure that the compressor
the compressor set to low speed. check that all of the alarms and trip lamps are off. Confirm also
flow rate does not fall below the designed minimum value. Below this rate, the
gas flow will not be stable and the compressor will be liable to surge, causing that the READY TO START lamp is on. Press the half speed
As the demand signal increases, the guide vanes will be opened and as or the full speed start button. If the half speed start button is
shaft vibration which may result in damage to the compressor.
the temperature drops below 100°C the motor speed will be increased to pressed, the full speed start button has to be pressed to increase
high speed. Further gas flow demand will increase the diffuser vane setting the compressor to full speed conditions. This can be done once
The two compressors are equipped with an automatic surge control system
accordingly. The output from the controllers are limited to prevent rapid the inlet gas temperature has fallen to -100°C and remained
using a bypass valve responding to a low flow controller. The variable diffuser
changes and surging in the compressor gas discharge, but designed to maintain below -90°C for 30 minutes. Check that no alarm or trip lamps
vanes on both compressor suction sides will be controlled by a process loop.
a pressure of ??MPa to the gas burning system. are on and check the��
bearing temperatures and vibration levels.
Speed and variable diffuser vanes control the flow.

Both LD compressors are equipped with an automatic surge control system Note: The electrical input to the dual speed motor will be interlocked to a l) The auxiliary (standby) LO pump should stop after the
which consists of: minimum if the guide vane control is switched to LOCAL. The compressor compressor-driven pump has run up to speed and is delivering
control will be set to the manual mode if any of the fuel gas control valves full system pressure.
• A flow transmitter. are operated manually.
• A compressor differential pressure transmitter. Observe the following parameters:
• A ratio station. Operating Procedures
m) The differential gas pressure between the seal gas inlet and the
• An anti-surge controller. compressor reference pressure should read ??MPa. Adjust the
The compressors are started on half speed and then switched over to high speed
• A recirculating valve on the gas stream. supply reducer if required.
once the operating conditions have stabilised. To prepare the LD compressors
for running, proceed as follows:
On the basis of a preset ratio between the gas flow and the compressor n) The LO supply pressure should read ??MPa. Adjust the supply
differential pressure signals, the anti-surge controller produces a signal which regulator if required.
a) Check the VDVs are closed and switch to automatic mode.
modulates the compressor bypass valve.

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o) The LO supply temperature to the gearbox should be above Compressor Alarms Tag Description Normal Alarm/ Set
30°C. Operation Action Point
LD Compressor Set Points, Alarms, Shutdowns and Alarm Channels
TE 9A Bearing temperature ~65°C - -
p) Check the local control panel for alarms. Tag Description Normal Alarm/ Set 1st stage Trip 100°C
Operation Action Point
q) Check the complete operating system for oil, seal gas, air, water TE 9F Bearing temperature ~65°C - -
PTI 1 Suction gas pressure 103kPa(a) - - 2nd stage Low l2 15°C
and product leakage.
PTI 12 Gas pressure between two 334kPa(a) - - High 95°C
stages TT 9B Bearing temperature ~65°C Trip 100°C
Compressor Trips PTI 2 Discharge gas pressure 650kPa(a) - - TSHH 9B TE 9B
The following operating conditions trip the LD compressors: PDTI l12 Differential gas pressure - 231kPa - - TE 9E Bearing temperature ~65°C Low l2 15°C
stage 1 2nd stage High 95°C
• The emergency shutdown system.
PDTI 122 Differential gas pressure - 316kPa - - PTI 8 LO pressure to the gearbox ~150kPa Low l2 100kPa
• High gas discharge temperature. stage 2

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• Bearing high temperature (1st stage or 2nd stage compressors). TE 1 Suction gas temperature -120°C PSLL 8A Gearbox LO pressure ~150kPa Trip 80kPa
• Excessive rotor vibration (75µm). High l3 -100°C PSL 8C LO pressure bulkhead ~l10kPa Low l2 40kPa
TE 12 Suction gas temperature -22.6°C - - PSLL 8C LO pressure bulkhead ~l10kPa Trip 20kPa
• Electrical power failure. between two stages
PCV 8 LO pressure control valve
• Low LO pressure to the gearbox. TE 2A Discharge gas temperature 64.8°C
Trip +l15°C PCV l1A Seal gas control valve 1st
• High bulkhead seal oil temperature. stage
TE 2B Discharge gas temperature 64.8°C
• Low oil pressure at the bulkhead seal. PDCV l1B Seal gas control valve 2nd
High +100°C
• Low seal gas pressure (1st stage). stage
PDT 1 Process gas flow 5.07kPa - -

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PCV l1B Bulkhead seal gas supply
• Low seal gas pressure (2nd stage). YET 9A Vibration YEA 10-30µm/s
High 50µm/s PTI l1A Seal gas pressure 1st stage 25kPa L l1 l2 20kPa
Non-trip alarms indicated on the IAS are as follows: Trip 75µm/s PTI l1B Seal gas pressure 1st stage 25kPa Trip 15kPa
YET 9B Vibration YEB 10-30µm/s PDTI l1A Seal gas pressure 2nd stage 40kPa L l1 l2 20kPa
• Compressor discharge gas temperature.
High 50µm/s PDTI l1B Seal gas pressure 2nd stage 40kPa Trip 15kPa
• Excessive rotor vibration (50µm). Trip 75µm/s ZT 3A VDV position 1st stage - - -
• Compressor LO filter differential pressure. AET 9A Axial position 1st stage 0-450µm - 350 - ZT 3B VDV position 2nd stage - - -
• Sump tank oil level. 450µm
PCV 3A Nozzle actuator control - - -
AET 9B Axial position 2nd stage 0-450µm - 350 - valve 1st stage
• Sump tank oil temperature low. 450µm
PCV 3B Nozzle actuator control - - -
• Sump tank oil temperature high. PDTI 7 Differential pressure oil 50kPa valve 2nd stage
• System oil temperature high. filter High 250kPa
PCV 3D Insulating box supply - - -
LSL 5 Oil tank level - Low l1 -
• Bearing high temperature. PT 3A Discharge gas pressure 550 kPa Trip 750kPa
TVC 5 Oil heater temperature 40°C - -
• Bearing low temperature. PT 3B Discharge gas pressure 550 kPa Trip 750kPa
TSL 5 Temperature oil tank 55°C Low l1 25°C
Key:
• Low LO pressure to the gearbox. TSH 5 High 60°C
H: High Level Alarm
• Low oil pressure at the bulkhead seal. TE 8 Temperature oil system - ~42°C HH: High-High Level - Trip
Gearbox inlet Low l2 +20°C L: Low Level Alarm
• Low seal gas pressure (1st stage). High +55°C LL: Low-Low Level - Trip
• Low seal gas pressure (2nd stage). TT 10A Temperature oil bulkhead ~60°C - - l1: Start-up interlock LO pump
• Motor aft bearing temperature. Trip +80°C l2: Start-up interlock machine
TT 10B Temperature oil bulkhead ~60°C - -
• Motor forward bearing temperature. High +75°C
• Motor winding temperatures.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.4 - Page 10 of 10

4.6 LNG Vaporiser

4.7 Forcing Vaporiser and Mist Separator

4.7.1 Forcing Vaporiser

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4.7.2 NBO Mist Separator - Spray Pre-Cooler

4.7.3 FBO Mist Separator - Common Spray Pipe

4.7.4 Spray Pre-Coolers

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.5 - Page of 4

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4.5 Boil-Off/Warm-up Heaters Heater Data Condensate Drainage
Operation Design Beginning End The steam condensate from the heaters is returned to the gas vent drains tank
Manufacturer: Cryostar in the cargo machinery room via steam traps and the drains cooler before being
Warm-Up Warm-Up
No. of sets: 2 Mode 1 Mode returned to the engine room condensate system.
Type: Shell and U tube Process Fluid (Methane) (Methane) (Methane)
Model: 65-UT-38/34-4.2 The gas vent drains tank is fitted with a natural vent, which exhausts to
Mass Flow of gas (kg/h) 16,000 22,000 10,000 atmosphere on the top of the cargo machinery room, which is constantly
Inlet volume flow (m³/h) 11,907 8,319 11,060 monitored by the gas sampling system to prevent the possibility of LNG vapour
Introduction Outlet volume flow (m³/h) 24,052 25,577 15,033 entering the cargo machinery room in the event of a failure of any of the tubes
Inlet temperature (°C) -40 -125 30 within. To assist with the separation of the gas from the condensate, the tank is
There are two steam heated boil-off/warm-up heaters fitted and these are Outlet temperature (°C) 80 20 123 fitted with an internal baffle and a weir plate.
located in the cargo machinery room on the starboard side of the trunk deck. uncontrolled
Outlet temperature (°C) controlled 80 0 80 Note: The cargo machinery room exhaust fans and the gas sampling system
The heaters have been provided for use in the following modes: must be in operation prior to and during any cargo operations which involve

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Supply inlet pressure (kPag) 60 100 40
• Fuel Gas Mode - In conjunction with the LD compressors the LNG and GNG entering the cargo machinery room pipework system.
System outlet pressure (kPag) 20 20 20
heaters can supply heated boil-off gas to the engine room for
Pressure drop calculated (kPa) 6 7 3
burning in the main generator engines. Under normal operating
conditions, only one heater is used for fuel gas operations and Nozzle velocity, inlet (m/s) 46.8 32.7 43.5
the gas outlet temperature is regulated to between 50°C and Nozzle velocity, outlet (m/s) 53.2 56.5 33.2
30°C depending on the loaded or ballast condition. Heat exchange (kW) 1,215 1,741 317
• Warm-Up Mode - In conjunction with the HD compressors the Steam supply (kg/h) 2,152 3,082 560
heaters can be used for warming-up the cargo tanks prior to gas Operation End Boil-off Boil-off

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freeing operations. This will normally only be done prior to a Warm-Up Gas Gas
dry docking or in the event that a one tank warm-up operation 2 Mode (Loaded) (Ballast)
has to be carried out for maintenance purposes. The heater gas Process Fluid (Methane) (Methane) (Methane)
outlet temperature is regulated to 80°C throughout the warm-up Mass Flow of gas (kg/h) 7,400 7,000 5,800
operation and when used in this mode, both heaters are normally
used. Inlet volume flow (m³/h) 9,396 1,778 789
Outlet volume flow (m³/h) 11,124 1,779 1,382
CAUTION Inlet temperature (°C) 50 50 -100
When returning heated vapour to the cargo tanks in warm-up mode, the Outlet temperature (°C) 135 136 79
temperature at the heater outlet should not be allowed exceed +80°C. uncontrolled
Failure to comply with this could result in damage to the cargo tank Outlet temperature (°C) controlled 80 50 30
insulation and safety valves. Supply inlet pressure (kPag) 30 550 550
System outlet pressure (kPag) 20 550 550
Control of Temperature Pressure drop calculated (kPa) 2 0 0
Nozzle velocity, inlet (m/s) 36.9 7 3.1
Two control valves are fitted to each heater for controlling the outlet Nozzle velocity, outlet (m/s) 24.6 3.9 3.1
temperature. One control valve is located on the heater inlet and the other valve Heat exchange (kW) 141 0 477
is on the bypass line. A split range controller regulates the two control valves
to the desired set point. Steam supply (kg/h) 249 0 845
Steam inlet temperature (°C) 174
When starting the heater in warm-up mode, the bypass valve should initially Steam outlet temperature (°C) Approximately 169
be fully OPEN and the inlet valve fully SHUT. With the valve controls in the Steam pressure bar (kPag) 1,000
remote position, the temperature can slowly be increased on the IAS panel.

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Procedure for Preparing No.1 Heater for Use o) Before commencing the operation, set up all the LNG (vapour) Note: Cargo machinery room exhaust fans must be in operation prior to and
valves on the cargo system as necessary. during any cargo operations which involve LNG and GNG entering the cargo
a) Ensure that there is a control air supply to the cargo machinery machinery room pipework system.
room. p) Manually open No.1 gas heater LNG vapour inlet and outlet
valves, CG921 and CG936.
When one of the trip causes is active, the following actions will be initiated:
b) Ensure that the main steam supply valve ST005 in the engine
room to deck is open. q) At the CCR console, select the heater mimic on the IAS and set • Unit shutdown relay output will be opened immediately.
the temperature required on the temperature controller for No.1
• The common trip indicator on the local panel is powered.
c) Ensure that the main steam supply to the cargo machinery room gas heater. The desired temperatures are 30°C for Boil-off Gas
ST601 is open. mode and 80°C for Warm-Up mode.
Shutdown Reset
d) Ensure that the inlet and outlet valves WF501F and WF502F for r) Turn the auto-control switch to the AUTO position on the A reset button is placed on the IAS mimic. This button has to be activated
the supply of fresh water cooling medium to the drain cooler are temperature control valve CG921. in order to reset the shutdown logic, and to get power back on the valve
open. solenoids.

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s) Ensure that there are no alarms or trips active on No.1 heater.
e) Open the drain cooler inlet valve SD651 and outlet valve
t) Turn the auto-control switch to the MAN position on No.1 gas Boil-Off/Warm-Up Heater Shutdown/Trip Point
SD653F to the gas vent drain tank and ensure that the cooling
water supply valves are open. The bypass valve SD652F to be heater temperature control valve CG921. Tag Description Normal Signal Set
closed. Operation Type Action Point
u) Monitor all pressures and temperatures and drain pot level until PTI 1 Gas inlet pressure 30~550kPa - - -
f) Open the heater shell side vent valve. the heater has stabilised.
TE1 Gas inlet temperature -125°~ +50°C - - -
g) Ensure the condensate level indicator inlet and outlet valves on v) Once the heater has stabilised and at the required temperature, PIT 2 Gas outlet pressure 20~550kPa - - -

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the heater condensate drain pot are open. change the temperature control valve CG921 to the AUTO Boil-off temperature +80°C
position. TE 2 Gas outlet temperature - control
h) Open the heater shell side condensate drain valve to the save- Warm-up temperature +80°C
all. control
Procedure for Shutting Down No.1 Heater
L Alarm -20°C
i) Open the condensate inlet valve SD611F to the steam trap. H Alarm +85°C
a) Close the LNG inlet valve CG922 to the heater.
TSHH 2 Gas outlet temperature - HH Trip +100°C
j) Open the condensate outlet valve SD613F from the steam trap. switch
b) Allow the inlet and outlet temperatures to equalise.
PIT 3.1 Steam inlet pressure 800kPa(g) - - -
k) Crack open the heating steam bypass valve ST612F and
c) Close the main steam supply valve ST611F. TE 4 Condensate temperature -150~ +190°C L Alarm +90°C
commence warming-through the heater.
TSLL 4 Condensate temperature LL Trip +80°C
d) Crack open the shell side condensate drain valve and slowly switch
l) When all the air has been vented from the heater, close the shell
reduce the pressure in the heater. LSH4 Condensate level switch 0mm H Alarm 250mm
side vent valve.
LSHH4 0mm HH Trip 330mm
e) Once the shell pressure is at atmospheric pressure, open the
m) When the water has drained from the heater shell side, close in
shell vent valve. Key:
the condensate drain valve to the save-all until it is just cracked
open. Allow the heater to slowly warm-through and close the H: High Level
f) Close the condensate drain valve SD611F to the steam trap. HH: High-High Level
valve when the condensate outlet temperature is approximately
170°C. L: Low Level
g) Close the condensate outlet valve SD613F from the steam trap. LL: Low-Low Level
n) Once the steam pressure has risen to the operating pressure,
The procedure for setting heater No.2 into operation is the same as that detailed
close the bypass valve ST612F and open the main steam valve
above.
ST611F. The heater is now ready for use.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.5 - Page of 4

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4.6 LNG Vaporiser 2. Emergency Forcing Locally it is possible to put the control valve in local control and adjust the
valve position from the local gauge board in the compressor machinery room.
Manufacturer: Cryostar • Supply the main engines with forced fuel gas via the heaters The control will read the actual valve position in order to ensure bumpless
when the natural boil-off is insufficient and the forcing vaporiser transfer when the valves are returned to remote control.
No. of sets: 1
is not operable.
Type: Shell and U tube
• The vaporiser outlet temperature must be controlled at -40°C Control for Temperature
Model: 65-UT-38/34-5.6
during the emergency forcing operation and the outlet flow to
The outlet temperature is controlled by a controller which reads the outlet
be directed to the mist separator.
Operation Vapour LNG Emcy temperature and manipulates the bypass (temperature) control valve.
Purge Discharge Forcing
3. Gassing-Up A re-evaporator (spray pipe) is fitted to the outlet piping in way of the
Methane Methane Methane
temperature control nozzle pipe section. This is to ensure that the accumulation
Flow of gas (kg/h) 11,000 26,100 5,900 • Supply the GNG (gaseous natural gas) to the cargo tanks of non-vaporised liquid at the vaporiser discharge is avoided and the outlet is
Inlet volume flow (m³/h) 24 58 13 and displace the inert gas before the initial cooldown/loading maintained at a stable temperature.
operation. Normally this will only be carried out during the

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Outlet volume flow (m³/h) 13,737 14,807 1,081
first cargo after a dry docking, or in the event of a one tank gas The re-evaporator (spray pipe) consists of two knitted mesh filters inserted
Inlet pressure (kPa(g)) 3 3 8
freeing operation. into the discharge piping to fractionate the droplets and create the necessary
Inlet temperature (°C) -163 -163 -163
turbulence to transform the small droplets into a fine fog of liquid gas. There
Outlet temperature (°C) 47 -19 83 are also two conical baffles installed in the same section of pipe to allow any
4. Inerting with LN2
(uncontrolled) carry-over of liquid to be directed in to the gas stream on the pipe bottom.
Outlet temperature (°C) 20 -140 -40 • Supply the cargo tanks with vaporised nitrogen using liquid
(controlled) nitrogen supplied by the terminal, in the event of the vessel’s Condensate Drainage
Inlet pressure (kPa(g)) 55 191 557 inert gas generator being inoperative. This operation would only
Outlet pressure (kPa(g)) 20 20 550 be carried out at the initial inerting of cargo tanks or at the first The steam condensate from the heaters is returned to the gas vent drains tank in

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loading terminal after dry dock. The vaporiser outlet temperature the engine room via steam traps and the drains cooler. The gas vent drains tank
Pressure drop, calculated kPa 19 85 3 is constantly monitored by the gas sampling system to prevent the possibility
must be controlled at 20°C during the inerting operation.
Nozzle velocity inlet (m/s) 3.45 8.21 1.85 of LNG vapour entering the engine room in the event of a failure of any of the
Nozzle velocity outlet (m/s) 30.4 32.7 2.4 tubes within. To assist with the separation of the gas from the condensate, the
Heat exchange (kW) 2,835 4,083 1,297 Gassing-Up tank is fitted with an internal baffle and a weir plate.
Steam supply (kg/h) 5,019 7,229 2,295
In this mode the vaporiser is used during the gassing-up process to supply Note: The cargo machinery room exhaust fans and the gas sampling system
Steam inlet temperature 174°C warm vapour to the cargo tanks to displace the inert gas. For this the LNG must be in operation prior to and during any cargo operations which involve
Steam outlet temperature 169°C (approximate) liquid is supplied from the terminal to the liquid manifold where it passes to LNG entering the cargo machinery room pipework system.
Inlet pressure (kPa(g)) 800 the stripping/spray header via the appropriate ESDS liquid valve. It is then fed
Outlet pressure (kPa(g)) 800 to the vaporiser and the LNG vapour produced is passed at +20°C to the vapour
Nozzle velocity inlet (m/s) 24.9 35.8 11.4
header and then into each tank via the vapour domes. Procedure for Preparing the LNG Vaporiser for Use
Nozzle velocity outlet (m/s) 0.71 1.02 0.32 A secondary role is to supply the cargo tanks with vaporised nitrogen using a) Ensure that there is a control air supply to the cargo machinery
liquid nitrogen supplied by the terminal in the event of the vessel’s inert gas room.
General Description generator being inoperative. This operation would only be carried out at the
initial inerting of cargo tanks or at the first loading terminal after dry dock. b) Ensure that the main steam supply valve ST005 in the engine
The LNG vaporiser is located in the cargo machinery room, and is provided The vaporiser outlet temperature must be controlled at 20°C during the inerting room to deck is open.
for: operation.
c) Ensure that the main steam supply to the cargo machinery room
Control for Pressure ST601 is open.
1. LNG Discharge
The flow rate through the LNG vaporiser can be controlled either by a flow d) Ensure that the inlet and outlet valves WF501F and WF502F for
• Supply cold vapour to the cargo tanks during discharge controller or by a pressure controller. The flow controller reads the flow rate
operations whenever the discharge terminal return gas blowers the supply of fresh water cooling medium to the drain cooler are
downstream of the vaporiser and manipulates the inlet (flow) control valve. open.
are not operative or are not supplying sufficient return vapour Switching between pressure and flow rate control is bumpless and can be done
to the ship. at any time.

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e) Open the drain cooler inlet valve SD651 and outlet valve u) Monitor all pressures and temperatures and drain pot level until Shutdown and Reset
SD653F to the gas vent drain tank and ensure that the cooling the vaporiser has stabilised. When the vaporiser is tripped by low condensate temperature, etc, both the
water supply valves are open. The bypass valve SD652F to be inlet and bypass valves are automatically closed.
closed. v) Once the vaporiser has stabilised and at the required temperature,
change the temperature control valve CS906 to the AUTO A reset button is located on the local control panel in the compressor house.
f) Open the vaporiser shell side vent valve. position. This button has to be activated in order to reset the shutdown logic, and to get
power back on the valve solenoids.
g) Ensure the condensate level indicator inlet and outlet valves on CAUTION
the vaporiser condensate drain pot are open. Thorough checks around the LNG vaporiser and associated flange The following alarms and trips are available:
connections must be conducted during operation.
h) Open the vaporiser shell side condensate drain valve to the save-
all. LNG Vaporiser Shutdown/Trip Point
Control
Tag Description Normal Signal Set
i) Open the condensate inlet valve SD623F to the steam trap. Process control on the outlet temperature from the vaporiser, with high and low Operation Type Action Point

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temperature alarms, is controlled by the temperature control valve CS502. PIT 1 Gas inlet pressure 55~557kPa - - -
j) Open the condensate outlet valve SD626F from the steam trap.
TE1 Gas inlet temperature -196°~ - - - -
Note: Cargo machinery room exhaust fans must be in operation prior to
k) Crack open the heating steam bypass valve ST618F and and during any cargo operations which involve LNG entering the cargo
163°C
commence warming-through the vaporiser. machinery room pipework system. PIT 2 Gas outlet pressure 20~550kPa - - -
LNG disch. temp. control -140°C
l) When all the air has been vented from the vaporiser, close the TE 2 Gas outlet temperature - Purge temp. control +20°C
shell side vent valve. Note: The gas sampling system must be in operation prior to and during any
Inerting temp. control +20°C
cargo operations which involve LNG entering the cargo machinery room
pipework system. Em’cy forcing temp. -20°C

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m) When the water has drained from the vaporiser shell side, control
close in the condensate drain valve to the save-all until it is L Alarm -145°C
just cracked open. Allow the vaporiser to slowly warm-through Procedure for Shutting Down the LNG Vaporiser After Use H Alarm +85°C
and close the valve when the condensate outlet temperature is
TE 4 Condensate temperature -150~ +190°C L Alarm +90°C
approximately 170°C. a) Close the vaporiser main LNG supply valve CS902. TSLL 4 Condensate temperature LL Trip +80°C
switch
n) Once the steam pressure has risen to the operating pressure, b) Allow the inlet and outlet temperatures to equalise and then
close the steam bypass valve ST618F and fully open the main LSH4 Condensate level switch 0mm H Alarm 250mm
manually close the LNG vaporiser liquid supply valve CS702.
steam supply valve ST617F. The vaporiser is now ready for LSHH4 0mm HH Trip 330mm
use. c) Close the main steam supply valve ST617F.
Key:
o) Set up all the LNG valves on the cargo system required for the H: High Level
d) Crack open the shell side condensate drain valve and lower the
operation to be carried out. HH: High-High Level
pressure in the vaporiser.
L: Low Level
p) Manually open the LNG vaporiser inlet and outlet valves, LL: Low-Low Level
e) Once the shell pressure is at atmospheric, open the shell vent
CS902 and CG932. valve.

q) At the CCR console, select the Vaporiser mimic on the IAS and f) Close the condensate inlet valve on the steam trap.
set the temperature required on the temperature controller for
LNG vaporiser. g) Close the condensate outlet valve on the steam trap.

r) Turn the auto-control switch to the AUTO position on the flow When one of the trip causes is active, the following actions will be initiated:
control valve CS905.
s) Ensure that there are no alarms or trips active on No.1 heater. • Unit shutdown relay output will be opened immediately.
• The common trip indicator on the local panel is powered.
t) Turn the auto-control switch to the MAN position on LNG
vaporiser temperature control valve CS906.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.6 - Page of 4

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.6 - Page of 4

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4.7 Forcing Vaporiser and Mist Separator Control for Pressure c) Ensure that the main steam supply to the cargo machinery room
Two pressure controllers are provided, one for the laden voyage and one for ST601 is open.
4.7.1 Forcing Vaporiser the ballast voyage. The flow rate through the forcing vaporiser is measured in
a flow orifice and the differential pressure signal is transferred to a flow signal d) Ensure that the inlet and outlet valves WF501F and WF502F for
Manufacturer: Cryostar in the transmitter. The flow rate measurement is read by the flow controller, the supply of fresh water cooling medium to the drain cooler are
No. of sets: 1 which manipulates the inlet (flow rate) control valve according to the desired open.
Type: Shell and U tube flow to automatically control the vapour header pressure.
e) Open the drain cooler inlet valve SD651 and outlet valve
Model: 34-UT-25/21-3.6 shell and U tube SD653F to the gas vent drain tank and ensure that the cooling
To ensure stable operation of the forcing vaporiser, a minimum flow rate of
400kg/h is required, to be manually input on the gas management mimic. If water supply valves are open. The bypass valve SD652F to be
Operation Design Forcing Min. Flow the flow demand goes below this limit, the minimum flow rate is maintained, closed.
Methane Methane Methane which (while unlikely) can cause a pressure increase in the tanks.
f) Open the vaporiser shell side vent valve.
Flow of gas kg/h 5,900 5,900 1,180
Control for Temperature

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Inlet volume flow m³/h 13 13 3 g) Ensure the condensate level indicator inlet and outlet valves on
Outlet volume flow m³/h 1,081 802 216 The forcing vaporiser is equipped with a temperature controller to obtain a the vaporiser condensate drain pot are open.
Inlet temperature °C -163 -163 -163 constant and stable discharge temperature for various ranges of operation.
Outlet temperature °C 15 15 118 h) Open the vaporiser shell side condensate drain valve to the save-
(uncontrolled) The temperature of the gas produced is adjusted by injecting a certain amount all.
Outlet temperature °C -40 -100 -40 of bypassed liquid into the outlet side of the vaporiser through a bypass
(controlled) (temperature) control valve and liquid injection nozzles. i) Open the condensate inlet valve SD619F to the steam trap.
Supply inlet pressure kPag 650 650 650
A re-evaporator is fitted to the outlet piping in way of the temperature control j) Open the condensate outlet valve SD621F from the steam trap.
Outlet pressure kPag 550 550 550

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nozzle pipe section. This is to ensure that the accumulation of non-vaporised
Pressure drop calculated 86 86 3 liquid at the vaporiser discharge is avoided and the outlet is maintained at a k) Crack open the heating steam bypass valve ST616F and
Nozzle velocity inlet m/s 3.3 3.3 0.65 stable temperature. commence warming-through the vaporiser.
Nozzle velocity outlet m/s 17 12.6 3.4
The re-evaporator consists of two knitted mesh filters inserted into the l) When all the air has been vented from the vaporiser, close the
Heat exchange kW 1,297 1,072 259
discharge piping to fractionate the droplets and create the necessary turbulence shell side vent valve.
Steam supply kg/h 2,295 1,899 459 to transform the small droplets into a fine fog of liquid gas. There are also two
Steam inlet temperature 179 °C conical baffles installed in the same section of pipe to allow any carry-over of m) When the water has drained from the vaporiser shell side,
Steam outlet temperature 174 °C (approximate) liquid to be directed in to the gas stream on the pipe bottom. close in the condensate drain valve to the save-all until it is
just cracked open. Allow the vaporiser to slowly warm-through
Condensate Drainage and close the valve when the condensate outlet temperature is
General Description approximately 170°C.
The steam condensate from the vaporiser is returned to the atmospheric drains
tank via the gas/vent drains tank, which is fitted with a gas detector sampling n) Once the steam pressure has risen to the operating pressure,
The forcing vaporiser is used to supply the engines with additional fuel gas
point in case of a failure of any tubes within the vaporiser. The tank is also close the steam bypass valve ST616F and fully open the main
when the natural boil-off pressure is insufficient to maintain the demand when
fitted with a high level alarm. steam supply valve ST615F. The vaporiser is now ready for
the engines are operating in fuel gas mode and to increase the tank pressure in
dual fuel mode. use.
Procedure to Prepare the Forcing Vaporiser for Use
The forcing vaporiser and its controllers maintain the vapour header pressure at o) Set up all the LNG valves on the cargo system required for the
its set point by supplementing the natural boil-off rate from the cargo tanks by a) Ensure that there is a control air supply to the cargo machinery operation to be carried out.
vaporising part of the LNG cargo when operating in fuel gas only (100% gas) room.
mode. At design boil-off rate on the loaded and ballast voyage, 0.15% per day, p) Manually open the LNG forcing vaporiser inlet and outlet
the forcing vaporiser will supply about 40% of the engine load requirements b) Ensure that the main steam supply valve ST005 in the engine valves, CS901 and CG929.
when operating at NCR and 50% when operating at MCR. On the ballast room to deck is open.
voyage, the natural boil-off rate is reduced, so the forcing vaporiser will be q) At the CCR console, select the vaporiser mimic on the IAS and
required to supply larger flow rates to force vaporised gas depending on the set the temperature required on the temperature controller for
amount of spray cooling into the cargo tanks. LNG vaporiser.

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r) Turn the auto-control switch to the AUTO position on the flow When one of the trip causes is active, the following actions will be initiated:
control valve CS903. • Supply and bypass valves will automatically shut.
s) Ensure that there are no alarms or trips active on vaporiser. • Unit shutdown relay output will be opened immediately.
• The common trip indicator on the local panel is powered.
t) Turn the auto-control switch to the MAN position on LNG
vaporiser temperature control valve CS904.
Shutdown Reset
u) Monitor all pressures and temperatures and drain pot level until A reset button is placed on the IAS mimic. This button has to be activated
the vaporiser has stabilised. in order to reset the shutdown logic, and to get power back on the valve
solenoids.
v) Once the vaporiser has stabilised and at the required temperature,
change the temperature control valve CS904 to the AUTO The following alarms and trips are available:
position.

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Forcing Vaporiser Shutdown/Trip Point
CAUTION
Tag Description Normal Signal Set Point
Thorough checks around the forcing vaporiser and the associated flange
Operation Type Action
connections must be conducted during operation.
PIT 1 Gas inlet pressure 650kPa - - -

Procedure to Shut Down the Forcing Vaporiser After Use TE1 Gas inlet temperature -163°C - - -
PIT 2 Gas outlet pressure 550kPa - - -
a) Close the vaporiser main LNG supply valve CS901, allowing FBO temp. control 1st -20°C

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the liquid to boil-off naturally and ensure that one of the control TE 2 Gas outlet temperature - stage
valves remain open for draining purposes. Em’cy forcing temp. -20°C
control
b) Allow the inlet and outlet temperatures to equalise before L Alarm Not used
manually closing the liquid supply valve CS702. H Alarm +85°C
TE 4 Condensate temperature -150~ +190°C L Alarm +90°C
c) Close the main steam supply valve ST616F after all the LNG in TSLL 4 Condensate temperature LL Trip +80°C
the vaporiser has evaporated. switch
LSH4 Condensate level switch 0mm H Alarm 250mm
d) Crack open the shell side condensate drain valve to lower the LSHH4 0mm HH Trip 330mm
pressure of the forcing vaporiser.
Key:
e) Once the shell pressure is at atmospheric pressure, open the H: High Level
shell vent valve. HH: High-High Level
L: Low Level
f) Close the condensate inlet valve SD615F to the steam trap. LL: Low-Low Level

g) Close the condensate outlet valve SD621F from the steam trap.

Note: Cargo machinery room exhaust fans must be in operation prior to and
during any cargo operations which involve LNG and GNG entering the cargo
machinery room pipework system.

Note: The gas sampling system must be in operation prior to and during any
cargo operations which involve LNG and GNG entering the cargo machinery
room pipework system.

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4.7.2 Nbo Mist Separator - sPRAY pRE-COOLER Model VMS-10/10-900 Gas Composition: Standard LNG Case: Laden Voyage

Manufacturer: Cryostar PERFORMANCE DATA 1 2 3 4 5 6 7

No. of sets: 1 Operating case Laden Ballast Mix Mix Mix Mix Mix
Type: VMS-10/10-900 Fluid Mix Mix Mix Mix Mix Mix Mix
Total mass flow kg/h 7,939 3,086 7,239 6,539 5,139 4,439 3,739
Removal rate: >99%
Inlet 1 Forced boil-off % 100% 105% 100% 100% 100% 100% 100%
Operating range: 1310 to 5240m³ h /

Mass flow kg/h 939 986 939 939 939 939 939
-120
During all periods that the vessel is in service and is ‘gassed-up’, the boil- Inlet temperature ºC -120 -120 -120 -120 -120 -120
off from the tanks will be burnt as fuel in the ship’s main generating plant or Inlet 2 Natural boil-off % 100% 30% 90% 80% 60% 50% 40%
disposed of in the gas combustion unit. This gas burning operation is started Mass flow kg/h 7,000 2,100 6,300 5,600 4,200 3,500 2,800
from the engine room and controlled by the ship’s engineers from the ECR.
Inlet temperature ºC -120 -120 -120 -120 -120 -120 -120
Outlet Temperature ºC -120 -120 -120 -120 -120 -120 -120

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When using the natural boil-off (NBO) as fuel for the ship’s main generating
plant it is of the utmost importance that no LNG liquid is carried over into Dew point ºC -77.3 -77.3 -77.3 -77.3 -77.3 -77.3 -77.3
the suction side of the LD compressors. For this reason the gas passes through Density kg/m³ 1.389 1.389 1.389 1.389 1.389 1.389 1.389
a mist separator before reaching the LD compressors to protect the LD Volume flow m³/h 5,720 2,222 5,213 4,709 3,701 3,197 2,693
compressor impeller.
Fluid quality Wet Wet Wet Wet Wet Wet Wet
The vertical separator vessel, with an inlet nozzle from the gas header and Condensate weight % 16.0 16.0 16.0 16.0 16.0 16.0 16.0
one outlet nozzle to the LD compressors, eliminates more than 99% of any kg/h 1269.9 493.6 1157.9 1045.9 822.0 710.1 598.1
mist. Any droplets formed inside the unit are directed to the bottom of the Pressure Inlet kPa(a) 106 106 106 106 106 106 106
mist separator where they are blown out of the drain pot by nitrogen using the

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Outlet kPa(a) 105.5 105.9 105.6 105.7 105.8 105.9 105.9
automatic drain sequence to No.3 or No.4 cargo tank liquid dome.
Pressure drop Allow. kPa(a) 3 3 3 3 3 3 3
Calc. kPa(a) 0.5 0.1 0.4 0.3 0.2 0.1 0.1
k factor 0.127 0.049 0.116 0.105 0.082 0.071 0.060
Nozzle velocity Inlet m/s 26.9 10.4 24.5 22.1 17.4 15 12.7
Outlet m/s 32.4 12.6 29.5 26.6 20.9 18.1 15.2
Outlet Gas Composition LNG Laden Ballast Mix Mix Mix Mix Mix
Nitrogen % 0.350 0.376 15.571 15.921 16.290 16.685 16.892 17.108
Methane % 88.000 94.101 94.101 94.101 94.101 94.101 94.101 94.101
Ethane % 7.800 5.368 5.368 5.368 5.368 5.368 5.368 5.368
Propane % 2.800 0.154 0.154 0.154 0.154 0.154 0.154 0.154
Butane % 1.050 0.002 0.002 0.002 0.002 0.002 0.002 0.002
Pentane %
% 100.00 100.00. 100.00 100.00 100.00 100.00 100.00 100.00
Condensate Composition
Nitrogen % 0.350 0.002 0.002 0.002 0.002 0.002 0.002 0.002
Methane % 88.000 6.065 6.065 6.065 6.065 6.065 6.065 6.065
Ethane % 7.800 40.468 40.468 40.468 40.468 40.468 40.468 40.468
Propane % 2.800 38.343 38.343 38.343 38.343 38.343 38.343 38.343
Butane % 1.050 15.122 15.122 15.122 15.122 15.122 15.122 15.122
Pentane %
% 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00

Draft: 2 - November 2011 IMO No: 9491812 Section 4.7 - Page of 8

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
4.7.3 FBO Mist Separator - Commmon spray pipe a) Verify the nitrogen header pressure is above 300kPa.

Manufacturer: Cryostar b) Close the mist separator drain valve CS907.

No. of sets: 1
c) Open the nitrogen purge valve NG917 for 30 to 60 seconds.
Type: VMS-6/6-500
Design mass flow: 5,900kg/h at -100ºC (596m³/h) d) Open the mist separator drain valve CS907.
Oppt. flow range: 160 to 660m³h
No. of passes: 1 e) Record in the Cargo Log each time this operation is
Removal rate: >99% performed.

FORCED boil-Off Mist separator

During forced boil-off operations, normal boil-off from the tanks is still taking
place, when the forced gas is added to the natural boil-off gas from the tanks, Model VMS-10/10-500 Gas Composition: Standard D Case: Laden Voyage
the two gases are mixed before entering the warm-up/boil-off heater. PERFORMANCE DATA 1 2 3 4 5 6 7

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Operating case Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
Normally in a large mixing range with different gas compositions and
Fluid Fcd BO Fcd. Bo Fcd BO Fcd BO Fcd BO Fcd BO Bat Bo
temperatures, mist would be created at the mixing point from two essentially
Total mass flow kg/h 5,112 4,090 3,067 2,045 1,022 511 0
dry gases. This is avoided by using both a natural boil-off mist separator and
a forcing mist separator and regulating the temperature of both the forced and Inlet 1 Forced boil-off % 100% 80% 60% 40% 20% 10%
the natural boil-off gas. The temperature of the forced gas to the FBO mist Mass flow kg/h 5,112 4090 3,067 2,045 1,022 511
separator is regulated using the spray cooler at the inlet. The temperature of Inlet temperature ºC -100 -100 -100 -100 -100 -100
the natural boil-off gas to the suction of the low duty compressors is regulated
using the spray pre-cooler at the inlet to the NBO mist separator, while the Inlet 2 Natural boil-off % 0%

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spray coolers at the outlet from the LD compressors to the heaters are used Mass flow kg/h 0
to reduce the very high temperature expected on the outlet side of two-stage Inlet temperature ºC -120
compressors. Outlet Temperature ºC -100 -100 -100 -100 -100 -100 -120
Dew point ºC -51.0 -51.0 -51.0 -51.0 -51.0 -51.0 -132.7
The vertical separator vessel, with two inlet nozzles from the forcing vaporiser
and one outlet nozzle to the supply line to the boil-off heaters, eliminates more Density kg/m³ 8,119 8,119 8,119 8,119 8,119 8,119 9,462
than 99.5% of any mist. Any droplets formed inside the unit are directed to Volume flow m³/h 630 504 378 252 126 63 0
the bottom of the mist separator where they should drain by gravity to No.3 or Fluid quality Wet Wet Wet Wet Wet Wet Dry
No.4 cargo tank liquid dome.
Condensate weight % 16 16 16 16 16 16
kg/h 815.7 652.6 489.4 326.3 163.1 81.6
Mist Separator Drainage Outlet Gas Composition LNG Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
Nitrogen % 0.690 0.745 0.745 0.745 0.745 0.745 0.745 6.811
The drain valve to the FBO mist separator CS908 is manually controlled to
drain the separator using internal pressure, while the NBO mist separator is Methane % 89.630 95.273 95.273 95.273 95.273 95.273 95.273 93.090
drained using an automatic sequence via valve CS907 and non-return valve Ethane % 6.320 3.815 3.815 3.815 3.815 3.815 3.815 0.098
CS964 to No.3 or No.4 cargo tank. The drain pot in the NBO is pressurised Propane % 2.160 0.161 0.161 0.161 0.161 0.161 0.161 0.001
with nitrogen to enable draining. The spectacle blanks at the drain non-return
valves CR306 and CR406 to the cargo tanks are normally left open. Butane % 1.200 0.007 0.007 0.007 0.007 0.007 0.007
Pentane %
A high level alarm at 58% is fitted to warn of an abnormal condition within % 100 100.00 100.00 100.00 100.00 100.00 100.00 100.00
the separator.

If the LPGs do not automatically gravity drain to the cargo tanks it will be
necessary to use the nitrogen connection at the drain pot installed below the
NBO mist separator drain valve. Proceed as follows:

Draft: 2 - November 2011 IMO No: 9491812 Section 4.7 - Page of 8

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.7 - Page of 8

The vessel is fitted with one pre-cooler for the NBO mist separator, one Tag Item Normal Action Set Point
common spray pipe for the FBO mist separator, and two aft coolers for the LD No.
compressors. PDIT 1 Mist separator LNG 0 ~ 2kPa H - alarm 4kPa
level HH - trip 5kPa
The coolers are supplied with cold LNG liquid from the in-use spray pump, PDIT 2 Drain pot LNG level 0 ~ 4.5kPa Level 1~
this liquid is sprayed into the flow of vapour passing through the cooler, thus control 4.5kPa
reducing the vapour temperature. TE 1 Gas outlet temperature -140~120ºC NBO temp. -120ºC
control
The NBO separator pre-cooler is used to maintain the temperature of the inlet
vapour to the LD compressor during the compressor start-up to at least -90°C
and below -85°C for 5 minutes. Once the LD compressor is operational, the FBO Condensate Separator and Common Spray Pipe
normal operating temperature of the pre-cooler is -120°C.

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Tag Item Normal Action Set Point
The FBO separator spray cooler is used to maintain the temperature of the No.
inlet vapour to the FBO separator at -100°C during forcing for supplying the PDIT 1 Condensate separator Level 2.5kPa
engines. LNG level control
PDIT 2 - H - alarm 5kPa
The two aft coolers are used to cool the vapour from the LD compressors to
HH - trip 6kPa
give a controlled inlet temperature of -40°C to the heaters. The heaters then
raise the vapour temperature to 45°C if it is being sent to the GCU or 20°C if TE 3 Gas outlet temperature FBO temp.
being sent to the engines - control 2nd -100ºC
stage

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Spray After-Coolers No.1 and No.2
Tag Item Normal Action Set Point
No.
TE 2C Gas outlet temperature Temp. +30ºC
control

Draft: 2 - November 2011 IMO No: 9491812 Section 4.7 - Page of 8

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.8 - Page of 6

SAMSUNG
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Draft: 2 - November 2011 IMO No: 9491812 Section 4.8 - Page of 6

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
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4.8 Nitrogen Generator • Fire extinguishing medium in the LNG vent mast risers. the low pressure side of the fibres. The bore side is gradually depleted of the
faster gases and becomes enriched in nitrogen. By adjusting the flow rate of
• Purging various parts of the cargo piping and boil-off gas
Manufacturer: Air Products AS air through the module, different levels of nitrogen purity can be produced as
system.
No. of sets: 2 well as production flow rates. The unwanted gases such as oxygen and carbon
dioxide and any water vapour present is then vented to atmosphere.
Type: Prism membrane The operating principle of each nitrogen generator is based on the use of
Model: NC1.1-1609P-WKP-120-970 hollow fibre membranes through which compressed air flows and is separated
Compressed air for the nitrogen generators is supplied from two dedicated
into oxygen and nitrogen.
Capacity: 120m³/h at 97% N2 compressors that have a capacity of 6.83m³/minute each. The air is supplied
Dew point: - 70°C at atmospheric pressure through an isolating valve before being passed through three air filters, one
Air is made up of 78% nitrogen, 21% oxygen and 1% of other gases such
feed air water separator/filter, and two feed air coalescing filters arranged
Discharge pressure: 1000kPa as carbon dioxide and hydrogen. Each of these gases has a characteristic
in series before passing through a 0.5kW electric heater. Thereafter, the air
Outlet gas composition: Oxygen 3% by volume permeation rate that is a function of its ability to dissolve and to defuse through
passes into the membrane units at a temperature of approximately 50°C.
a membrane. This characteristic allows ‘fast’ gases such as oxygen to be
Carbon dioxide <30ppm The air compressors operate independently of the nitrogen generators and
separated out from ‘slow’ gases such as nitrogen.
Nitrogen balance to 100% have their own set of controls. In the case of one compressor being out of

SAMSUNG
operation, the other unit can be used, but the control switch on the nitrogen
Each nitrogen generator module consists of thousands of these hollow fibre
generator crossover panel will need to be switched from the NORMAL to the
Air Compressors membranes enclosed inside a pressure vessel. As the compressed air enters
CROSSOVER position and the crossover valve V-8.88 opened.
and passes through the bore of the fibres, oxygen, carbon dioxide and water
Manufacturer: Tamrotor vapour molecules contained in the air, permeate faster than the nitrogen to
No. of sets: 2 The regulation and limitation of the electric heater is controlled by a temperature
Illustration 4.8b Crossover Switch controller, receiving a signal from a temperature probe fitted downstream of the
Type: Screw-type, oil-flooded electric heater. A temperature switch in the heater will protect the heater and
Model: TMC 65/13 EWNA membrane from overheating.
COMPR.
Capacity: 410m3/h (at normal working pressure) CROSS-OVER
Shaft power: 61.3kW (at normal working pressure) The hollow fibre membrane units are each capable of producing 120m3/h of

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POS. 1 POS.2
gas that is made up of less than 3% oxygen with the remainder being nitrogen
Working pressures: 1,250kPa (normal)
and a small amount of argon.
1,300kPa 300kPa (maximum/minimum)
Electric motor: 84kW, 440V, 60Hz, 3-phase The nitrogen generators are equipped with an oxygen analyser, which
Speed of rotation: 3,540 rpm continually monitors the oxygen content in the nitrogen being produced. If the
level of oxygen rises above 0.5% of the design value, an alarm is activated in
the cargo control room. If the level of oxygen continues to increase, the high-
Nitrogen Receiver high alarm operates, the nitrogen is then redirected back to the membrane
SYSTEM CROSS-OVER SWITCH
No. of sets: 1 separator via the return valve by closing the delivery valve. When the oxygen
POS.1 POS.2 content has returned to within specified limits, these valves will reverse and the
Capacity: 32m3
system will then supply nitrogen to the receiver.
Design pressure: 1.3MPa NO.1 COMP NO.1 N2 GEN NO.1 COMP NO.1 N2 GEN
V-831 V-831
Working pressure: 900kPa The nitrogen produced is stored in a single 32m3 tank located in the steering
V-888 V-888
gear compartment.
Introduction NO.2 COMP NO.2 N2 GEN NO.2 COMP NO.2 N2 GEN
V-831 V-831 High and low pressure switches activate the starting and stopping of the
Two nitrogen generators, installed in the steering gear compartment, produce OR
nitrogen generators as demand from the system dictates. The pressure switches
gaseous nitrogen which is used for the following: are set up through the E600 operator terminal ‘work range menu’ to allow the
OPEN VALVE NO.1 COMP NO.1 N2 GEN duty generator to cut-in with the pressure falling and cut-out again with the
• Pressurisation of the cargo tank inter-barrier and insulation V-831 pressure rising. The standby unit is set to automatically start at and stop at
spaces around the cargo tanks. CLOSED VALVE V-888 predetermined (adjustable) pressures.
• Sealing of the HD and BOG compressor shafts in the cargo
compressor room. NOT IN OPERATION NO.2 COMP NO.2 N2 GEN The nitrogen generators are operated locally from a dedicated control panel
V-831
with alarms and system conditions being monitored by the IAS. The IAS
• Purging of the cargo pipelines and the vent mast. monitors the generating plant and indicates any alarms or shutdowns that have
• Purging the fuel gas lines to the gas combustion unit. been activated.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.8 - Page of 6

E 600

System System System System Cross- Mainten- Scrren 1

ALARM
Ready St. By Running Delivery Over ance

SYSTEM START/STOP
PRESSURE SCHEDULE

ENABLE DISABLE

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START STOP
600 900

DELIVERY PRESSURE 656 KPa

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Scrren 2
Start Stop Control Alarm Mainten Analyzer Stop Ack.
system system -lers setting -ance Calibration horn alarm

N2 GENERATION SYSTEM COMPR

ESSOR
OXYGEN CONTENT 3.0 %02
DEWPOINT -88 °C N2
GEN.
COMPRESSOR N2 GENERATOR
N2 WORK.
7 8 9 RUN RUN TANK RANGE
ABCD EFGH IJKL LIST ACK

4
MNOP
5
QRST
6
UVWX

PREV MAIN

1 2 3
YZ!? C1-C4 <>()

_ .
0

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The control system is based on a Mitsubishi FX2N PLC and Beijer Electronics Membrane Useful Life Procedure to Start the Nitrogen Generator
E600 operator terminals. Each generator cabinet has an E600 operator terminal
The expected membrane lifetime is up to 10 years provided that the system is
on the front door panel which are used as the operators interface for starting and The nitrogen generator is operated through an E600 controller mounted in the
maintained according to the operating and maintenance manuals. This does not
operating the system. The controllers also provide for adjusting the different compressor cabinet door. To start the unit, proceed as follows:
mean that the membranes need to be replaced exactly after this time period,
controllers, alarm limits and displaying alarms which allows fully automated
it will depend upon the actual performance at the time. Membrane capacity
unmanned operation of the units. The control panels contain the following: a) At the air compressor(s), ensure there is adequate cooling water
will decrease gradually and not abruptly. From an operating point of view,
• Monitoring process and status indications. the loss of membrane performance will be noticed with increased product supply to the coolers from the starboard central fresh water
oxygen content, which can be read from the analyser. Normally, to cope with cooling system.
• Monitoring alarms and changing alarm settings.
increased oxygen content, the operator should increase the set point of the
• Stop-Start of the nitrogen system. electrical heater. The purity or product capacity will increase linearly with b) On the system crossover panel, select the position switch to one
membrane operating temperature. When the purity (or capacity) is so low that of the following positions:
• Changing controller set points and parameters.
it results in malfunction of the downstream users, then the membranes should • Position 1 - Compressor A to Nitrogen Generator A.
• Continuous oxygen content reading. be replaced.
• Position 1 - Compressor B to Nitrogen Generator B.
• Dew point analyser output.

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Oxygen Analyser • Position 2 - Compressor A to Nitrogen Generator B.
• Electrical heater temperature control.
Two fixed oxygen content analysers are installed on the nitrogen generator • Position 2 - Compressor B to Nitrogen Generator A.
• Emergency stop pushbutton.
package units, with one analyser being on each unit. They are connected into
• Mains isolating switch. the system immediately after the nitrogen membrane units, but before the c) Turn the power on, the oxygen analyser will have to warm-up
remotely operated delivery/purge valves, and they monitor the nitrogen before for approximately 90 minutes. During this period the O2 signal
Alarms and Shutdowns it is discharged to the buffer tank. If the monitor senses that the gas has moved will generate a loop error, functioning as a shutdown alarm,
out of specification, it will open the delivery purge valve via the PLC controller and the O2 analyser will indicate ‘warm up’ and start-up is not
Tag No. Description Set Point and return the gas to the membrane separator. The valve will not then be closed possible during this period. Acknowledge the alarm when the
XA-8.01 Compressor common alarm (SD1) N/A warm-up period has ended.

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again until the oxygen content is below the set point.
PDAH-8.32 Feed filter differential pressure high 60kPa
The oxygen analyser consists of an electro-chemical measuring transducer. d) At the E600 operator panel, using the menu format, set the
LA-8.36 Feed air filter drain failure (SD1) N/A
The gas being monitored diffuses through a membrane into a liquid electrolyte required operating parameters, some require password access,
TAH-8.39 Feed air temperature high (SD1) 50°C including the stop and start pressures for the duty and standby
in the sensor. The electrolyte consists of a measuring electrode, a counter-
TDAL-8.39 Heater temperature rise low (SD1) 5°C electrode and a reference electrode. Voltage, electrolyte and electrode material, generators.
TAH-8.40 Heater over temperature (SD1) 350°C monitor the gas being measured so that it is transformed electro-chemically on
TAH-8.42 Separator feed temperature high (SD1) 70°C the measuring electrode and a current flows through the sensor. This current is e) Press the ALARM ACK button once to reset any warning alarms
proportional to the oxygen being measured. The resulting current value is given and twice to clear any shutdown alarms and check that no alarms
PAL-8.45 Separator feed pressure low (SD1) 400kPa
as an analogue, 4 to 20mA signal. The oxygen analysers should be calibrated remain illuminated. If an alarm remains active, it will need to be
MAH-8.49 Dew point content high -60°C weekly and the oxygen cell replaced every two years. checked and rectified before proceeding further. Holding in the
AAH-8.50 Oxygen content high 3.5% ALARM ACK button for 5 seconds will clear the alarm list.
AAHH-8.50 Oxygen content high high (SD2) 4.0%
Dew Point Analyser
UA-5.32 Emergency stop (SD1) Open contact f) Press the START SYSTEM function key to start the system
As with the oxygen analysers, there are two fixed dew point analysers installed,
XA-5.41 PLC battery failure Self diagnose
with one analyser being on each unit. They are connected into the system g) During the start-up sequence, the LED attached to the start
XA-5.42 Communication failure (SD1) Com. Error immediately after the nitrogen membrane units, but before the remotely button will flash. When the system has started, the LED ‘System
• SD1 - Shutdown of complete system. operated delivery/return valves, in order that they can monitor the dew point Running’ will illuminate.
before the nitrogen is discharged to the holding tank. The analysers operate
• SD2 - Shutdown of nitrogen delivery valve. within a -100°C to +20°C dew point range with an accuracy of ± 3°C. They h) While the generator is going through the timed starting
• All set points activate a common alarm. also provide an output signal of between 4 and 20mA. sequence, the high oxygen alarm will be suppressed and the
discharge from the machine will be directed to atmosphere.

i) When the oxygen level is below the alarm set point and the
timed starting sequence completed, the generator is ready to
deliver to the buffer tank.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.8 - Page of 6

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j) The nitrogen generator will now produce gas and discharge
directly to the 32m3 storage tank in the engine room, but should
the gas go out of specification, the PLC controller will dump the
gas to atmosphere and generate an alarm via the IAS.

The air compressors supplying the nitrogen membranes will respond to the
system pressure and load/unload in accordance with the pressure transmitters,
so regulating the amount of nitrogen produced. The nitrogen generator will
then continue to operate automatically and produce nitrogen for the cargo tank
insulation spaces and for the purging of the the deck pipelines.

CAUTION
The running temperature must be adjusted so that the difference
between the the running temperature and the inlet air temperature is

SAMSUNG
between 50°C and 60°C. For example, if the air inlet temperature is
35°C, the minimum running temperature must be 85°C (35 + 50) and
the maximum temperature 95°C (35 + 60).

Stopping the Nitrogen Generator

To stop the nitrogen generator, simply press the function key STOP SYSTEM.
This will cause the membrane inlet valve to close and the compressors to
switch to running off-load. After a timed period, determined by the controller,

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the compressor will then switch itself off. During the stop sequence the LED
attached to the stop button will flash.

When no nitrogen is being produced, it is important to ensure that the nitrogen

membrane units are kept as free from moisture as possible. The reason for this
is that if the membrane is allowed to absorb water from the atmosphere, the
generator will take a while to reduce the dew point to an acceptable level when
it is next put into operation. To ensure this does not occur, a small amount of
nitrogen from the storage tank is fed back to the membrane unit. This ensures
the membranes remain dry and ready for use after a short start-up period.

Maintenance
Note: Oil carry-over can destroy the membranes, therefore, the filter
elements should be changed as required. See previous notes in relation to
changing the membranes.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.8 - Page of 6

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

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Illustration 4.9a Inert Gas System in the Engine Room From Control Safety Valve Calibration From Control To Inert Gas
Air Service Discharge Air To Funnel Air Service Main Line
A Deck O2 Analyser Panel
PI
FI
WS450F
From Fresh To Inert Gas Upper Deck Expansion
PAH ZS ZI
Water Service Dryer Unit Barrel 6053
OT

S
ZS ZI
6041

OAHH OAH OAL

6021 TT TI
PI
ZS ZI
LAL LI PI
LAMP OI FI
From Control PI FI
Air Service LI PI PI
Condenser
PAL

POS
6001
PT Calibration
Gas (Nitrogen) ZS ZS

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ZS
TAH
Mooring
Deck 5260 Cooling Water
TI Washing / Supply/Return
PI Main Cooling TT TI
Burner Tower
TI TT TT
TI
PAH Comb
u Evaporator
Cham stion
PAL
ber TT
TI TI
PAH TT TI
Cooler
PAH TT FS TT
TAH
PAL TIAH

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XA TT PT
WG199F LAH
PI TI
Inert Gas Chiller Unit
S

PI
PAL
Key TIAH
QT
Fan
ZS IG007
PI Inert Gas Air
PI FI XA
ZS Fresh Water Bilge PI TT TAHL
LAMP
XI
Sea Water Electrical Signal
No.1 Blower (50%) PI PI
Nitrogen Refrigerant
Dew Point
Analyser
Control
Air
TAH PAH
LAMP LAMP TI TI
Air Demister TAH

PI TT PT
Vessel
From Inert Gas
LAH
CSW Pump/Ballast Vent Line S Electric
Pump Discharge TI
Heaters
(390kW)
Inert Gas
Cooler
Control Air PC DPT Inert Gas Cooling Unit PAL TAH

Air
Control Air
PI TT TT
No.2 Blower (50%)

ZS
IGG Start
S

I/P
Interlock
ZS ZS POS ZS ZS To Bilge Inert Gas Dryer Unit
Holding Tank WG260F

WS487F To Bilge
Primary Tank
From Control Air Service

WS488F Drawing Reference: MB601.85

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4.9 Inert Gas and dry air generator Dew Point Meter the combustion chamber the gas is routed through a sea water cooling tower
and water separator where the gas is scrubbed and cooled with sea water spray.
Manufacturer: Panametrics
The water for this process is supplied from a dedicated sea water scrubber
Inert Gas Generator Type: MTS5 pump. The pump is backed-up using two of the three water ballast pumps that
Manufacturer: Smit Gas Systems BV Probe: M2LR take their suction from the engine room sea water crossover main and have a
No. of sets: 1 capacity of 3,000m3/h at 0.3MPa. The inert gas is cooled down to approximately
3°C above the sea water temperature, but is saturated with water so the IG is
Type: Gln 14.500 - 0.25 BUFD Oxygen Analyser
allowed to pass through a demister that separates out the water droplets.
Delivery rate: 14,500m³/h (inert gas or dry-air) Manufacturer: Opsis
Delivery pressure: 0.25 bar(g) Type: O2000 After this process, the IG is dehumidified further by cooling it down in an inert
Sensor: 502 gas cooler/demister vessel, where chilled water cooled by R407c refrigerant
is circulated and used as the cooling medium. The condensate is drained via
Inert Gas Generator Air Blower Units
a water seal. It is then further dried by passing it through one of two large
Manufacturer: Robuschi Inert Gas Composition (On Dry Basis) desiccant dryers, after which the gas then flows to deck via the delivery

SAMSUNG
No. of sets: 2 valve.
Oxygen (O2): 1.0% by volume maximum
Type: Roots, CRBS-155/V Carbon dioxide (CO2): 14% by volume maximum Several panels are used to control and operate the system:
Motor: 440V, 184kW, 1,782 rpm Carbon monoxide (CO): 100ppm maximum
• Main inert gas generator control panel with mimic.
Sulphur oxides (SO2): 2ppm maximum
Inert Gas Generator Fuel Oil Pump • A starter panel for the fuel oil pump, adjacent to the motor.
Nitrogen oxides (NO2): 65ppm maximum
Manufacturer: Danfoss Nitrogen (N2): Remainder • A starter panel for the blower, adjacent to the motor.
No. of sets: 1 Gas oil consumption: 1,352kg/h at the design capacity • A control/starter panel for the chiller unit, mounted on the
Model: KSN2000R Steam consumption: 2,000kg/h to the main burner R407c skid with mimic.

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Capacity: 2.5m³/h at 2.5MPa • A control/starter panel for the dryer unit, mounted on the dryer
Motor: 4.6kW, 440V skid with mimic.
Inert Gas Generator Scrubber Cooling Sea Water Pump
Manufacturer: Naniwa The generator is started and stopped from the control panel mounted next to the
Water Chiller Unit Type: Vertical, centrifugal, motor-driven unit, but when in use, the operation of the IGG plant can be monitored through
Model: FBWV-450-2 the IAS via the IGG unit overview screen on the cargo menu, and a number of
Manufacturer: Aalborg Industries
the system valves can be controlled from the IAS workstations.
No. of sets: 1 module Capacity: 1,340m³/h at 0.4MPa
Model: 1218SE1705KOEMBJOJ Maximum power output: 440V, 230kW, 1,150 rpm The IGG also utilises an oxygen analyser for the indication of the oxygen
Compressor: Hartford (closed unit type) content in the inert gas that is being discharged from the plant. The analyser
Motor: 440V, 250kW takes samples of the IG after it has been through the demister, and is fitted
Introduction with maximum and minimum setting alarms. The gas is led to the deck main
Refrigerant: R407c via pressure control valve 6001 and the delivery valve 6041 depending on the
Condenser: C-S500-L375-1P-FW The inert gas (IG) system is used for the drying, inerting and gas freeing of the gas analysis. The valve is normally controlled by the oxygen and dew point
Chiller pump motor: 440V, 7.5kW cargo tanks, the cargo pipelines and void spaces, and is produced by an inert analysers, and the gas is allowed to pass to the deck line only when the gas
gas generator (IGG) located in the engine room on the third deck level. The analysis meets with the set requirements. A high oxygen level will result in the
IG/dry-air is introduced into the bottom of the tanks via the liquid header and delivery valve 6041 closing and the purge valve 6021 opening to vent the out
Drying Unit filling lines, and the displaced gas is discharged through the vapour header to of specification IG to atmosphere at the top of the funnel.
the tank’s vent mast.
Manufacturer: Smit Gas Systems BV
Capacity: 15,000m³/h The products of combustion from the IGG are mainly CO2, water and small Cooling Water System
Heater capacity: 390kW each (two heaters fitted) quantities of oxygen, carbon monoxide, sulphur and hydrogen. The water is The sea water cooling is supplied by a dedicated scrubber cooling sea water
Dryer fan motor: 65kW drained for the main part by condensation and by absorption in a dryer so the pump and is for cooling the combustion chamber and cleaning and cooling the
inert gas produced essentially consists of 85% nitrogen and 15% CO2. After inert gas before it is discharged into the system. No.2 and No.3 ballast pumps
the combustion process, the inert gas produced contains sulphur oxides that are interlocked to the inert gas plant to enable either of the pumps to supply
are corrosive and must be removed before the IG is used in the system. After cooling water in the event that the scrubber pump cannot be used.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

Passageway Passageway Passageway

Natural Supply Vent Machinery Exhaust Fan Natural Supply Vent

300 300

Dry Air Supply from

450 300 300
Inert Gas System
300 300 300 300
In Engine Room Manhole Manhole Manhole Manhole
Cover Cover Cover Cover
450
300 300 300 300 300 300

To Cargo
Manhole Vapour Line Pipe Duct Machinery
Cover Exhaust Fan
Manhole Manhole Manhole Manhole Manhole Manhole Manhole

SAMSUNG
Cover Cover Cover Cover Cover Cover Cover
Accommodation Trunk Space Bow Thruster Room
Pipe Duct Natural
Space
Supply Vent Manhole Manhole Manhole Manhole Manhole Manhole Manhole
Cover Cover Cover Cover Cover Cover Cover

Manhole
Cover Manhole Manhole Manhole Manhole
Cover Cover Cover Cover

Manhole Manhole Manhole Manhole

300
Cover Cover Cover Cover

NYK LINE
300

Passageway Passageway Passageway

Natural Supply Vent Machinery Exhaust Fan Natural Supply Vent

Portable Gas
Freeing Fan
Duct Keel
Machinery Exhaust Fan
Emergency Manhole Cover
Vent Portable Gas Emergency 300
for Trunk Freeing Fan
300 Vent
300 300
Passageway Passageway
Natural Supply Machinery Exhaust Fan
300 300
Trunk Trunk
Manhole Cover Duct Keel
for Cofferdam Natural Supply

Transverse Cofferdam Transverse Cofferdam

Key

Inert Gas
Pipe Duct Pipe Duct

Gas Freeing and Dry-Air Supply Section Dry-Air Supply Section

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Drain System The compressor is fitted with an automatic slide capacity control from 30% up chamber during the pre-purge starting sequence cannot be inadvertently
to 100%, and has a provision for modulated continuous control by means of discharged to the cargo tanks.
A water seal arrangement mounted under the cooling section of the scrubber
a hot gas bypass system that is always on standby. There is also an automatic
tower discharges the sea water and the condensate from the generator
crankcase oil heater which is switched on when the compressor stops and vice
overboard, while at the same time maintaining the required over-pressure in Oxygen Analyser
versa. A dryer/filter is also fitted. The dryer part must be changed regularly,
the IGG and preventing the escape of IG to the atmosphere. The IGG controls
while the filter part may be cleaned. The Opsis O2000 oxygen analyser is used for the continuous monitoring of the
the height of the water seal by taking its signal from a differential pressure
oxygen levels in the inert gas generator outlet. The gas sample continuously
controller that subsequently controls the position of the overboard discharge
The compressor is fitted with high and low pressure cut-outs and a LO high flows through the analyser sensor because of the higher pressure in the IG
valve. As soon as the cooling water pump is connected to the IGG, the level
temperature cut-out. system, and so this ensures that the oxygen content is continuously measured.
control is automatically activated. The height of the water in the seal pipe
The high alarm set point is fixed by the application of the inert gas, while the
smoothly follows the pressure inside the IGG and in conjunction with the IG
Before operating the chiller unit, the mains power must be switched on at least low alarm protects against under stoichiometric combustion that produces a too
pressure control valve 6001. The seal helps to maintain a constant pressure
24 hours earlier to allow the compressor sump heaters to work. high a content of carbon monoxide (CO) and hydrogen (H2)
in the combustion chamber, giving stable operating conditions which ensure
a constant combustion air supply, and a constant oxygen level at the IGG
discharge. A high level switch at the bottom of the washing/cooling tower is Regenerative Desiccant Dryer Note: Stoichiometric (or theoretical) combustion is the ideal combustion

SAMSUNG
also used as a safeguard to ensure a proper discharge of water to the water process during which a fuel is completely burnt. A complete combustion is
When the IG leaves the refrigeration plant, it enters the regenerative dryer at a process which burns all the carbon (C) to CO2, all of the hydrogen (H) to
seal.
+5°C but still requires moisture to be removed. The dryer is fitted with two H2O, and all of the sulphur (S) to SO2. If there are any unburnt components
vertically mounted vessels that contain activated alumina or an equivalent in the exhaust gas such as carbon, hydrogen or carbon monoxide, the
A drain valve has also been fitted to the sea water cooling overboard discharge
desiccant which readily absorbs water. One vessel is always in operation, combustion process is incomplete.
line, but this is normally closed during IGG operations. The valve is solenoid
absorbing moisture from the IG while the other is out of service being
operated and is opened by the control system in the event of a burner failure
regenerated. The regeneration occurs by passing air heated to approximately When the instrument is first switched on, the upper and lower displays are
during start-up, when it is possible that the sea water could be contaminated
+150°C (maximum) through the vessel so that it dries the desiccant. The air is illuminated for approximately three seconds and the sensor cell then warms-up
with unburnt fuel oil. If this occurs, the water is discharged to the engine room
heated by passing it through two electric heaters that each have a capacity of and stabilises. The unit then provides the O2 reading, and adjustment of the
bilge holding tank, and as long as the valve remains open, the IGG starting
a 390kW. alarm set points can be made via the membrane keys on the unit front. In the

NYK LINE
sequence will be blocked by the valve’s limit switch.
event of the IG going out of specification and the oxygen analyser going into
The whole regenerating process takes approximately 5.5 ~ 6 hours including an alarm condition, the analyser will not shut down the IGG plant, but if the
Chiller System 4 hours hot air flushing. The changeover from duty to regenerating is done alarm remains for more that 60 seconds it will, via the Smit control system,
automatically on a 6-hour time cycle by the IGG controller. open the purge valve 6021 and close the delivery valve 6041. The operator can
The inert gas is cooled by being passed through a finned gas heat exchanger
(evaporator) which has sufficient capacity to cool the gas from a maximum then adjust the combustion process to bring the gas back within specification
temperature of +35°C and 100% relative humidity, down to a temperature of Purge and Delivery Valves (6021 and 6041) by adjusting the air supply to the combustion chamber.
+5°C and 100% relative humidity. The evaporator is cooled by Freon R407c
The IG delivery line from the IGG has a pneumatic stop valve 6041 that is The oxygen analyser must be calibrated at regular intervals with the aid of
supplied from a motor-driven compressor, and the cooling effect causes the
known as the ‘delivery valve’. This valve allows the IG to pass to the deck and ‘zero’ gas (nitrogen) and a ‘span’ gas (instrument air). For the full procedures
moisture in the inert gas to condense so that the water can be removed.
is remotely operated by the control system, but is closed by a strong spring on on this operation, refer to the manufacturer’s manual.
control failure. Located on a branch line upstream of the delivery valve is valve
The capacity of the plant is controlled automatically over a range between zero
6021 that is known as the ‘purge valve’. This valve directs the IG to the top of
and 100% to adapt to the cooling capacity of the sea water which can vary Dew Point Analyser
the funnel where it is passed to atmosphere and is also remotely operated by the
between 0°C and +32°C. This is necessary to prevent the condensate from
control system. This valve is also spring-loaded, but moves to the open position The dew point analyser is fitted on the front of the regenerative dryer control
freezing when the vessel is operating in cold climates. Provided the volume and
in the event of a control failure. panel and takes samples of the IG after the drying module and monitors the gas
pressure of the IG remains the same, the maximum quantity of water contained
in the gas will only depend on the temperature of the gas. The lower the via a probe. This provides a 4-20mA output that is used to continually indicate,
When the IGG is started and the IG PRODUCTION mode is selected, the measure and monitor the IG. In the event of a too high a dew point reading
temperature, the less water vapour per m3 there will be in the gas mix at 100%
delivery valve is closed and the purge valve is opened. The IG is then vented remaining for more than 15 minutes, the analyser will open the purge valve
relative humidity. Based on this, the Freon cooler performs an initial function
up the funnel for at least 5 minutes until the oxygen content is within the alarm 6021 and close the delivery valve 6041 via the Smit control panel.
in drying the IG by bringing down the temperature to a few degrees above the
point limits set in the analyser. Provided good combustion has been established
freezing point, and the dew point of the gas down to approximately +5°C. The
and the oxygen level is within the set points, the delivery valve will be opened
condensate formed is drained via a condensate drains system with sight glasses
and the purge valve closed.
and condensate water seal. To remove any remaining water droplets from the
cooled gas, a demister has been fitted on the outlet side of the refrigerating
Limit switches fitted to valves 6041 and 6021 interrupt the starting sequence
module.
of the IGG in the event of a mechanical failure of either valve, so that the
purge valve is not fully open and/or the delivery valve is not fully closed.
By incorporating this safety feature, the air drawn into the IGG combustion

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

CY
STOP

13
E 200
INSTRUMENT AIR 2114

TO PNEUMATIC EQUIPMENT COOLER UNIT OXYGEN

PA-L PZA-H HIGH/HIGH
PZA-LL 4430
1505 2105 2103
RUNNING FAILURE

FUEL OIL PUMP

OXYGEN
1012 HIGH
FLAME
FUEL OIL FAILURE TZA-H
2021/2121 4427

TZA-HH
TA-H BURNER ON
PA-L 2312 ANALYSER OXYGEN
TZA-H

SAMSUNG
PZA-LL FAILURE LOW
M 4422
1053
7 8 9 OVERBOARD QIA
7001
pqrs tuv wxyz
RUNNING 1013 FAILURE
1059 2042
4 5 6 OXYGEN
ghi jkl mno 1060
LOW/LOW
BY-PASS
VALVE DRYER UNIT
1 2 3 EXCESS
5260
abc def 2051 CLOSED OPEN
AIR

- 0 . PZA-H
2010 RUNNING FAILURE
BLOWER 1 AUTOMATIC MODBUS
AMBIENT 2202 RINSING/ LZA-H COMMUNICATION
PZA-H
AIR 2206 DRAINING 2322 ERROR
2321
ACTIVE
PZA-L
2011 2351
OPEN CLOSED

DO NOT
SWITCH OFF TZA-H PURGE
M MAIN SUPPLY 5216
PZA-L DRAIN
RUNNING 2203 FAILURE 2320 CANCEL

BLOWER 2 2419 QIA

AMBIENT 2222 CLOSED 7101 OPEN
6021

NYK LINE
AIR 2226
2340 2370 DEWPOINT
HIGH/HIGH PZA-HH
HIGH PA-H
2410 CLOSED 6053
2422
OPEN
RINSING OPEN CLOSED
M H62 DELIVERY
WATER H63 6001
RUNNING 2223 FAILURE
PZA-L
STEAM 1631 1634
1640
DRAIN
SEA WATER WASHING/COOLING OPEN
WATER OVERBOARD 6041
I.G. PRESSURE TO DECK I.G. TEMPERATURE TO DECK I.G. FLOW TO DECK

PURGE/ CW PUMP POWER POWER EMERGENCY PLC GENERATOR GENERATOR INERT GAS INERT AIR AERATION
DELIVERY RUNNING 24VDC FAILURE STOP BATTERY READY TO STANDBY OR AIR GAS PRODUCTION MODE RESET ACKNOWLEDGE LAMP TEST
VALVE LOW START FOR TO DECK PRODUCTION

kPa °C Nm /hr
3 FAILURE DELIVERY

40 100 20,000
30

20 50
10,000 1
10
MODE SELECT COOLING WATER PUMP
1 - I.G. PRODUCTION 0 - OFF
START / STOP MODE SELECT
2 - AIR PRODUCTION 1 - NORMAL OPERATION
GENERATOR 1 - LOCAL CONTROL
3 - AERATION MODE START
2 - REMOTE CONTROL
9 10 11 1
3
1 2 2 Start

OXYGEN CONTENT 1 0

2 3 4 5
12 CAPACITY SELECT INERT GAS OR AIR TO TANKS
1 - 50% CAPACITY BLOWER 1 0 - OFF
2 - 50% CAPACITY BLOWER 2 1 - NORMAL OPERATION
3 - 100% CAPACITY BLOWER 1&2 START POWER FAILURE
Key 6 - Blower Capacity Selection Switch
2 1
7 - Inert Gas or Air to Tanks Selection Switch Start
1 - Inert Gas Generator Mimic Indica Panel 8 - Power Failure Buzzer
1
2 - Generator Start / Stop Pushbuttons 9 - IG Pressure to Deck Indicator Gauge 3 0

3 - Mode Select Local / Remote Switch 10 - IG Temperature to Deck Indicator Gauge 8

4 - Mode Select IG / Air Production / Aeration Key Switch 11 - IG Flow to Deck Indicator Gauge
5 - Cooling Water Pump Off / Normal / Start Switch 12 - Oxygen Content Meter 6 7
13 - Inert Gas Generator Control Panel

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
System Monitoring • Capacity selector switch Starting Procedure for the Plant
1 = 50% Capacity Blower 1 Sea Water System
The monitoring of the IGG plant can be undertaken through the IAS workstation
graphic display on the cargo menu, but thermometers and pressure gauges have 2 = 50% Capacity Blower 2 The scrubber cooling sea water pump should be made ready for use. This will
also been provided around the systems to provide local read-outs. 3 = 100% Capacity Blowers 1 and 2 supply cooling water to the inert gas generator:

• Inert gas or air to tanks selector switch a) Ensure that the sea water suction strainers on the crossover main
Inert Gas Generator Local Control Panel Description
0 = Off are clear and that the sea water crossover main is flooded and
The control panel contains the programmable controller which takes care of ready for operation.
the starting, stopping, alarm/trip functions, and the running mode of the IGG 1 = Normal Operation
plant. On the front of the panel, the IG plant is shown in the form of a mimic Start b) Confirm that all of the pressure gauge and instrumentation
diagram as shown in illustration 4.9c, with motor running lights and automatic valves are open and that the instrumentation is functioning
• Power failure indicator buzzer
valve open/closed indicating lights. All alarm initiators are displayed on the correctly.
mimic diagram and acted upon as follows:
Also fitted to the panel are gauges indicating the inert gas outlet pressure,

SAMSUNG
• At normal running, all of the alarm LEDs are unlit. temperature and flow. c) Set up the valves as shown in the table below. It has been
assumed that water is being taken from the sea water crossover
• An alarm is indicated by an audible signal from a horn and a main and that the main is already lined-up on the operating sea
flashing light on the mimic diagram. Preparations for Starting the Inert Gas Generator chest. It has also been assumed that it is the scrubber cooling sea
• Upon accepting an alarm by pressing the ACKNOWLEDGE water pump that is being used to supply the cooling water.
pushbutton, the audible alarm will stop. To prepare the IGG plant for operation, proceed as follows:
• When resetting an alarm, press the RESET pushbutton, the light • Confirm there is sufficient electrical generating capacity Position Description Valve
will stop flashing but remain lit until the cause of the alarm has connected to the main switchboards. Open IG scrubber cooling sea water pump suction WS043F
been corrected, then the light will go out. • Ensure that power is available to the local IGG control panel valve

NYK LINE
• Lamp test. and to the local panels for the refrigeration dehumidifier and the Open IG scrubber cooling sea water pump WS045F
regenerative desiccant dryer. discharge valve
Below the mimic display are the IGG control buttons and switches which Closed Ballast system back-up cooling water supply BA024F
• Ensure that the control air supply is on and that the cooling
include the following: valve
system is supplying the refrigeration condenser and the dryer
• Inert gas generator START/STOP pushbuttons. cooler. Ensure the cooling water valves are open. Operational IGG control air operated combustion
chamber inlet valve
• Inert gas generator selector switch. • Check that there is no alarm condition and reset any alarms by
Open IGG combustion chamber overboard WS488F
pressing the RESET pushbutton on the IGG panel.
1 = Local Control. discharge valve
• Check that the oxygen analyser has power available; check also Open IGG cooling tower overboard discharge WS487F
2 = Remote Control. the correct calibration by use of the sample gas. valve
• Mode select switch. • Check that the dew point analyser has power available.
1 = Inert Gas Production. d) Confirm that power is available to the scrubber cooling pump
• Open the scrubber tower overboard discharge valve WS487F
starter. If the pump is to be started through the IAS, switch the
2 = Air Production. and ensure pressure control valve 6001 is operational.
pump to MANUAL. Check that the bilge drain control switch
3 = Aeration Mode. inside the control cabinet has been switched to AUTOMATIC
Note: In the event of a flame failure during the burner start sequence, the for the auto drain facility to work.
• Cooling water pump selector switch. system changes over the scrubber tower discharge to the bilge holding tank.
0 = Off. For this to occur, the bilge drain valve switch, situated inside the IGG cabinet, e) Start the scrubber cooling pump and cooling water to flow to
must be turned to 1 AUTOMATIC. If the switch is turned to the CANCEL the IG plant. Confirm that sufficient water is flowing through
1 = Normal Operation.
position, the automatic water dump to bilge facility is turned off. Also located the generator. The orifice plates fitted throughout the system
Start. inside the cabinet is a blower MANUAL/AUTOMATIC selection switch. should ensure that the correct volume of water flows through
Under normal operating conditions this should be set to AUTOMATIC. each section of the IGG and its scrubbing tower.

f) The sea water system is now operational and the interlocks will
allow the inert gas generator to become operational.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

CONDENSER 4127 CW
4101
4054
CONDENSER ALARM
4154 M
CW

4157 EXPANSION
ECONOMISER ALARM
BARREL 4261
M

LSA-L
4263
ECONOMISER 4214
TZA-H
4029 EVAPORATOR
ALARM
4217

4078 M EVAPORATOR
4201 FSA-L
FSA-LL
M 4212

LZA-L TIA-H PZA-L

4017 8018 8022 4305
PZA-H COMPRESSOR PZA-L

SAMSUNG
4026 ALARM 4014
8
GE N
4001
GLYCOL ALARM
RUNNING
M
4306 FAILURE
ER

CY
M
RUNNING 4002 FAILURE INERT GAS

4401
INERT GAS LZA-H

S TO P
4408 4414

POWER EMERGENCY PLC

RESET ACKNOWLEDGE LAMP TEST 24VDC STOP BATTERY
LOW 1

NYK LINE
MOTOR CURRENT MOTOR CURRENT RUNNING HOURS
COMPRESSOR CIRCULATION PUMP
3 4 5
WATER CHILLER COOLER
A 1800 A 20
120
300
15
2 200 h
E 300 10 0000653
100
5

0 0
E300 Water Chiller Controller
1 - ??
START COMPRESSOR START CIRCULATION PUMP
2 - ?? STOP COMPRESSOR STOP CIRCULATION PUMP
3 - ??
1 2 3 4 5 6 7 8 4 - ?? 6 7
1
5 - ?? 1 2 START

6 - ??
0
7 - ??
7 8 9
pqrs tuv wxyz
8 - ??
4 5 6
ghi jkl mno

1 2 3
abc def

- 0 .

Key
1 - Water Chiller Mimic Panel 6 - Compressor Motor Start/Stop Switch
2 - Water Chiller Cooler Panel 7 - Circulation Pump On / Off / Start Switch
3 - Motor Current Compressor Gauge 9 - Emergency Stop Pushbutton
4 - Motor Current Circulation Pump Gauge
5 - Running Hours Gauge

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Steam Atomising System c) Check the level of refrigerant in the condenser sight glasses, f) At the local control panel, turn the dryer’s start switch to the
then open the condenser inlet and outlet valves. Check all of START position then release to position 1.
a) Set up the atomising steam from the steam heating system and
the system valves are open except the following which should
open the following valves:
remain closed: Regenerator Dryer Alarms
Position Description Valve • Oil drain valve on the compressor.
Alarm Set Point
Open IGG atomising steam inlet valve • Condenser drain valve. Regenerator low outlet temperature during heating 120°C
Operational IGG atomising steam pressure control valve Regenerator high outlet temperature during heating 200°C
Open IGG drain trap inlet valve Note: The shut-off valves for charging and draining the system of gas and the
Suction temperature fan high temperature 75°C
Open IGG drain trap outlet valve vent valve on the condenser must be kept closed.
Inert gas outlet temperature high from dryer 60°C
Closed IGG drain trap bypass valve
d) At the compressor local start panel, select the compressor, then
turn the motor start switch to the START position and release to Start-Up of the Inert Gas Generator Unit
The atomising steam shut-off valve will open when fuel oil is supplied to the
burner. position 1. The compressor should start.
Before starting the plant, ensure that all of the electric motor space heaters have

SAMSUNG
been switched on for at least 6 ~ 8 hours before operation.
e) Check if the oil return flow from the separator is functioning, if
Fuel System so, the pipe should be hot.
a) Check the level of oil in the fan air units and replenish as
a) Set up the fuel oil system by opening the following valves: necessary.
f) Open the water chiller pump discharge valve to its correct
position and lock in place. At the local control panel, turn the
Position Description Valve b) Open the fuel and steam supply valves to the unit.
motor start switch to the START position and release to position
Open No.2 MGO storage tank quick-closing outlet OD022F 1. The pump should start.
valve c) At the IGG local control panel, set the switches in accordance
Closed No.2 MGO storage tank line valve to MGO OD002F with the following:

NYK LINE
transfer pump Start-Up of the Regenerative Dryer
• Turn the MODE SELECT switch to the LOCAL position.
Open IGG MGO supply pump suction strainer inlet The detail of the regenerative dryer control panel has been shown in illustration
• Turn the MODE SELECT key switch to the IG PRODUCTION
valve 4.9e.
position.
Open IGG MGO supply pump discharge valve OD370F
a) Confirm that control air is available to the dryer and the supply • If not already operating, turn the COOLING WATER PUMP
Open IGG DO supply pump discharge valve OD370F
valves to the unit are open. Check also that the instrumentation switch to the START position, then allow it to return to the
Open IGG combustion unit manual inlet valve valves are open. NORMAL OPERATION position. The cooling water pump
should start and supply water to the IGG.
Start-Up of the Chiller Unit b) Check that power is available to the dryer’s starter and to the • Turn the blower CAPACITY SELECT switch to the desired
two electric heaters. position for either No.1 and/or No.2 blower operation.
Note: The chiller unit must be switched on 24 hours before it is started and
starting and stopping must be limited to four times per hour. c) Set the remaining valves in accordance with the table below: d) With the INERT GAS OR AIR TO TANKS switch in the NORMAL
position, press the GENERATOR START button to start the inert
Refer to illustration 4.9d and proceed as follows:
Position Description Valve gas generator. The start-up sequence will commence and the
Closed Water cooler drain valve following will occur:
a) Check the level of oil in the compressor sight glass and replenish
as necessary. The oil level should always be visible in the sight Closed Drying vessel drain valves • The fuel oil pump will receive a signal to start and the steam
glass. Refer to the manufacturer’s manual for the method of Open Monitoring equipment shut-off valve valve will open.
refilling the system. • The system including the combustion chamber will then be
d) Select the heater option to be used, either No.1, the main electric purged with air for approximately 60 seconds.
b) Ensure that control air is available and that all of the heater or No.2, the standby (spare) electric heater.
instrumentation valves and valves for the control equipment are • The fuel oil solenoid valves open to allow fuel oil and
open. e) Assuming the towers are to be regenerated automatically by the control air to the pilot burner.
control system, turn the MANUAL REGENERATION switch to • The ignition transformer and the spark plug are energised.
the OFF position.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page of 12

5453 TT HEATING TIME TT

5057 TOO LONG 5056
PURGE TO
OUTSIDE 5450 5440
COOLING WATER
5430
WET INERTGAS

INSTRUMENT AIR
5016 5026
TIZA-H COOLING WATER
5011 5021 5408

5401 AMBIENT AIR

PZA-L RUNNING
5002 5003
5305 VESSEL 1 VESSEL 2
GE
5404 M
ER N

CY
1
DRYING DRYING

FAILURE 5411

REGENERATION REGENERATION

S TO P
FAILURE

TZA-H
5416

DEWPOINT 5081 5091

HIGH/HIGH 5420
HIGH

SAMSUNG
5031
TIZA-H TZA-L TZA-H
5216 5415 5414
5034 FAILURE
QIA
7101 TZA-H
5041 5051 5421
DRY INERTGAS
FLOW INDICATOR

DEWPOINT ANALYSER
14
RESET ACKNOWLEDGE LAMP TEST
DRYING MANUAL
REGENERATION
POWER
24VDC
EMERGENCY
STOP
PLC
BATTERY
LOW
VALVE
FAILURE 13

STATUS DRYER

ENTER ESC POWER

E 100

NYK LINE
2

Fan Motor Current Running Hours

F1 F2 F3 F4 F5

A 20
120

15
h
10 0000653

REGENERATION OUTLET REGENERATION OUTLET I.G. OUTLET TEMPERATURE SUCTION TEMPERATURE REGENERATION INLET 0
TEMPERATURE DURING COOLING TEMPERATURE DURING HEATING HIGH DRYER FAN HIGH TEMPERATURE CONTROL
15 16

3 4 5 6 7
1
Start

8 9

DRYER MANUAL REGENERATION

HEATER SELECTION 0 - OFF 0 - OFF
1 - ELECTRICAL HEATER 1 1 - ON 1 - ON
2 - ELECTRICAL HEATER 2 (SPARE) START START
Key 8 - ??
1 1
1 2 Start Start 1 - Mimic Panel 9 - ??
0 0
2 - Status Dryer Control Panel 10 - Heater Selector Switch
3 - Regeneration Outlet Temperature During Cooling Indicator 11 - Dryer On/Off Switch
4 - Regeneration Outlet Temperature During Heating Indicator 12 - ??
5 - IG Outlet Temperature High Dryer Indicator 13 - Dew Point Analyser
10 11 12 6 - Suction Temperature Fan High Indicator 14 - Flow Meter
7 - Regeneration Inlet Temperature Control Indicator 15/16 - Ammeter and Running Hour Meter

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page 10 of 12

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
• After 70 seconds the pilot burner is ignited, detected by b) Check that there is a flow of gas through the oxygen bubbler unit f) Drain the water seal via the bilge drain switch inside the local
the UV flame detector and the ignition transformer is de- for cleaning the sample gas. control cabinet. Turn this to the CANCEL position. This will
energised, otherwise the generator shuts down and an alarm empty the scrubber tower of water, but must be closed again
is given. Once the acceptable oxygen content, dew point and IG outlet temperature has when completed.
• After 85 seconds the solenoid valve opens to allow fuel oil been achieved, the inert gas delivery valve 6041 can be opened and the vent
to the main burner. The pilot burner ignites the main burner valve 6021 will close, so allowing inert gas to the main deck. g) Close the sea water overboard discharge valve WS487F.
and the atomising air/steam is supplied to the burner.
Procedure for Stopping the IG Plant h) Close the fuel oil and instrument air supply valves.
• After 90 seconds the solenoid valves close and shut off fuel
oil and control air to the pilot burner. The pilot burner is The IG plant can be shut down locally from the IGG control panel by pressing
Note: The instrument air supplies to the regenerative dryer should be left
extinguished. the STOP button, or if switched to REMOTE, through the IAS workstation.
open until the dryer has completed its regenerating cycle. Each tower takes
• The pressure control system becomes active and automatically The IGG control cabinet is also fitted with an EMERGENCY STOP button
6 hours to regenerate.
adjusts the generator’s pressure. and so the unit can also be stopped by pressing this, but this should only ever
be used if control of the plant has been lost.
i) Drain any fuel oil out of the burner housing by opening the

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e) Check that the plant temperatures and pressures are normal. valve located underneath the main burner.
When stopping the IGG, turn the IG OR AIR TO TANKS switch to the OFF
position. This will close the IG delivery valve to deck 6041 and open the purge
After approximately 5 minutes of operation and if the oxygen limits are within j) Leave the electrical supply to the control cabinets on, as power
valve 6021. Select AERATION on the mode key switch. The plant then goes
the limits specified by the analyser, the operator has to turn the INERT GAS through the following sequence: to the space heaters, oxygen analyser and oil separator line trace
or AIR TO TANKS switch on the local control panel to START, then release to heating after the compressor will all still be required.
return to the NORMAL position. This will allow the delivery valve to open and a) The fuel oil pump will be stopped and the main burner
the purge valve to close. If the plant is to be shut down for an extended period of time, the combustion
extinguished. The fan air units/steam will keep running for
chamber jacket will need to be flushed with fresh water for approximately 1
approximately 3 minutes and will purge the combustion chamber
hour after the burner has been stopped for 2 hours. The scrubber tower will then
Dry-Air Production with air to remove any oil vapour and sulphur gases.

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need to be flushed for approximately 1 hour followed by the inert gas cooler for
If the IGG is to be used for the production of dry-air, the production mode approximately 40 minutes. When all of these operations have been completed,
b) Press the GENERATOR STOP button.
selection switch IG PRODUCTION/AIR PRODUCTION/AERATION must be all of the water remaining inside the units must be completely drained out.
switched to AIR PRODUCTION before starting the unit. The IGG is started in c) When shutting down the chiller unit, close the two discharge
the same way by switching to NORMAL OPERATION START. The fan air units valves on the outlet of the condenser so that the contents of Procedure for Regeneration
will then start and the pressure monitoring equipment will become active. The
the system can be collected. When the duty compressor trips The dryer vessels need to be changed over every 6 hours to dry out (regenerate)
dry-air can then be delivered to the tanks without the need to wait the 5 minutes
on low suction pressure, close the inlet valve to the condenser. the desiccant in the recently used vessel. The hot air from the electric heater
as no combustion or inert gas is involved.
All of the refrigerant will now be in the condenser and the level flows in the opposite direction to the gas flow to evaporate the water which is
monitored through the two sight glasses on the side. Switch then carried off in the flushing stream.
Aeration the duty compressor OFF and after a cooldown period, turn the
If the IGG is to be used for the production of dry-air, the production mode chilled water circulating pump OFF. At commencement of regeneration, the vessel is automatically depressurised
selection switch IG PRODUCTION/AIR PRODUCTION/AERATION must be by opening the purge line, on the vessel being regenerated. Hot air then flows
switched to AERATION before starting the unit. In this mode, the IGG can be Note: To restart the system, simply open all three valves again, restart the through the vessel to carry off the water. On completion of the heating period,
used to deliver cooled air to the tanks via the dryer unit bypass line. For this compressor and regulate the flow of refrigerant around the system. the four-hour cooling period commences, and at the same time the IG valve
mode to be used, the dryer’s manual bypass valve must be opened. This has opens to fill the cooling circuit with dry IG.
been fitted with a limit switch for monitoring purposes. d) Switch off the regenerative dryer at its control panel via the
START/STOP switch. The regeneration of the dryer will
continue until the ‘cooling with air’ period is completed. This
Oxygen Analyser
will occur only when the dryer is in a period of heating and
Before starting the oxygen analyser, ensure the unit has been switched on for the activated alumina is being dried out. When this has been
at least 6 ~ 8 hours. completed, the dryer will automatically stop.

To operate the oxygen analyser, proceed as follows: e) Wait at least 30 minutes to allow the plant to cool before
stopping the scrubber cooling sea water pump and closing the
a) Turn the oxygen analyser calibration switch to the SAMPLE pump suction and discharge valves.
GAS position.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page 11 of 12

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.9 - Page 12 of 12

SAMSUNG
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Draft: 2 - November 2011 IMO No: 9491812 Section 4.10 - Page of 8

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 4.10a Gas Detection Architecture
No.1 Cargo Tank Gas/Liquid Dome IBS and IS 1-3
No.2 Cargo Tank Gas/Liquid Dome IBS and IS 4-6 CCR Main 220V AC Input Fire Control Station
No.3 Cargo Tank Gas/Liquid Dome IBS and IS 7-9
Wheelhouse
No.4 Cargo Tank Gas/Liquid Dome IBS and IS 10-12
Emergency 220V AC Input
No.1 - 5 Cofferdam 13-17
Cargo Motor Room Air Lock 18 Relay Outputs and MX3000
Duct Keel Forward/Aft
LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP
GAS

24V DC Outputs
006 002

Repeater
MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM

19-20
PUMP ROOM
GAS 001 ZZ005 F1 F2 F3 F4

FAULT

Gas Vent Drain Tank for Degassing Tank

7 8 9
F1 F2 F3 F4
4 5 6

21
7 8 9 FAULT 1 2 3
4 5 6 0

Cargo Machinery Room Forward/Aft

1 2 3

22-23 Fire
0

Cargo Motor Room 24 Loops

Bosun Store 25 System Loop
Forward Pump Room 26 Communication CS3000
Port Passageway Forward/Aft 27-28 Cargo Area
Starboard Passageway Forward/Aft Cable Twisted Pair ECR Fire Detection
29-30
No.1 - 5 Cargo Tank Vent Mast 31-34
SW2020 (3x2 min 0,75mm2) System Central
Gas Vent Drain Tank for Bilge 35 Gas Sampling
MX3000
Drain Separator Box
Stop Valve Box System Central
Repeater
Measuring Gas Outlet O1

System
Dry Instrument Air Inlet C1
Rectifier and

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Fresh Air Inlet I1 Loop
Battery 7.2Ah Communication
02 Cable Twisted
Rectifier
Main 220V AC Pair
System Loop Input (3x2 min 0,75mm)
Water Filter Outlet Main 220V AC
Communication Emergency
to Floor Well Input
Emergency Cable Twisted Pair 220V AC Input
Hazardous Safe 220V AC Input (3x2 min 0,75mm2) Relay Outputs
Area Area
21-1/2 No.3/4 ER Supply Fan Upp Dk SM-13/11 Loop 21 Out
IR Gas Communication Cargo Control Room
21-3 Emerg GE Room in F/C and Power Loop
21-4/5 ER Natural Exhaust Vent P/S Detectors
EEx d (4 x 1.00mm²) IBI IBS
21-6 Extra Fan Outlet for GCU VU Room System Loop In Box Fitted Inside
ST600EX

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21-7 GCU Side F/C Communication
LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP
GAS

IAS Cabinet
006 002 MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM
PUMP ROOM
F1 F2 F3 F4

21-8 GVU Room for GCU F/C

7 8 9 FAULT

Cable Twisted Pair

4 5 6

1 2 3

21-9/10 No.1/2 ER Supply Fan Upp Dk SM-13/11 (3x2 min 0,75mm)

Loop 21 In IBI
In Box Cargo
SM-13/11 Loop 22 Out Relay Outputs FS32
22-1/2 Fwd (S) Accom. Entrance A/B Dk CC Gas Communication Safe Hazardous
22-3 Fwd (S) Accom. Entrance Upp Dk Detectors and Power Loop Area Area
22-4 Galley Air Supply Duct A Dk EEx d (4 x 1.00mm²) Loop 25 Out SM-13 25-1 No.2 GE Exhaust Damper
22-5/6 Fresh Air Intake P/S Upp Dk ST600EX Communication IR Gas Detectors
22-7 Fwd (P) Accom. Entrance Upp Dk and Power Loop 25-2/3 Above No.2 GE Forward P/S Pipe Duct Air Inlet
EEx d 25-4 Centre of No.2 GE
22-8/9 Fwd P/S Accom. Entrance A/B Dk (4 x 1.00mm²) ST600EX-IR
Cargo and 25-5/6 No.1/2 GE Aft Pipe Duct inside S GVU Room
SM-13/11 Loop 22 In 25-7 Centre of No.1 GE
Machinery Spaces
GS3000 25-8 Above No.1 GE Forward Pipe Duct Air Inlet
Gas Detection Loop 25 In SM-13 25-9 No.1 GE Exhaust Damper
23-1 W/H in Nav Dk SM-13/11 Loop 23 Out
System Central
23-2 CCR in Accom. B Dk SM-13/11
SM-13 26-1/2 No.1/2 GVU in Starboard GVU Room
23-3 O2 Detector in Steer Gear SM-13/11 Loop 23 In Loop 26 Out Communication IR Gas Detectors 26-3 Extraction Fan Outlet for Starboard GVU Room
and Power Loop EEx d
Loop 24 Out (4 x 1.00mm²) Local Gas 26-5 Starboard Main GE CFW Expansion Tank Vent
SM-13 ST600EX-IR
Loop 26 In SM-13 Sampling Cabinet 26-6/7 No.1/2 GE Crankcase Air Vent
24-1 No.4 GE Exhaust Damper IR 7000
24-2/3 Above No.4 GE Fwd P/S Pipe Duct Loop 27 Out SM-13
Gas
24-4 Centre of No.4 GE 27-1/2 No.3/4 GVU in Port GVU Room
Detectors
24-5/6 No.3/4 GE Aft Pipe Duct in GVU Room 27-3 Extraction Fan Outlet for Port GVU Room
EEx d
24-7 Centre of No.3 GE Communication IR Gas Detectors Local Gas 27-5 Port Main GE CFW Expansion Tank Vent
24-8/9 Above No.3 GE Fwd P/S Pipe Duct and Power Loop
ST600 EEx d Sampling Cabinet 27-6/7 No.3/4 GE Crankcase Air Vent
24-10 No.3 GE Exhaust Damper Communication (4 x 1.00mm²)
EX-IR ST600EX-IR
and Power Loop Loop 27 In SM-13
(4 x 1.00mm²)
SM-13 Loop 24 In Rectifier and
Battery 14,4Ah

Main 220V AC
Input
Emergency
220V AC Input

Draft: 2 - November 2011 IMO No: 9491812 Section 4.10 - Page of 8

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Cubal Cargo Operating Manual
4.10 fixed gas sampling and gas detection LCD panel on the front of the main control panel displays both the LEL and % The right-hand side is used for operation of the system. Press one of the six
systems volume readings for the point being sampled. LIST and SET UP pushbuttons to operate and monitor the system. All six
pushbuttons will open a list of items (sampling points, alarms etc).
There are 36 external sampling points and one internal sampling point which is
Gas Sampling And Gas Detection Systems located inside the analyser unit at the top of the cabinet. This internal sampling Use the four arrow pushbuttons to find the item required and use the function
point is positioned to detect any gas due to leaking pipework within the cabinet. keys to select an action to perform.
Manufacturer: Consilium Marine AB It will alarm and shut down the system at 30% LEL.
System: Salwico For example, it is possible to make a manual measurement on sampling point
If a sample from any of the sampling points reaches 30% LEL, a high gas No.5 (SP5) by first pressing the list SAMPLING POINTS pushbutton, then
Model: Gas sampling system - SW2020 - cargo
alarm will be activated on the IAS. A high-high gas alarm is activated if the choose SP5 with the arrow pushbuttons, and finally press F3 (Measure) to start
Gas detection system - GS3000 - accommodation gas reading rises to 60% LEL. A complete sampling cycle takes approximately measuring on SP5. The sampling point details will be shown on the display.
and others 21 minutes.
Type: Sample Draw - continuous 21 min. cycle Some menus require a numerical input; manual measurement is one of them.
There are two vacuum switches fitted within the system, one is used for an Enter a new value with the numerical keyboard. Press the Enter pushbutton to

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internal leakage test and the other for a flow failure on the transportation pump. change the new value into the current value and press F1 to start measuring.
Gas Detectors The internal leakage test is carried out every 24 hours and consists of closing
Type: Catalytic and infrared all the sampling solenoid valves and running the analyser pump. If the vacuum
Standby
Sampling range: 0-100% LEL (0-5% vol.) methane + 100% switch is activated, it proves the integrity of all the pipework, valves, pump and
also the vacuum switch. An alarm sounds in the event of the vacuum switch The control unit is in standby mode most of the time. The display shows that
Start-up time: <60 seconds the measurement sequence is running. The system always displays the last
not being activated.
Self-test: Continuous measurement.
The transportation pump vacuum switch is activated by a sampling pipeline
Both systems are calibrated on 100% methane. becoming blocked. This will cause the pump to stop and the automatic pipeline The standby menu displays the system status. The standby mode can be
cleaning function will be started. This consists of purging the sampling line identified by the clock in the upper right corner and can be reached by pressing

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back to the sampling point with dry compressed air for 15 seconds in order to the HOME key. The control unit will automatically return to standby mode 30
Introduction clear the blockage. The pump will then restart and try to obtain another sample. minutes after the last keyboard entry.
There are two completely separate gas monitoring/trip systems fitted on board. If the vacuum switch is again activated, the Flow Failure alarm is activated.
One is the fixed Gas Sampling System which monitors from sampling points in Lists
the hazardous gas zone, and the other is the fixed Gas Detection System which There are also two pressure switches fitted within the system, for monitoring
the discharge pressures of the transportation pump and the analyser pump. All manipulations required by the average user can be performed from the four
monitors from the non-hazardous gas zone. The analysing/control panels for
They are activated in the event of a low discharge pressure from either pump lists in the system.
both systems are located in the cargo control room on C deck.
and will stop the pump and the sampling sequence, resulting in a flow failure
In the event of a gas being detected, alarms are activated simultaneously on alarm. Alarm List
the IAS stations on the bridge, cargo control room and engine control room.
There are three calibration gas bottles located inside the analyser cabinet, one The left-hand side of the control unit always displays the sampling point in
The alarms which sound in the engine room, motor room and cargo machinery
of 50% LEL, one of 100% by volume and one of 100% N2. These are used for alarm and the alarm level (high or low).
room are two-tone high pitched sirens to indicate that the gas alarm has been
activated. calibrating the four Simrad GD10 infrared gas analysers.
Mute any gas alarms by pressing the ALARM MUTE pushbutton and reset
Both systems are calibrated on 100% methane. gas alarms by pressing the ALARM RESET pushbutton. Press the ALARM IN
Operation of the Fixed Gas Sampling System QUEUE pushbutton to display the next gas alarm (if any).
Control Panel
Gas Sampling Panel When more detailed information about an alarm is required, press the LIST
The control panel of the SW2020 gas sampling system is divided into two ALARMS pushbutton on the right-hand side of the control unit.
Fixed Gas Sampling System
separate parts.
The system consists of a transportation pump, which sucks from each of the This list is opened automatically when a new gas alarm is detected. Use the
sampling points individually via a suction filter and discharges into the gas The left-hand side consists of only three pushbuttons: ALARM MUTE, arrow pushbuttons to display the next and previous alarms.
sampling unit via a flame screen. An analyser pump sucks the sample and ALARM RESET and ALARM IN QUEUE. The ALARM IN QUEUE
discharges it into the infrared gas analyser and finally out to the atmosphere. pushbutton is used to find a gas alarm in the gas alarm list and the two other
There are two gas analysers, both of which are in constant use, with one pushbuttons to either mute or to reset an alarm. The gas level is measured again Fault List
measuring 0 to 100% LEL and the other measuring 0 to 100% volume. The to see if the alarm condition has disappeared. Press the LIST FAULTS pushbutton, on the right-hand side of the control unit,
to display the faults in the system. This list is automatically opened when the

Draft: 2 - November 2011 IMO No: 9491812 Section 4.10 - Page of 8

Plan View
3

Air
No.4 No.3 No.2 No.1
Gas Gas Gas Gas
Dome Dome Dome Dome

No.4 Liquid No.3 Liquid No.2 Liquid No.1 Liquid

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Dome Dome Dome Dome

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Side Elevation
No.4 No.3 No.2 No.1
7 8 10 11 Vent Vent Vent Vent
Mast Mast Mast Mast
Main
Cabinet
9
6 12 13 14 15

5 16

Key 1. Passageway Port Aft 7. Electric Motor Room Air Lock 13. No.3 Cofferdam
2. Passageway Starboard Aft 8. Electric Motor Room 14. No. 2 Cofferdam
Gas Detection Line 3. Passageway Port Forward 9. Venting Tank 15. No.1 Cofferdam
Air 4. Passageway Starboard Forward 10 Cargo Machinery Room Aft 16. Duct Keel Forward
5. Duct Keel Aft 11. Cargo Machinery Forward 17. Bosun’s Store
6. No.5 Cofferdam 12. No.4 Cofferdam 18. Forward Pump and Bow Thruster Room

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system detects a fault. Mute the faults by pressing the MUTE (M) pushbutton Choose a menu with the arrow pushbuttons. The menu numbers in this 4) Calibration: This fault indicates that zero or span calibration is
and reset the faults by pressing the fault RESET (R) pushbutton. document are shown between brackets in each header. not completed due to a value that is out of range, either due to a
gas sampler fault or a test gas fault. The bottle might be empty
Sampling Point List or the test gas mixture is not corresponding to the value that is
Actions in the Event of an Alarms set for span calibration.
Press the LIST SAMPLING POINTS pushbutton to enter the sampling point Gas Alarm
list. 5-8) Gas Sampler 1-4. Indicates a fault depending on which type of
1) When the ALARM MUTE pushbutton is pressed, the audible sampler that is in use. There might be a loss of power, a dirty
Select a sampling point with the arrow pushbuttons and use the function alarm stops and all alarm outputs with mute functionality are mirror in an internal radiation sampler or a sensor failure etc.
pushbuttons to perform an action. deactivated. The scanning cycle continues and will give new
alarms for each sampling point exceeding the alarm level. The 9) Moisture fault (Option). Indicates that water is sucked into the
The following actions can be performed on a sampling point: alarms are stored in the alarm list and the sampling point of the pipe system of the analysing unit.
• Value: Display the value of the last gas measurement. last occurred alarm is shown as well as the alarm level low or
high. 10) High temperature in the analysing unit (Option).
• Measure: Start measuring the gas concentration. With this

SAMSUNG
function it is possible to make a prompt check of the actual 2) Activation of the ALARM RESET pushbutton starts a re-
evaluation of the sampling point in alarm. An alarm reset request 11) Power fault (Option). As indicated if there are two independent
gas concentration of the selected sampling point. The sampling
will stop the sampling sequence and make a new measurement. power supplies and one fails.
time can be set in minutes though never below the set-up
time. The gas value is updated and continuously shown in the This re-evaluation is to be able to accept an alarm reset on the
sampling point if the level is now below the alarm level. If the 12) Flow fault on sample point #. Indicates a flow fault on the sample
display. The possible alarm (low or high) will be decided when
ALARM IN QUEUE pushbutton is pushed and the ALARM point listed. Before indication of a flow fault, the automatic pipe
the gas reading is stable. The remaining measurement time is
RESET pushbutton is pressed for all sampling points in alarm, cleaning function first attempts to remove the cause of the flow
continuously shown.
the system will start re-evaluating these sampling points one by fault by flushing the sampling pipe for 15 seconds and then
• Purge: Clean the pipe for that particular sampling point for 30 one. It may therefore take a while to complete alarm reset for tries to obtain a new sample. If the flow fault still remains, the
seconds. Before connection to the analysing flow, an automatic

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several sampling points. sampling point is automatically disconnected and a flow fault
decompression is made through the internal sampling point for alarm is generated and listed in the fault list. The scanning cycle
10 seconds in order to protect the pressure switch and pump The re-evaluation sequence can be interrupted by manual measurement or continues to the next sampling point. As long as the flow fault
membrane. purge. (See the Sampling Point List). for a certain sampling point is listed in the fault list, the fault
remains.
Actions such as ‘purge’ and ‘manual measure’ cannot be performed on Fault Alarm
disconnected sampling points. The only allowed action on a disconnected Other fault alarms monitor the internal condition of the gas sampling system.
sampling point is Reconnect. 1) An analysing pump fault is caused by a pressure switch and stops
the pump and scanning sequence if the system does not have the
After a measure or purge manoeuvre, the normal measurement sequence starts pump redundancy option. The pressure switch is detecting that Repeater Unit - Located in the Wheelhouse
at the sampling point that was interrupted. the pump pressure is too low. The cause is probably a membrane
leakage of the pump or a fault of the pressure switch itself. Gas alarms are shown on the mini repeater.
Service is needed if the fault cannot be reset.
Disconnections List The previous and next alarms (if any) can be listed with the arrow pushbuttons.
Press the LIST DISCONNECTIONS pushbutton to open the disconnection 2) A bypass pump fault is caused by a pressure switch. The Faults are shown when there are no non-muted gas alarms in the system.
list. scanning cycle continues. The bypass pump stops. The cause for
this fault is the same as described for the analysing pump. The previous and next faults (if any) can be listed with the arrow pushbuttons.
Disconnected sampling points are displayed one by one by using the arrow
pushbuttons. Reconnect a sampling point by pressing the Fl (Reconnect) 3) Internal leakage in the analysing unit is indicated when the The clock is shown when there are no alarms or faults in the system.
pushbutton. automatic leakage control fails. This control is automatically
initiated every 24 hours by closing all the sampling valves, Fixed Gas Detection System (GS3000)
Set-up - General Settings running the analysing pump and checking that the vacuum
switch is activated. If the vacuum switch is not activated, the
The system changes the access level and enters Configuration Mode when the cause is a leakage at the vacuum side of the pump from pipes, The fixed gas detection system consists of fixed gas detectors located within the
correct access code for level 2, 3 or 4 is entered. The system will not start until solenoid valves, a pipe coupling or the vacuum switch itself. accommodation, engine room and main generator engine and gas combustion
the user chooses to start the system again (the access level is automatically unit area.
changed back to 1) or the user time-out expires after 30 minutes.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.10 - Page of 8

Control Panel

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

GAS
DISCONNECTION....
001 005 HI ALARM LEVEL.....
EXTERNAL ALARM...
SAMPLING ALARM STATUS 1................
POINT LEVEL STATUS 2................
SYSTEM FAULT.........
DETECTOR
F1 F2 F3 F4 ABNORMAL COND....

ALARM MUTE
(1)
7 8 9 SAMPLING FAULT

SAMSUNG
ALARMS IN QUEUE LIST
POINTS
LIST ALARMS
STU VWX YZ*

(2)
4
JKL
5
MNU
6
PUR
LIST DISCONNECTION LIST FAULTS M MUTE

(3) ALARM RESET 1 2 3 SETUP SAMPLING SETUP

GENERAL
SETTING R RESET
ABC DEF GHI POINTS

(4)
0 .,-
ENTER ESC HOME Pg Pg

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Repeater Panel

GAS ALARM REPEATER UNIT

List

List
On

Alarms

Local mute
Faults

Lamp test

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There are 12 detectors of the catalytic and electro-chemical type inside the into three access levels, where each level is protected by an access code that Accommodation Area
accommodation at various locations, comprising of ST600Ex EEx d IIC T6 can easily be changed by the operator.
type for methane 0-100% LEL, and ST400 E Ex ia IIC T6 type for oxygen 0- Loop Location Warning Alarm Remark
25% VOL. The detectors will activate a gas alarm if the LEL reading reaches The following functions are available in the system: 22.1 Forward accommodation 30% LEL 60% LEL
30%. A high alarm will be activated if the reading increases to 60% LEL. entrance B deck (S)
• Disconnection of zones, detectors, manual call points, zone
units, alarm devices, external controls. 22.2 Forward accommodation 30% LEL 60% LEL
There are 10 detectors of the catalytic and infrared type inside the engine room entrance A deck (S)
area at various locations, comprising of ST600EX EEX d IIC T6 catalytic • Electric isolation of a loop. 22.3 Forward accommodation 30% LEL 60% LEL
type for methane 0-100% LEL, and ST600EX-IR EEx d IIC T6 infrared type • Reconnection of all disconnected units. entrance (upper deck) (S)
for methane 0-100% LEL. The detectors will activate a gas alarm if the LEL 22.4 Galley air supply duct A 30% LEL 60% LEL Duct mounted
reading reaches 30%. A high alarm will be activated if the reading increases • Supervision of zones and detectors.
deck
to 60% LEL. • Display of all events present in the different lists in the system.
22.5 Accommodation air 30% LEL 60% LEL Duct mounted
There are 33 detectors of the infrared type located in the generator engines • Change of system status, such as date, time, number of zones intake (upper deck) (S)
connected to the system and connection/disconnection of PC. 22.6 Accommodation air 30% LEL 60% LEL Duct mounted

SAMSUNG
and GCU gas hoods, main generator engine rooms and supply fan ducts,
comprising of ST600EX-IR EEx d IIC T6 type for 0-100% methane LEL. • Change of detector settings. intake (upper deck) (P)
These will activate a gas alarm if the LEL reading reaches 30%, and if the 22.7 Forward accommodation 30% LEL 60% LEL
• Display of the status of all units connected to the system.
reading reaches 60%, a high trip will be activated. entrance (upper deck) (P)
• Test buzzer, LEDs, indicators and display. 22.8 Forward accommodation 30% LEL 60% LEL
Note: When testing the motor room trip system, shut off the steam supply to entrance A deck (P)
the glycol heater. The gas alarm panel is activated when a gas alarm is detected in the system.
22.9 Forward accommodation 30% LEL 60% LEL
entrance B deck (P)
The GS3000 fixed gas detection system consists of 55 fixed gas detectors at
The GS3000 gas sampling system is a computerised, fully addressable analogue 23.1 Wheelhouse (nav. deck) 30% LEL 60% LEL
various locations in the GCU area, engine room, accommodation, emergency

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gas alarm system with analogue detectors. The detectors are automatically
generator room and deck passageways. The detectors will activate a gas alarm
tested and continuously supervised by the central unit. In the event of gas 23.2 Cargo control room 30% LEL 60% LEL
if the LEL reading reads 30% or above. A high-high alarm will be activated if
being detected, the appropriate output channels are activated, controlling the
the reading increases to 60% LEL.
gas damping measures. At preset fixed intervals the system actively checks that
23.2 Steering gear room 19% Vol 17% Vol
all connected units are in working order and that the contents of the system are
The detector heads in use: oxygen detector
according to its configuration.
Engine Room Area
The gas alarm system can be divided into several geographically separated Diesel Engines and GCU Area
Loop Location Warning Alarm Remark
central units and control units which are connected into a larger system.
21.1 No.4 2nd deck ER supply 30% LEL 60% LEL Duct mounted Loop Location Warning Alarm Remark
The operator supervises and operates the system from one or more control units fan duct 24.1 Passageway port aft 30% LEL 60% LEL
which are placed at convenient locations, separated from the central units. The 21.2 No.2 2nd deck ER supply 30% LEL 60% LEL Duct mounted 24.2 Passageway port forward 30% LEL 60% LEL
different central units and control units of the system communicate with each fan duct 24.3 Forward pump room 30% LEL 60% LEL
other on two RS-422 channels, the system loop. 21.3 Emergency generator 30% LEL 60% LEL 24.4 Bosun store 30% LEL 60% LEL
room
24.5 Passageway starboard 30% LEL 60% LEL
The central unit and its detectors communicate on two-wire loops. The 21.4 ER natural exhaust vent 30% LEL 60% LEL forward
communication method is based on frequency modulation (FSK). Each (P)
detector is connected to its loop via a specially developed integrated circuit for 24.6 Air lock for cargo motor 30% LEL 60% LEL
21.5 ER natural exhaust vent 30% LEL 60% LEL room
supervision and communication. The detectors are supplied with power from
(S)
the loop. The loop can be either a single-ended branch line, a two-way closed 24.7 Cargo motor room 30% LEL 60% LEL
loop or a two-way closed loop with branch lines. 21.6 GCU room extraction fan 30% LEL 60% LEL
24.8 Cargo machinery room 30% LEL 60% LEL
outlet
forward
All communication between the operator and the system is performed via the 21.7 GCU side B deck 30% LEL 60% LEL
24.9 Cargo machinery room 30% LEL 60% LEL
front panel on the control unit. The GS3000 system detects gas, fault, abnormal 21.8 GVU room for GCU 30% LEL 60% LEL aft
condition or change in the system status; this is displayed on the control unit 21.9 No.1 ER supply fan 30% LEL 60% LEL 24.10 Passageway starboard aft 30% LEL 60% LEL
panel. The operator can control and check a number of functions in the system.
21.10 No.2 ER supply fan 30% LEL 60% LEL 25.1 No.1 GE exhaust damper 30% LEL 60% LEL
To make it easier for the operator to handle all the functions, they are divided

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Cubal Cargo Operating Manual
Loop Location Warning Alarm Remark Note: When testing the motor room trip system, shut off the steam supply to Portable Gas Analysers and Detectors
25.2 Above No.1 GE forward 30% LEL 60% LEL the glycol heater.
The portable gas detection equipment on board is both comprehensive and
pipe duct air inlet well proven. Each instrument is certificated and comes with manufacturer’s
25.3 Centre of No.1 GE 30% LEL 60% LEL operating instructions and recommended spares and test kits. The certificates
25.4 No.1 GE aft pipe duct 30% LEL 60% LEL are to be suitably filed and the monthly tests recorded.
inside GVU room
25.5 No.2 GE aft pipe duct 30% LEL 60% LEL WARNING
inside GVU room The batteries must never be replaced in a hazardous area due to the
25.6 Centre of No.2 GE 30% LEL 60% LEL potential for an electrical discharge.
25.7 Above No.2 GE forward/ 30% LEL 60% LEL
starboard pipe duct air These instruments measure the level and volume of O2, CO2, CO and CH4
inlet (methane) present in a tank when the tank is being inerted or gassed-up.
25.8 Above No.2 GE forward/ 30% LEL 60% LEL

SAMSUNG
port pipe duct air inlet
25.9 No.2 GE exhaust damper 30% LEL 60% LEL
26.1 No.1 GVU starboard 30% LEL 60% LEL
GVU room
26.2 No.2 GVU starboard 30% LEL 60% LEL
GVU room
26.3 Starboard GVU room 30% LEL 60% LEL Duct mounted
extraction fan outlet

NYK LINE
26.4 No.1 GS3000 pump and 30% LEL 60% LEL
detector cabinet
265 Starboard GE CFW 30% LEL 60% LEL
expansion tank vent
26.6 No.1 GE crankcase air 30% LEL 60% LEL
vent
26.7 No.2 GE crankcase air 30% LEL 60% LEL
vent
27.1 No.3 GVU port GVU 30% LEL 60% LEL
room
27.2 No.4 GVU port GVU 30% LEL 60% LEL
room
27.3 Port GVU room 30% LEL 60% LEL Duct mounted
extraction fan outlet
27.4 No.2 GS3000 pump and 30% LEL 60% LEL
detector cabinet
27.5 Port GE CFW expansion 30% LEL 60% LEL
tank vent
27.6 No.3 GE crankcase air 30% LEL 60% LEL
vent
27.7 No.4 GE crankcase air 30% LEL 60% LEL
vent

Draft: 2 - November 2011 IMO No: 9491812 Section 4.10 - Page of 8

4.11.1 Emergency Shutdown and Tank Protection System

4.11.2 Ship-Shore Link - Pneumatic

4.11.3 Valve Remote Control System

SAMSUNG
NYK LINE

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Illustration 4.11.1a Emergency Shutdown System Architecture
Cargo Control Room Field Cables Deck Equipment

Cargo Control Console 7 Cargo Control Console 2 SSL Enclosure

Ship AC
Power Supply Flush-Mounted
Hotphone
MLM Display

AC I/P Hot-Phone
Modem Speaker
Power
Concertor CALL SIGNAL

AC 110V
www.seatechnick.com

SSM
Port Shipside Box Located in Manifold Area
Hot-Phone PSU

SAMSUNG
Junction F.O.
Changeover Power CCR Aft Bulkhead Box
Switch
OKI Modem
Earth Dual Gang MIYAKI MIYAKI
Serial Line Plant Phone Public Phone All Cables and 37-Way & 6-Way 6-Way
O/P B A O/P I/P DC12V Pneumatic Lines 4-Way
Hot-Phone Enter SSL Enclosure FO
Display PSU from Under Deck JXB
MLM AC220V
Desktop Clean Earth (Spare)
PC IS Earth
220V AC Supply Safety Earth
Serial 9W “D” RJ11 RJ11 RJ11 (3 Core from
I/P Conn Distribution Board)

NYK LINE
Hot-Phone
Power ACSSL-01-001 Fibre-Optic Cable ACSSL-01-008

Electric Cable IACSSL-01-010

Public Phone ACSSL-01-014 Electric Cable IACSSL-01-016

Plant Telephone ACSSL-01-013 Electric Cable ACSSL-01-015

Ship AC
Power Supply
MLM Modem I/F (Fibre-Optic Mode) ACSSL-01-003
Starboard Shipside Box Located in Manifold Area
MLM R-232 I/F (Electric Mode) ACSSL-01-003
F.O.

Earth Dual Gang MIYAKI MIYAKI

37-Way & 6-Way 6-Way
4-Way
FO
JXB

Ship to Shore ESD (To ESDS) ACSSL-01-004

Shore to Ship ESD (To ESDS)
Common Alarm Indication (To IAS) ACSSL-01-002
Fibre-Optic Cable ACSSL-01-008
Common Inhibit Indication (To IAS)
Electric Cable IACSSL-01-009

A11LD-041 Electric Cable IACSSL-01-018

220V AC Primary Supply (from Power Distribution Board)

ADCA-012 Electric Cable ACSSL-01-017

24V DC Backup Supply (from Power Distribution Board)

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page of 18

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4.11 Emergency Shutdown and valve • Fusible links around each tank domes, shore connections, injuries or even fatalities. In most cases, ESD1 will have been activated prior
remote control Systems electric motor room and cargo compressor room in case of fire. to ESD2 and the alarm should be enough to warn any personnel around the
manifold to leave the area.
• Cargo tank 99% full ESD system.
4.11.1 Emergency Shutdown and Tank Protection • Low vapour header pressure (3mbar).
System Emergency Shutdown System
• Low cargo valves hydraulic pressure (9.0Mpa).
The emergency shutdown system (ESD) is a requirement of the IMO code
Introduction The fusible links are at the following locations and will melt between 98 and for the carriage of liquefied gases in bulk, and the linked ship-shore ESD
104°C and close the circuit and thereby initiate ESD1: is a recommendation of SIGTTO. It is fitted to protect the ship and the
There are two types of emergency shutdown, ESD1 and ESD2, while the vessel shore terminal in the event of a cryogenic or a fire risk on the ship or at the
• No.1 cargo tank liquid dome.
is carrying out cargo operations in port. terminal.
• No.2 cargo tank liquid dome.
ESD1 • No.3 cargo tank liquid dome. The system is designed to stop the flow of LNG liquid and vapour by shutting
down the pumps and the gas compressors as well as the manifold ship-side

SAMSUNG
This is initiated from either the ship or the shore and is tested on arrival at a • No.4 cargo tank liquid dome.
valves.
port and before cargo operations start. • Port shore connection.
• Starboard shore connection. The shutdown is achieved by using the ship-shore link (SSL) ESD system. The
In the event of an emergency, such as a fire or a heavy cargo leakage, the officer
emergency systems on the ship and at the shore terminal are linked via a ship-
on watch, or one of the watchkeepers on deck, will immediately initiate an • Cargo machinery room. shore umbilical cable which carries ESD and telecommunication signals when
ESD1 by pressing one of the ESD pushbuttons distributed on deck, in the CCR
• Electric motor room. the ship is berthed at the jetty.
and on the bridge, and raise the alarm in accordance with the vessel’s safety
instructions.
The initiation of ESD1 is according to the cause. The ESD consists of two integrated systems of which one is fibre-optic and
the other is electric. The systems are independent, with the fibre-optic system
The manual pushbuttons, which will initiate ESD1 both on the ship and ashore,

NYK LINE
being the primary and the electric system the secondary. The ESD operates
are distributed at the following locations: Note: Once ESD1 is activated, acknowledge all alarms but do not reset the
using one system at a time, and if a fault is detected, the switchover from
system until investigations are concluded and both the ship and the shore
• Wheelhouse. fibre-optic to electric or electric to fibre-optic must be made manually from the
agree to reset.
system selector module.
• Cargo control room.
• Engine control console. ESD2 The ESD system architecture is as shown in illustration 4.11.1a, and the two
• Fire control station. This is normally initiated by the terminal and can be activated either manually systems when used together with adapters, are compatible with the majority of
or automatically if the ship is allowed to move outside its movement envelope the systems currently used at LNG terminals.
• Electric motor room.
at the manifold chiksans. This means that should the OOW allow moorings to
• Cargo machinery room. slack to the extent that the ship moves along the jetty outside the limit, ESD2 Both the fibre-optic and electric system components and controls are installed
will be initiated. within a free-standing cabinet located in the cargo control room. A ‘hotline’
• No.1 cargo tank liquid dome. telephone is also supplied and this is also installed in the cargo control room.
• No.2 cargo tank liquid dome. Also, if there is threatened danger, such as a fire at the terminal that may affect The telephone is a Seatechnik CTS-HP3 Iwatsu compatible hot-phone which
the ship, or an out of control fire on the ship that may affect the terminal, this can also be used as a standard dial-less (private line) hot-phone.
• No.3 cargo tank liquid dome.
system is almost likely to be initiated.
• No.4 cargo tank liquid dome. The electric ESD is compatible with the Pyle-National system normally used
• Port manifold. Initiation of the ESD2 system will result in all the actions as for ESD1, plus in the Middle East and other Atlantic basin LNG terminals. These systems are
initiating a dry break of the shore arm from the ship. This means that the used in a large number of LNG terminals as either the main or as the back-up
• Starboard manifold. system and can handle:
shore arm will be disconnected automatically from the ship. This can be quite
• Forward trunk deck. violent, because the shore arms are connected with powered emergency release • Four telephone channels.
couplings (PERC) which consist of 2 ball valves at the elbow part of the arms.
ESD1 will also be initiated by one of the following: These valves will close automatically on initiation and the second phase will be • Single ship-shore and shore-ship ESD volt-free contact signals.

• Manual activation by personnel using the ESD pushbuttons. disconnection, with the elbow part remaining attached to the ship.
An additional feature to ensure safe functioning during an emergency
• Blackout of the ship. It is expected that the terminal will warn the ship prior to initiating ESD2, breakaway, requires all ESD circuits to be protected by intrinsically safe
allowing time for the personnel around the manifold to leave the area to avoid (Ex’ia’) techniques. The telephone circuits themselves cannot be passed
• Shore activation of their ESD1 system.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page of 18

FIbre-Optic System Configuration Module Electric System Configuration Module

ANALOGUE SYSTEM OPERATIONAL SCREEN

INSTALLATION
SYSTEM TYPE
SIDE CONNECTED

SYSTEM ESD STASTUS

SHIP TO SHORE
LNG SEATECHNIK
SHIP
STARBOARD

ESD TRIP INITIALISED BY SHORE

ESD TRIP
SAMSUNG
INHIBIT
ESD AND TELECOM CONTROL UNIT

TRANSFER DATA VIA

USB DEVICE

SYSTEM STATUS

NYK LINE
LOOP BACK SYSTEM
SHORE TO SHIP ESD TRIP
TEST

ESD CARRIER HEALTHY

ESD FO RX SIGNAL LEVEL -15.7 dBm

ATU TEST
SHIP TO SHORE SHORE TO SHIP

CHAN 1 CARRIER HEALTHY HEALTHY

CHAN 2 CARRIER HEALTHY HEALTHY ADJUST DISPLAY

SELECT PORT
LNG GERONIMO PROPERTIES
CHAN 3 CARRIER HEALTHY HEALTHY
1.0
CHAN 4 CARRIER HEALTHY HEALTHY
8950-0-0-1
MAIN SCREEN QUIT APPLICATION
TELEPHONE FO RX SIG LEVEL -15.7 dBm

www.seatechnik.com

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through Ex’ia’ certified barriers, but are powered and switched from the shore Terminal Selection Trip Inputs
exchange system.
The system contains a fully configured list of all terminal configurations Four indicators show green HEALTHY or red TRIP indicating a trip state.
known to Seatechnik. At the time of commissioning, a list of ship specific
The system’s rack modules and all the zener barriers are installed in the in the ‘common terminals’ can be added to a selection menu, this allows the terminals Some shore terminals use three additional ESD signals as well as the standard
SSL cabinet located in the CCR. A fibre-optic/electric system selector module frequently visited by the ship to be accessed directly. The ‘common terminal’ shore-to-ship ESD. The terminal data will have been preconfigured to enable or
(SMM) handles the inter-switching of the ESD and telecommunications list is password protected and can be edited if required. disable these additional trip functions. When disabled, the tank high level, 1st
signals, and the selection of the fibre-optic or the electric system. stage loading arm and 2nd stage loading arm indicators will be removed from
the display, and only the SHORE TO SHIP ESD indicator will function.
Using the Pyle-National dual Miyaki adapter allows the system to interface Configuration and Event Logging
with any shore facility fitted with the Miyaki system, so allowing the ship to The system stores the current configuration that will be loaded on start-up.
berth. An electric test unit has also been provided which will allow the ESD to Inhibit Function
The system will store configuration changes, time and date data, together with
be function tested prior to the arrival of the vessel at the port. events to a stored data file in flash memory. This can be accessed via a USB The INHIBIT function allows the operator to simulate an incoming healthy
flash drive. ESD signal. When the INHIBIT soft key is pressed, the INHIBIT DISPLAY
Ship-Shore Link (SSL) Cabinet will show a flashing orange depressed key, and the RESET function will

SAMSUNG
At PYLE and MIYAKI connected terminals, the system allows line voltages activate. Upon pressing the RESET soft key, the RESET function will then
The smart modules are as shown in illustration ?? and the main characteristics across the telecom pins to be sensed. Thus, the presence of PABX/PSTN/ be disabled and the contacts connected to the IAS will close. Deselecting the
of these are as detailed below: PRIVATE LINE exchange voltage, and hotphone/sound powered ring voltages INHIBIT function will return INHIBIT DISPLAY to a raised not selected key
to be detected. and open the contacts connected to the IAS.
• Housed in single 19” 6U rack module.
• 10.4” colour TFT SVGA display. This function is useful for fault finding and maintenance purposes, but must be
Electric System Status and System ESD Status Indication
implemented with care.
• Touch-sensitive capacitive keys for user interface. The ELECTRIC SYSTEM STATUS menu is the main control screen associated
• Menu-driven graphic operation via Microsoft Windows. with the digital electric SSL system. The ESD status and terminal specific
information is displayed to allow the user to see the status of the ship-shore Fibre-Optic Communication System Details

NYK LINE
• Main system micro-controller based. link during operation.
• Interfaces to external systems such as the IAS. A fibre-optic ship-shore link (FOSSL) comprising 4 channels of multiplexed
The information displayed and the controls of the system are defined below. communications/data, ship-shore and shore-ship emergency shutdown (ESD)
• Powered from main SSL system’s dual redundant 24V DC is in use at 55% of LNG terminals worldwide and almost all of the Japanese
power supply. import terminals.
The SYSTEM ESD STATUS indicator will follow the ESD TRIP status of both
• Easily updateable via USB flash drive. the SHIP TO SHORE and the SHORE TO SHIP ESD status.
The shipboard system and terminal systems are identical, other than the
• USB downloadable diagnostics. transposition of frequencies of the telecommunications transmit and receive
System monitoring of the Ship to Shore and Shore to Ship ESD provides a 1st
up alarm should one of the ESD signals change to a TRIP state, thus indicating channels, and the need for a special fibre-optic cable reel on the shore and
Smart Fibre-Optic System which system initiated the ESD. Indication as to which system initiated the selector switches for the shipboard installation between port and starboard.
The system provides a 6U 19” module with a 10.4” SVGA TFT display with TRIP will be shown alongside the SYSTEM STATUS ESD indicator. Contacts
to the DCS can be provided so the event is logged for reference The system comprises the following:
six self-calibrating touch-sensitive soft keys to navigate through the menu
structure to control the system configuration and display diagnostics. • Control Enclosure - Usually located in or adjacent to the cargo
Reset Function control room.
Internally, the system is based on a plug-in card design structure where a master • Fibre-Optic Cable - From the control enclosure to shipside
Upon receiving a shore-to-ship ESD healthy signal, the SHORE TO SHIP
backplane PCB is mounted to the rear of the module, and individual plug-in boxes for fibre-optic connector.
ESD display will change from TRIP to HEALTHY, and the RESET function
cards containing microcontrollers and I/O PCBs are fitted to the backplane.
will activate on the display. The operator is then required to press the RESET • Ship-Side Boxes - Port and starboard for 6-way fibre-optic
This allows the individual PCBs to be removed and replaced as necessary.
soft key. On doing this, the associated internal logic will latch and the contacts connectors to the shore system.
All ESD signals are passed through ‘IS’ barriers to ensure that the signals are
connected to the IAS will close, indicating a healthy shore-to-ship ESD.
intrinsically safe, the ESD I/O PCBs follow all design principles of Ex’ia’ to • Hotline Telephone - A Seatechnik CTS-HP3 Iwatsu compatible
ensure the IS signals are separated from non-IS signals. hot-phone.
Upon receiving a shore-to-ship ESD trip signal, the SHORE TO SHIP ESD
indicator will change from a green HEALTHY to a red TRIP. The contacts • Test Unit - A passive loop back test unit or an active EEx’d’
The ITT Cannon connector is installed in a safe area and a single configuration
connected to the IAS will open, indicating a shore-to-ship ESD trip. simulator, which electrically simulates a shore system.
is used following Yung An (Taiwan) lead. The connections to this will not
require to be routed through the IS side of the digital system.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page of 18

SYSTEM SELECTOR FIBRE OPTIC/ELECTRIC/PNEUMATIC

FIBRE-OPTIC ELECTRIC PNEUMATIC SYSTEM SELECTOR MODULE
POWER

SAMSUNG POWER SUPPLY MODULE

NYK LINE
SSL POWER
OFF PRIMARY SECONDARY +24V
IP POWER IP POWER OUTPUT

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The Seatechnik dual mode CTS-HP3 is a special signalling Iwatsu compatible Seatechnik Splash Screen is present. If there are discrepancies between what is expected and actually
hot-phone which can be switched to operate in standard (private line – 48V connected, the user has the option to enter TELECOMS DIAGNOSTICS to
Operator Screen No.2: This screen displays during system configuration and
DC/ 78V AC signalling mode). This means only one hotline phone is necessary locate all of the telecom line pair voltages.
displays the state of configuration.
for the control room.
Fault Action Confirmation
Operational Screen (ESD Trip)
System Selector Module (SMM) Operator Screen No.9: This screen shows details of the selected fault from 0
Operator Screen No.3: This screen is the main status screen of the DES-
and presents the operator with any remedial process they can apply to fix the
The SSM control panel is as shown in illustration ?? and the main functions of 8950. It displays the states of all the incoming and outgoing ESDs as well
problem. Any warnings shown at the bottom of the page or a non-responding
the panel are as follows: as the system status including first-up ESD trip information and the warning
ESD routing card (which prompts the user to soft-reset) will cause an ESD
messages. The operator has access to the INHIBIT, SELECT TERMINAL, and
• Select the required ESD system. event if the current state is healthy. This action for a frozen routing card is
SYSTEM FAULT functions.
not required, as a frozen routing card that has been correctly configured can
stay non-responsive during normal operation. The exception to this is the
Power Supply Unit (PSU) Inhibit Confirmation Screen backplane, as a frozen backplane will not process ESD data, so this will be
identified as a fault.

SAMSUNG
Operator Screen No.4: Prompts the user to confirm the inhibit request.
The front panel consists of a key switch and three LEDs. The operator will need
the associated key to turn on the PSU-8032, because powering-up the system or
powering-down the system is considered to be a privileged function. Select Terminal Home Screen

Operator Screen No.5: On selection, this screen allows the operator to select Operator Screen No.10: This screen allows the operator to access some
Primary/Secondary I/P Power LEDs a terminal from the ‘Charter Terminal’ list to configure the DES-8950 to the of the ‘housekeeping’ functions of the system. These include updating the
correct wiring configuration. When a terminal is highlighted, pressing the terminal configuration files from the latest Seatechnik master files, time/date
The PRIMARY I/P POWER LED and the SECONDARY I/P POWER LED are and brightness adjustment controls. This page also allows the user to exit the
CONFIGURATION DETAILS button allows the user to confirm the terminal
bi-coloured LEDs that can illuminate either red or green. application.
configuration is correct and implement the configuration change.
• Green indicates that the corresponding supply IS present.

NYK LINE
• Red indicates that the corresponding supply IS NOT present. Fault Screen Operation Screen (Fully Inhibited)

Operator Screen No.6: If a fault is detected by the GUI in the internal Operator Screen No.11: This screen is identical to 0, but shows the system
For example, if the SECONDARY I/P POWER LED was red, then this means fully inhibited and presents the operator with the CANCEL INHIBIT option.
operation of the DES-8950, a fault will be flagged in the operational screen
that there is no secondary supply. This would also be indicated to the IAS via
and the fault option will become active. This page allows the user to review the
a common alarm.
standing faults and to action any available user functions to remedy the fault. Select Terminal Confirmation
Operator Screen No.12: Prompts the user to confirm the SELECT NEW
Operator Screens Operational Screen (Inhibit Selected, Reset Confirmation) TERMINAL request.
Operator Screen No.7: When the inhibit function is selected from the
The GUI screens are the operator’s interface into the DES-8950 module. The
operational screen, if the shore contacts have not been reset to HEALTHY, the Deactivate Inhibit Confirmation
screen is not a touch screen; the on-screen functions are accessed via the 6-key
user will be required to push the RESET button to close the contacts going to
perspex touch pad located to the right of the display. The menu structure is Operator Screen No.13: Prompts the user to confirm the DEACTIVATE
the CCR.
in two parts, a general operators section and a password protected supervisor INHIBIT request.
section. The idea behind the separate sections is to prevent untrained crew
corrupting terminal configuration and SSL set-up information. The following Configuration Details (Hot-Phone)
Operational Screen (All inputs Healthy)
descriptions of screens are used with reference to the drawings DES8950-012 Operator Screen No.8: This screen is a dual-purpose screen. If the terminal
to DES8950-015 found in the appendix of the operating manual. The button Operator Screen No.14: This screen is identical to 0, but shows the display
selected is the terminal to be configured to, the operator is only presented with
references will be button No.1 (upper button) and button No.6 (lower button). when all incoming and outgoing ESDs are healthy and waiting for RESET to
the SELECT TERMINAL prompt, allowing the terminal to be configured. If the
be pushed to close the incoming contacts to the IAS.
System Confirmation Screen current terminal is highlighted when entering, the user is presented with more
configuration options. The operator has the ability to set the hot-phone into
Operator Screen No.1: On boot-up, the system will boot into the DES-8950
hot-phone, or private-line mode dependent on the current operation of the shore Operational Screen (Fully Reset Healthy)
GUI application and set-up the system depending on the scope of supply. The
terminal. The EDIT TERMINAL INFORMATION option allows the operator
operator screen No.1 will give feedback to show the operator that the PCBs Operator Screen No.15: The screen is identical to 0, but shows the system
to access the supervisor menu structure through the password protection page.
supplied with the system are booted and operating correctly. The operator will all healthy and reset, this is how the system will operate during correct set-up
The current line voltage details are displayed on the configuration details page
be required to confirm the results to continue. operation.
for the currently connected line pairs, this allows the operator to confirm the
public, plant and private-line hot-phone are correctly configured if a line voltage

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Configuration Details (Private-Line Mode) Set Time/Date Confirmation RESET soft key. On doing this, the associated internal logic will latch and the
contacts connected to the IAS will close, indicating a HEALTHY SHORE TO
Operator Screen No.16: This screen is identical to 8, but shows the hot-phone Operator Screen No.25: Prompts the user to confirm that the newly entered
SHIP ESD. Upon receiving a shore-to-ship ESD trip signal, the SHORE TO
configured to private-line mode. information is correct.
SHIP ESD indicator will change from a green HEALTHY to a red TRIP. The
contacts connected to the IAS will open, indicating a shore-to-ship ESD
Telecoms Diagnostics Exiting Application
Operator Screen No.17: This screen allows the operator to check for the Operator Screen No.26: This screen allows the user to confirm the exit Operation of Hotline Telephone Link
presence of line voltage across every possible line pair across all available application command. The confirmation keys are in different locations to the
connectors. The operator is required to push the RUN button to begin the entering keys, so a dual miss-press cannot spuriously shut the system down. The hotline telephone operates in Iwatsu CALL-SIGNAL mode and in
diagnostic routine. private-line mode as selected by switch No.7 on the SCM. Some Pyle-National
Set Time/Date Verification equipped terminals use Iwatsu CALL-SIGNAL mode for the hotline telephone.
Transfer Data Via USB The majority of others use the private-line mode which is a standard 48V DC,
Operator Screen No.27: This screen confirms to the user that the time and
line 80V AC ring format. The shore provides an exchange simulator or ring-
Operator Screen No.18: This screen allows the user to either transfer new date have been correctly updated to the system.
down module, the ship equipment is simply a two-wire handset equivalent. In

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configuration files from a USB flash drive to the GUI or to take the files from
this mode, the phone is lifted to ring the other instrument and the user talks
the GUI and send them to the flash drive for fault finding purposes.
Supervisor Screens when the phone is answered at the terminal.
Operators with Supervisor authority have access to an area inside the GUI to
Telecom Diagnostic Confirmation
configure the functionality of the DES-8950. This includes changing terminal Tank Protection System
Operator Screen No.19: Prompts the user to confirm the telecoms diagnostic connection details and setting operating conditions of the DES-8950. The
process and warns of the loss of communication consequences. descriptions of screens are used with reference to the drawings DES8950-016 Cargo Tank Pressure Low
to DES8950-017 found in the operator’s manual appendix. A tank protection trip will be activated if the pressure in the cargo tanks drops
Transferring Data Via USB (Waiting) to a pressure of 2kPa or less.

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Operator Screen No.20: This is a holding screen while appropriate data writes Operation
are carried out. Cargo Tank Level
• Switch on the power supply at the power supply module.
The ESD will be activated in the event of the cargo tank levels reaching 99%
• Select either the FIBRE OPTIC or ELECTRIC option at the
Telecom Diagnostic Results of their total volume. The activation levels are:
system select module.
Operator Screen No.21: As the results of the telecom diagnostics are received, • No.1 cargo tank - ?? metres.
• Select the PORT or STARBOARD connector.
user functions are disabled and the line voltages are updated to the screen as • No.2 cargo tank - ?? metres.
they are received from the diagnostic hardware. • The home page will be displayed on the relevant screen.
• No.3 cargo tank - ?? metres.
• Select the system status screen from the pushbutton menu.
• No.4 cargo tank - ?? metres.
Transferring Data Via USB (Result)
The Operator Screen No.1 will appear and indicate if the system is healthy or
Operator Screen No.22: This screen displays the outcome of the USB data not. If it has been decided between the ship and shore that the electric system Vapour Header Pressure Low
transfer operation. is to be used, then the operator will need to select the electric system using the
SYSTEM SELECTOR switch on the system selector module. The operator will The ESD will be activated in the event of the main vapour header pressure
also have to select the terminal from the charter terminal list. The SYSTEM dropping to 0.3kPa or less.
Set Time/Date
ESD STATUS indicator will follow the ESD TRIP status of both the SHIP TO
Operator Screen No.23: This screen allows the operator to adjust the time and SHORE and the SHORE TO SHIP ESD status. System monitoring of the ship- Power Failure
date values used in the system logging files. The system will reference UTC, as to-shore and shore-to-ship ESD provides a 1st up alarm should one of the ESD
adjusting to local time zones will be an inefficient method of operation. signals change to a TRIP state, thus indicating which system initiated the ESD. The ESD will be activated in the event of a total blackout on board.
Indication as to which system initiated the TRIP will be shown alongside the
Adjust Display Properties SYSTEM STATUS ESD indicator. Hydraulic Oil Pressure Low
Operator Screen No.24: This screen allows the operator to adjust the backlight The ESD will be activated if the hydraulic oil system pressure that operates
of the display to a suitable level for the location and environment of the cabinet. Reset Function the cargo valves drops below 9.0MPa The hydraulic actuators fitted to the
The SAVE function saves the level as the system default. On next boot-up, the Upon receiving a shore-to-ship ESD healthy signal, the SHORE TO SHIP port and starboard cargo loading manifolds are also supplied with oil from
system will boot into the new light level. ESD display will change from TRIP to HEALTHY, and the RESET function supplementary hydraulic accumulators that ensure quick response times in the
will activate on the display. The operator will then be required to press the event of an ESD.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page of 18

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Cubal Cargo Operating Manual
Fibre-Optic Link Illustration 4.11.1d ESD Screen Shot
The fibre-optic link allows the terminal to trip the ship’s ESD system and the
ship to trip the terminal’s system in the event of an emergency. An ESD will be
activated if the fibre-optic link between the ship and the shore is disconnected
or broken.

Electrical Link
The electrical link allows the terminal to trip the ship’s ESD system and the
ship to trip the terminal’s system in the event of an emergency. An ESD will be
activated if the electrical link between the ship and the shore is disconnected
or broken.

Pneumatic Link

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The ESD will be activated if the pneumatic link is disconnected or broken and
the air pressure falls below the preset trip setting which is adjustable in the
cargo control room.

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page of 18

Pressure Switch Manifold

Box and Platform
Solenoid Valve Side Passageway
Pushbutton to be Box for ESDS
Installed in Following (Inside
Places: Passageway)
Cargo Control Console

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Wheelhouse
Fire Control Station
Engine Control Console

Liquid Liquid Liquid Liquid

Dome Gas Dome Gas Dome Gas Dome Gas
Dome Dome Dome Dome

Electrical
Equipment
Room

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ESDS Air
Control Board
Motor Machinery Deck
Room Room Store

Manifold Side Passageway

Platform

From Main
Air Supply

Key

Emergency Pushbutton

Fusible Link

Compressed Air

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 10 of 18

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Cubal Cargo Operating Manual
4.11.2 Ship Shore Link - Pneumatic 3) The operatives on the ship and shore must now remove any • The main cargo pumps in each tank will be stopped.
inhibits on the IAS. The system is now in a healthy state. • The stripping pumps in each tank will be stopped.
In the event of either the optical link or the electrical link being unavailable, a
pneumatic link can be used. • The fuel gas pump in the respective tank will stop
Ship-to-Shore ESD Pneumatic Trip
• The emergency cargo pumps will be stopped if operating.
The ESD will be activated if the pneumatic link is disconnected or broken and Generating a ship-to-shore ESD trip is achieved by opening the ship side
the air pressure falls below the preset trip setting which is adjustable in the contacts. When this is done, the soft dump valve will de-energise, causing the • The high duty compressors will be stopped.
cargo control room. The IAS mimic screens will indicate the reason for the air in the system to vent to atmosphere. Both the ship and shore side systems • The low duty compressors will be stopped.
ESD situation by a change of colour, from green to red, of the item causing will detect this change in pressure. The shore side circuit will then open,
indicating an ESD unhealthy condition. • All the manifold cargo valves will be closed.
the ESD. The cargo pump and spray pump symbols will change colour,
indicating that there is a block on their operation and further operations are • The shore terminal will be signalled to stop operations.
not permissible. Once the cause of the ESD has been cleared, the ESD system Shore-to-Ship ESD Pneumatic Trip • The air releasing solenoid valve (pneumatic line in ship/shore
can be enabled by activating the RESET icon on the IAS ESD graphic screen. link connection) opens.
Symbols will change from red to green, indicating that further operations are If the shore terminal exhausts the system air at the shore facility, this will
generate a shore-to-ship ESD. The ship’s pressure transducer will then sense

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permissible. • The ESD alarm will be activated.
the drop in pressure and on dropping below the SET value, the latching relay
will drop out. • ESD activation signal should be transferred to the automatic
The pneumatic link consists of an air hose connected to the terminal and valve control (AVC) and the AVC will control the master gas
pressurised to a setting which is agreed between the ship and the terminal. The valve and the low duty compressor as the situation requires.
pressure is set in the cargo control room. Emergency Shutdown Activation
Both the ship and the terminal have pressure switches which will activate an The ESD system can be activated by any one of the following:
ESD trip in the event of a loss of air pressure. Unlike the electrical and optical
• The deck trip system which includes nine sets of fusible links
links, there is no communication link, so communication can only be achieved
located around the deck at the cargo loading manifolds, cargo
by radio.

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compressor room, cargo electric motor room and the cargo tank
domes. If any one of these links fuse, it will initiate an ESD.
The pneumatic ESD system is powered-up when the PNEUMATIC position is
selected at the cargo console. For this to operate, control air must be supplied • Manual emergency pushbuttons at various locations around the
to the ESDS air control board, located in the electrical equipment room cabinet main deck, the cargo control room, engine control room, fire
from the ship’s control air 0.9MPa system. To allow for any maintenance that control station and the wheelhouse.
may be required, an inlet isolating valve has been provided. • Cargo vapour main line header pressure low.
The ship’s air supply is fed into a pressure regulator with filter assembly which • Cargo tank pressure low low.
is responsible for setting the maximum pressure that will be applied to the • Cargo tank high level trips (99%).
ESD system. The operator should set this pressure by adjusting the pressure
regulator whilst observing the pressure gauge. • Vessel electrical blackout.
• Hydraulic actuator power pack low pressure.
A dump valve has been provided in the system and this is responsible for
• Fibre-optic link trips ESD.
routing the ESD line into either the ship’s air supply or directly to atmosphere.
When the ship-to-shore ESD is healthy, the dump valve routes the air into the • Electric link trips ESD.
ESD line between the ship and the shore. This maintains the line pressure • Pneumatic link trips ESD.
above the ESD trip pressure, so indicating an ESD healthy condition.
• Shore terminal ESD trip.
A ship-to-shore ESD condition will occur when the ship side circuit goes open • Automatic shutdown by control air pressure low.
circuit, causing the following:
• Automatic shutdown by system failure.
1) The pneumatic dump valve will route the air from the ESD line • Automatic shutdown by I/O failure.
between the ship and the shore to atmosphere.
When the ESD system is activated, the SSL interfaces with the IAS and through
2) The ship’s air supply will be disconnected from the ESD line
the IAS the following will occur:
between the ship and the shore.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 11 of 18

Hydraulic Power Pack Room

Hydraulic Power Pack Accumulator

for Cargo System Stand
Key

Hydraulic Oil

Valve Box with

ACC Accumulator for
Emergency Shutdown
50 25 Valves

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50 25

Indicates Intermediate
Position Control Valve Type

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7C 5C ACC 4C 2C 1C

CL401 CL402 CL403 CL301 CL302 CS071

CS400 CS401 CS403 CL303 CG075
CS407 CS408 CS300 CS301 CL012
CS409 CS410 CS412 CS303 CL022
CG946 CL400 CL407 CS307 CS308 CL032
CS309 CS310 CN032 CL042
CS312 CG072
CS300 CS307
CL201 CL202 CL203 CL101 CL102 CL103
CS200 CS201 CS203 CS100 CS101 CS103
CS207 CS208 CS209 CS107 CS108
CS702 CS703 CS706 CL200 CL207 CS210 CL100 CL107 CG702
CG708 CG938 CS212
CG939 6C ACC
CG947 CL011 CL021 CL031
CL041 CG071

3C ACC CN031
CG900 CG901 CG902
CG903 CG917 CG918
CG904 CG919 CG920
CG925 CG926
CG927 CG928
CG936 CG937

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 12 of 18

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
4.11.3 valve remote control system Stationary Handpump protected by a safety relief valve set at 14.3MPa which returns the oil to the
tank via the main return line. Each main pump has the capacity to open or close
Manufacturer: Seil-Seres
two of the largest valves in the cargo system or all of the manifold valves on
Hydraulic Power Pack (Ballast, Sea and Fuel Oil Valves) No. of sets: 5 one side within a period of 30 seconds.
Manufacturer: Amri-Seil Model: PM125
Capacity: 25ml/stroke During normal operations, only one pump is required to meet the demand,
Main pumps: Rexroth, 18 litres/minute
Maximum pressure: 16MPa while the second pump is put on automatic standby ready to cut-in when the
Topping-up pump: Rexroth, 18 litres/minute system pressure has been reduced to 10.5MPa or less. If the standby pump
System pressure: 12MPa normal operating pressure cuts-in on low system pressure, the topping-up pump will continue to operate.
10MPa low pressure alarm Introduction Changeover from the topping-up pump to the duty pump must be carried
10.5MPa standby pump start out manually from the IAS to avoid a low pressure alarm and ESD trip at
All the valves necessary for the operation of the cargo, ballast, fuel oil and 9.0MPa.
13MPa high pressure alarm
14.3MPa pressure relief to tank sea water systems are hydraulically-operated by two independent hydraulic
power packs which in an emergency can be cross-connected. Both power The remotely-operated valves are piston operated, with some being fitted with

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System temperature: 70°C high alarm packs are located in the hydraulic power pack room at the starboard side of double-acting actuators The system return has two filters arranged in parallel
Main pump motor: 440V, 60Hz, 6.3kW at 1,750 rpm the 2nd deck in the engine room. The control of the power packs and the valve with a three-way changeover valve fitted, allowing one of the filters to be kept
Topping-up motor: 440V, 60Hz, 6.3kW at 1,750 rpm operation is via the IAS screen mimics at an operator workstation which has off-line but ready for use. The filters have a differential pressure alarm fitted,
command of those functions. The power packs for the two systems are similar which is activated at 0.2MPa and connects through to the IAS.
Accumulators: 32 litre x 3 sets
in construction, but the one used for the cargo valve operation has a larger tank
and pump capacities. Hydraulic Valve Cabinets
Hydraulic Power Pack (Cargo Valves)
There are seven solenoid valve cabinets fitted as shown in illustration 4.11.3a
Manufacturer: Amri-Seil System valves which are of the open/closed type have limit switches, which give
and these are numbered 1C to 7C. The cabinets are supplied with oil from
indication of the valve’s position on the appropriate IAS screen. Proportional
Main pump: Rexroth, 78 litres/minute the power pack via pressure and return lines, but the lines from the cabinets

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(intermediate/THR) valves, which can be partially opened/closed, also have
Topping-up pump: Rexroth, 18 litres/minute to the valves are via hydraulic multi-core tubing. Under normal operating
limit switches and potentiometers to give an indication on the relevant IAS
conditions, when the command is issued via the IAS to either open or close a
System pressure: 12MPa normal operating pressure screen of the valve’s position between 0% and 100%.
valve, the solenoid associated with that valve will operate and direct oil in the
9.0MPa low-low pressure alarm appropriate direction. As previously detailed, if there is a failure in the control
10MPa low pressure alarm In the event that a hydraulic valve cannot be operated from the IAS, it is
system, a valve can also be operated by manually pressing the button on the
possible to open or close it using the pushbuttons on the individual solenoids at
10.5MPa standby pump start end of the solenoid valve in the required direction. In the event that there has
the relevant solenoid valve cabinet. Each valve cabinet has a flow meter fitted
13MPa high pressure alarm been a hydraulic power pack failure, all of the valves in the system can be
to give indication to the operator that a valve is moving under these emergency
operated by utilising an auxiliary handpump or using a handwheel or spanner
14.3MPa pressure relief to tank operations. When a button is pressed, a flow should be seen, and when the flow
accordingly. A description on how to use the handpump has been given later
System temperature: 70°C high alarm has stopped, it can be assumed that the valve has reached the full length of its
in this section.
travel and so the solenoid button can be released.
Main pump motor: 440V, 60Hz, 25.3kw at 1,750 rpm
Topping-up motor: 440V, 60Hz, 6.3kW at 1,750 rpm Oil filling of the power packs is achieved using the oil storage tank in the Hydraulic Accumulators
Accumulators: 50 litre x 8 sets hydraulic room which can be connected to an oil filling connection in the There is an accumulator pack comprising 8 x 50 litre bottles and one 45 litre
return line to either power pack. nitrogen bottle for operating the cargo valves for ten minutes in the event of
complete hydraulic pump failure. This is located adjacent to the hydraulic
Emergency Portable Handpump
Hydraulic Power Pack for Cargo Valve Operation power pack.
Manufacturer: Seil-Seres
The units consists of an oil tank, with two main and one topping-up pump
No. of sets: 3 Fitted to the 3C(S) and 4C(P) solenoid valve cabinets located in the port and
situated on top of the tank. Each main pump has a delivery rate of 78 litres/
Model: PM125 starboard side passageways are accumulators (three 50 litre bottles per valve
minute at pressure of 12MPa, while the topping-up pump has a delivery rate of
cabinet) that have also been fitted for use in operating the port and starboard
Capacity: 25ml/stroke 18 litres/minute, also at pressure of 12MPa. The topping-up pump is normally
loading manifold valves. These valves (10 in total) are also connected into the
Maximum pressure: 16MPa used to maintain the system pressure outside of general operations when no
ESDS and must always retain the facility to close.
valve movement is required.
There is an accumulator pack comprising 2 x 50 litre bottles and one 45
All three pumps take their suction from the same sump tank before delivering
litre nitrogen bottle for operating the ballast valves in the event of complete
to the main pressure rail through individual non-return valves. The system is

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 13 of 18

NO.2 MOTOR STARTER NO.1 MOTOR STARTER NO.1 MOTOR STARTER NO.2 MOTOR STARTER
(FOR CARGO VRC) (FOR CARGO VRC) (FOR BALLAST & E/R VRC) (FOR BALLAST & E/R VRC)
1 1 1 1

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4 2 4 2 4 2 4 2
3 3 3 3

5 22 6 7 8 5 22 6 7 8 5 6 7 8 5 6 7 8

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H.P.P. ALARM & CONTROL TOPPING UP MOTOR STARTER H.P.P. ALARM & CONTROL TOPPING UP MOTOR STARTER
(FOR CARGO VCR) (FOR CARGO VCR) (FOR BALLAST & E/R VRC) (FOR BALLAST & E/R VRC)
1 1
9 10 11 12 13 14 15 16 17 21 9 10 11 12 13 14 15 16 17

18 19 20 18 19 20

2 4 2 4
3 3

5 6 7 5 6 7

Key

1 - MCCB Switch 6 - Motor Start Illuminated Pushbutton 11 - Topping-Up Pump Failure Indicator 16 - High Temperature Indicator 21 - Low - Low Pressure Indicator
2 - Source Indicator Lamp 7 - Motor Stop Button 12 - Low Pressure Indicator 17 - Filter Clogging Indicator 22 - Space Heater On/Off switch
3 - Ammeter 8 - Standby Indicator 13 - High Pressure Indicator 18 - Lamp Test Button
4 - Hour Running Meter 9 - No.1 Pump Failure Indicator 14 - Low Level Indicator 19 - Buzzer
5 - Local/IAS Selector Switch 10 - No.2 Pump Failure Indicator 15 - Low Low Level Indicator 20 - Alarm Stop/Reset Button

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 14 of 18

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Cubal Cargo Operating Manual
hydraulic pump failure. This is located in the engine room adjacent to the Procedure for Operating the Cargo and Ballast Valve Remote metre long rubber hoses and self-seal couplings and is mounted on a wheeled
hydraulic pumps. Operating Systems frame for manoeuvring.

Fitted to the 2H solenoid valve cabinet in the engine room is an accumulator a) Ensure that the two oil systems are fully charged and that there
pack comprising three 32 litre bottles of the emergency operation of the ship Procedure to Operate the Local Handpumps
are no leaks evident.
side valves. The activation box is in the safety control centre on C deck.
a) At the local handpump, check the oil level in the reservoir, if
b) For each power pack, turn the power switch for both of the main necessary, top-up with the correct grade of oil.
Valve No. Description Type pumps and the topping-up pump to the ON position, ensure that
BA022F Water ballast overboard, starboard Open/close the power light illuminates on each pump panel. Turn the main b) Close the column isolating valves.
BA023F Water ballast overboard, port Open/close pump space heaters ON.
BA024F Inert gas dryer/cond. CSW overboard Open/close c) Connect the emergency handpump to the connection block in the
c) With the running selection switch in LOCAL, press the start valve cabinet on the pressure and return lines. Select the correct
WS450F Inert gas generator CSW overboard Open/close
button on the selected operating pump, ensure that the START direction of flow using the selector lever on the handpump.
BA101F Ballast stripping eductor overboard Open/close light illuminates when the pump is running.

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WS001F High sea chest starboard suction Open/close d) For open/closed valves, press the manual override button on the
WS002F High sea chest starboard suction Open/close d) Check the pressure on the local gauge and check that the pump end of the solenoid valve and operate the handpump until the
WS005F High sea chest starboard suction Open/close self-regulating system maintains 12MPa. valve is fully open or closed. Monitor the flow indicator in the
WS006F Low sea chest port suction Open/close cabinet to confirm valve movement.
e) Stop the pump and change the running condition switch on each
WS021F Starboard CSW overboard Open/close power pack to IAS (remote). e) For proportional valves, press the manual override button on the
WS032F Port CSW overboard Open/close
end of the solenoid valve and operate the handpump to achieve
f) At the IAS, select the correct screen. This will give the operator the desired position, then release the pushbutton.
Hydraulic Power Pack for the Ballast, Sea and Fuel Oil Valves the options of selecting the duty/standby configuration of the

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main pumps for both the cargo and ballast system hydraulic In the event that the valve cabinet or solenoid valve is damaged, the handpump
The power pack for the ballast, sea and fuel oil system is similar to that used power packs.
for the cargo valves and is located in the same compartment on the starboard can be connected directly to the valve via quick-release couplings. The valve
side of No.2 deck in the engine room. The operation of this power pack is the can then be opened or closed by altering the position of the selector lever on
g) The system is now ready for operation. Start the topping-up the handpump and pumping accordingly to raise pressure.
same as that already described, with there being two main pumps and one
pump, the operating system pressure will now be maintained. If
topping-up pump.
a pump is left in LOCAL control at the main panel, an ‘L’ will
appear on the screen next to the pump. An ‘R’ will appear when Procedure to Use the Manual Override Handwheel
Each main pump has a delivery rate of 18 litres/minute at a pressure of 12MPa,
the pump is in REMOTE operation.
while the topping-up pump has a delivery rate of 18 litres/minute, also at a If the auxiliary handpump has also failed to move the valve, then the valve can
pressure of 12MPa. The topping-up pump is normally used to maintain the be operated using the override handwheel (where fitted). To do this, proceed
h) When it is necessary to operate the system valves during cargo
system pressure outside of general operations when no valve movement is as follows:
operations, stop the topping-up pump and start the duty main
required. The standby pump is put on automatic standby ready to cut-in when
pump. Press the OPEN or CLOSE buttons for the selected
the system pressure has been reduced to 10.5MPa or less. The system is a) Open the hydraulic bypass valve on the actuator.
valves on the mimic screens to open or close the selected valves
protected by a safety relief valve set at 14.3MPa, which returns the oil to the
when lining up the pipeline system.
suction tank via the main return line. b) Unlock the hydraulic system by pulling out the locking device,
i) When the pipeline is set, check that the system is pumping as then whilst holding the locking device in the ‘out’ position,
The system is arranged as shown in illustration 4.11.3a and is fitted with two rotate the clutch lever through 90° to the engaged position.
solenoid valve cabinets that are located in the engine room. Each cabinet has intended.
Once engaged, release the locking device and it should lock
numerous solenoids connected to the engine room and ballast systems, but itself in the manual position.
have the facility to have more fitted if necessary. The operation of these valves j) Each day, press the LAMP TEST button to check that the lamps
is exactly the same as for the cargo valves, but with a smaller accumulator are functioning.
The manual override handwheel can now be used like a standard valve
pack. In the event of a total power pack failure, the system can be either cross- handwheel to control the valve. To re-engage the hydraulic system, the above
connected with the cargo valve power pack or the valves operated using the Emergency Handpumps procedure is reversed.
auxiliary handpump, handwheel or spanner.
Emergency handpumps have been provided to permit operating the cargo and
ballast valves locally. Each pump has its own tank and is fitted with two 5

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 15 of 18

Hydraulic Power Engine Room

Pack Room
25
To/From Cargo
Valve System 25 Key
(See Illustration 4.11.3a)
Hydraulic Oil
2H Hydraulic 1H Hydraulic
Solenoid Valve Box Solenoid Valve Box
(for Ship Side Valves) Accumulator (for Ballast and
(3 Sets) Engine Room Valves)
Hydraulic Power
Pack for Ballast and
Engine Room System Indicates Intermediate
To/From Ship Side Valves To/From Engine Room Position Control Type Valve

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Ballast Valves

Plan View
OD521

SP553

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1H SP554

OD522

Side Elevation

SP554

OD521
OD522 SP553 OF511
OF512

1H
Forward Ballast
No.4 Ballast Tank (P and S) No.3 Ballast Tank (P and S) No.2 Ballast Tank (P and S) No.1 Ballast Tank (P and S) Tank (P and S)
OF501
OF502

BA510 BA508 BA506 BA504 BA502

BA511 BA509 BA507 BA505 BA503 BA501

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 16 of 18

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Cubal Cargo Operating Manual
Cargo Solenoid Valve Cabinets Valve No. Type Valve No. Type
CN031 Butterfly-O/S, nitrogen liquid manifold (ESD) CG917 Butterfly-O/S, No.1 heater inlet
No.1C Solenoid Valve Cabinet Spare CG918 Butterfly-O/S, No.2 heater inlet
Valve No. Type Spare CG919 Butterfly-O/S, mist separator outlet to No.1 heater
CS108 Globe-O/S, 1C tank spray nozzle (P) CG920 Butterfly-O/S, mist separator outlet to No.2 heater
CS107 Globe-O/S, 1C tank spray nozzle (S) No.4C Solenoid Cabinet (Port Manifold) CG925 Butterfly-O/S, crossover for heater inlet
CL103 Globe-THR, 1C tank emergency pump discharge CG926 Butterfly-O/S, crossover for heater inlet
Valve No. Type
CL100 Butterfly-THR, 1C tank liquid filling CG927 Butterfly-THR, crossover for heater outlet
CG075 Butterfly-THR, vapour supply from shore
CS100 Globe-THR, 1C tank spray return CG928 Butterfly-THR, crossover for heater outlet
CS071 Globe-O/S, spray main/crossover isolation
CS101 Globe-THR, 1C tank spray pump discharge CG936 Butterfly-O/S, No.1 heater outlet
CG072 Butterfly-O/S, vapour manifold (ESD)
CS103 Globe-THR, 1C tank spray master CG937 Butterfly-O/S, No.2 heater outlet
CL012 Butterfly-O/S, No.1 liquid manifold (ESD)
CL107 Butterfly-THR, 1C tank cargo tank liquid branch CG938 Butterfly-O/S, fuel gas to DF engine

SAMSUNG
CL022 Butterfly-O/S, No.2 liquid manifold (ESD)
CL102 Globe-THR, 1C tank - No.2 cargo pump discharge CG939 Butterfly-O/S, fuel gas to GCU
CL032 Butterfly-O/S, No.3 liquid manifold (ESD)
CL101 Globe-THR, 1C tank - No.1 cargo pump discharge CG946 Butterfly-O/S, fuel gas to DF engine (S)
CL042 Butterfly-O/S, No.4 liquid manifold (ESD)
CG702 Butterfly-THR, vapour main forward isolation CG947 Butterfly-O/S, fuel gas to DF engine (P)
CN032 Butterfly-O/S, nitrogen liquid manifold
CG708 Butterfly-O/S, vent main isolation
CS702 Globe-O/S, LNG supply to vaporiser
No.2C Solenoid Valve Cabinet No.5C Solenoid Valve Cabinet
CS703 Globe-O/S, emergency LNG supply to vaporiser
Valve No. Type Valve No. Type CS706 Globe-O/S, fuel gas/spray line isolation
CL207 Butterfly-THR, 2C tank cargo tank liquid branch CS308 Globe-O/S, 3C tank spray nozzle (P)

NYK LINE
CL202 Globe-THR, 2C tank - No.2 cargo pump discharge CS307 Globe-O/S, 3C tank spray nozzle (S) No.7C Solenoid Valve Cabinet
CL201 Globe-THR, 2C tank - No.1 cargo pump discharge CL303 Globe-THR, 3C tank emergency pump discharge
Valve No. Type
CS201 Globe-THR, 2C tank spray pump discharge CL300 Butterfly-THR, 3C tank liquid filling
CS408 Globe-O/S, 4C tank spray nozzle (P)
CS210 Globe-THR, 2C tank fuel gas pump discharge CS300 Globe-THR, 3C tank spray return
CS407 Globe-O/S, 4C tank spray nozzle (S)
CS203 Globe-THR, 2C tank spray master CS301 Globe-THR, 3C tank spray pump discharge
CS209 Globe-THR, 2C tank fuel gas return CL403 Globe-THR, 4C tank emergency pump discharge
CS309 Globe-THR, 3C tank fuel gas return
CS212 Globe THR, 2C tank fuel gas master CL400 Butterfly-THR, 4C tank liquid filling
CS310 Globe-THR, 3C tank fuel gas pump discharge
CL200 Butterfly-THR, 2C tank liquid filling CS400 Globe-THR, 4C tank spray return
CS312 Globe-THR, 3C tank fuel gas master
CS200 Globe-THR, 2C tank spray return CS401 Globe-THR, 4C tank spray pump discharge
CS303 Globe-THR, 3C tank spray master
CL203 Globe-THR, 2C tank emergency pump discharge CS409 Globe-THR, 4C tank fuel gas return
CL307 Butterfly-THR, 3C tank cargo tank liquid branch
CS207 Globe-O/S, 2C tank spray nozzle (S) CS410 Globe-THR, 4C tank fuel gas pump discharge
CL302 Globe-THR, 3C tank - No.2 cargo pump discharge
CS208 Globe-O/S, 2C tank spray nozzle (P) CS412 Globe-THR, 4C tank fuel gas master
CL301 Globe-THR, 3C tank - No.1 cargo pump discharge
Spare CS403 Globe-THR, 4C spray master
Spare
CL407 Butterfly-THR, 4C tank cargo tank liquid branch
CL402 Globe-THR, 4C tank No.2 cargo pump discharge
No.3C Solenoid Valve Cabinet (Starboard Manifold) No.6C Solenoid Valve Cabinet
CL401 Globe-THR, 4C tank No.1 cargo pump discharge
Valve No. Type Valve No. Type Spare
CG071 Butterfly-O/S, vapour manifold (ESD) CG900 Butterfly-THR, vapour return to shore
CL011 Butterfly-O/S, No.1 liquid manifold (ESD) CG901 Butterfly-O/S, No.1 LD compressor suction
CL021 Butterfly-O/S, No.2 liquid manifold (ESD) CG902 Butterfly-O/S, No.2 LD compressor suction
CL031 Butterfly-O/S, No.3 liquid manifold (ESD) CG903 Butterfly-O/S, No.1 HD compressor suction
CL041 Butterfly-O/S, No.4 liquid manifold (ESD) CG904 Butterfly-O/S, No.2 HD compressor suction

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 17 of 18

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Ballast, Sea and Fuel Oil Valves Cabinet Valve Type Alarms for Ballast, Sea and Fuel Valve Set Running
BA015 Butterfly-O/S Systems Pump Trip
No.1H Solenoid Valve cabinet BA016 Butterfly-O/S High pressure 13.0MPa Alarm
BA018 Butterfly-THR Low pressure 10.0MPa -
Valve Type
BA025 Butterfly-O/S Normal working pressure 12.0MPa -
No.1 Column
BA027 Butterfly-O/S Relief valve pressure 14.3MPa -
BA501 Butterfly-O/S
BA032 Butterfly-THR High temperature 70˚C No
BA502 Butterfly-THR
BA034 Butterfly-THR Pump standby auto start 10.5MPa Alarm
BA503 Butterfly-THR
FD052 Butterfly-THR Tank low level alarm 512 ltrs Alarm
BA504 Butterfly-THR
Spare Tank low low level alarm 364 ltrs Alarm/Yes
BA505 Butterfly-THR
Spare Filter clogged 0.2MPa Alarm/No
BA506 Butterfly-THR
Spare Motor defect -

SAMSUNG
BA507 Butterfly-THR
Spare
BA508 Butterfly-THR
Spare
BA509 Butterfly-THR Failure of a Hydraulic Power Pack
Spare
BA510 Butterfly-THR
BA511 Butterfly-THR Should either the cargo valve or the ballast valve hydraulic power packs fail
OF501 Butterfly-O/S No.2H Solenoid Valve Cabinet completely, it is possible to cross-connect the cargo and ballast valve systems
and allow one power pack to supply both systems.
OF502 Butterfly-O/S Valve Type
OF511 Butterfly-THR BA480 Butterfly-O/S To achieve this, the outlet and return valves from the affected power pack

NYK LINE
OF512 Butterfly-THR BA481 Butterfly-O/S should be closed and the system cross-connecting valves opened. The
OD521 Butterfly-THR BA490 Butterfly-O/S functioning power pack can then be operated as normal, although heavy usage
No.2 Column WS481 Butterfly-O/S of the system may result in slower response times.
OD522 Butterfly-THR WS482 Butterfly-O/S
SP553 Butterfly-O/S Spare
SP554 Butterfly-O/S Spare
Spare Spare
Spare
BA001 Butterfly-O/S Hydraulic Power Pack Alarm/Trip Settings
BA002 Butterfly-O/S
Alarms for Cargo Valve System Set Running
BA003 Butterfly-O/S
Pump Trip
BA004 Butterfly-O/S
High pressure 13.0MPa Alarm
BA005 Butterfly-O/S
Low pressure 10.0MPa -
BA006 Butterfly-THR
Low low pressure (ESD) 9.0MPa Alarm
BA007 Butterfly-O/S
Normal working pressure 12.0MPa -
BA009 Butterfly-O/S
Relief valve pressure 14.3MPa -
BA010 Butterfly-O/S
High temperature 70˚C No
BA011 Butterfly-THR
Pump standby auto start 10.5MPa Alarm
BA012 Butterfly-O/S
Tank low level alarm 645 ltrs Alarm
No.3 Column
Tank low low level alarm 425 ltrs Alarm/Yes
BA013 Butterfly-O/S
Filter clogged 0.2MPa Alarm/No
BA014 Butterfly-THR
Motor defect -

Draft: 2 - November 2011 IMO No: 9491812 Section 4.11 - Page 18 of 18

4.12.1 Cargo Tank Relief Valves

4.12.2 Insulation Space Relief Valves

4.12.3 Pipeline Relief Valves

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

Closed

Key Pilot Spring Sense Diaphragm

Intermediate Pressure Boost Cavity
Boost Diaphragm
Exhaust Pressure Sense Cavity

System Pressure Spindle Seal

Diaphragm Pilot Exhaust
Pilot Seat

SAMSUNG
Blowdown Adjustment
Orifice (Variable) Fixed Orifice

Dome

Main Valve Diaphragm

Main Valve Seat

Open and Flowing Pilot Open

NYK LINE
From Liquid Dome

From Liquid Dome From Liquid Dome

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

The valve is kept closed by the pressure in the sensing chamber, boost chamber
Introduction and dome chamber being equal to the tank pressure and less than the force
exerted by the spring-load.
Each cargo tank is fitted with two pressure/vacuum relief valves as required
by the IMO code. The primary insulation and secondary insulation spaces are When the tank pressure reaches the set pressure it overcomes the spring-load,
each protected by two pressure relief valves per cargo tank. The valves are allowing the disc of the pilot valve to open slightly, causing a small flow of gas
manufactured by Fukui Seisakusho and are designed specifically to work on through the pilot line to be discharged via the pilot valve outlet.
marine-based LNG systems.
This discharge causes a pressure drop in the sensing chamber, which in turn
4.12.1 Cargo Tank Relief Valves destroys the pressure balance condition between the sensing chamber and
boost chamber, causing the pilot valve to open fully.
Manufacturer: Fukui Seisakusho Co. Ltd.

SAMSUNG
No. of units: 8 When the pilot valve opens, it in turn causes a drop in pressure within the main
No. per tank: 2 valve dome chamber and the main diaphragm is pushed upwards, raising the
sealing disc and opening the main valve, venting the tank to the respective vent
Type: Pilot operated, 10*12 mast riser.
Model: PSL-MD13-131-NS1(B)
Tag No: CR100/101/200/201/300/301/400/401 When the tank pressure drops to a predetermined level, the spring-load begins
Set pressure: 25kPaG to overcome the system pressure again, causing the pilot valve to go down and
reseat. The tank pressure acts on the main diaphragm, causing the main valve
Closing pressure: 22kPaG
to close and the pressure in all the chambers is again equalised.
Blowdown pressure: 3kPa

NYK LINE
Relieving capacity: 27,190Nm³/h
Allowable over-pressure: 20%

Introduction

The cargo tank relief valves are fitted at the top of each tank liquid dome
and vent to their associated vent mast riser. The relief valves are of the pilot-
operated, relief valve type (PORV). A cargo tank pressure sensing line relays
the pressure directly to the pilot operating valve, therefore accurate operation
at low pressures prevailing inside the tank is assured.

The cargo relief valves are set up initially by the manufacturer for the
requirements on the ship. If overhaul of the valves by ship’s staff is carried
out, the valves must be checked and reset to the original settings. (See the
manufacturer’s instructions for details.)

Note: It is extremely important that the vent mast is checked on a regular

basis and drained of any accumulation of water. The purpose of this is to
ensure that the relief valves operate at their correct settings, which would
otherwise be altered if any water were to accumulate in the vent mast and
flow onto the valve assembly.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

Cap

SAMSUNG
See Enlarged Detail
Jam Nut

Upper Spring
Spring Washer
Upper Diaphragm Cover
Diaphragm
Set Plate
Set Plates Sense Upper Case
Diaphragm

NYK LINE
Diaphragm
Diaphragm Retainer
Lower Case

Lower Diaphragm Sleeve

Guide Boost
Set Plate Boost
Diaphragm Diaphragm
Spindle Cover
Disc Disc Seat
Centre
Sense Pipe

Body

Valve Body
Seat Cover
Nozzle

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
4.12.2 Insulation Space Relief Valves Illustration 4.12.2b IBS and IS Pressure Control Table The IBS space relief valve outlet is led to a separate vent line, which runs up
alongside the associated vent mast. This is in order to prevent any counter-
pressure or back-flow from the main vent mast should the cargo tank relief
Interbarrier Spaces (IBS)
PRESS INTERBARRIER SPACE INSULATION SPACE valves lift, or from the nitrogen snuffing system.
Manufacturer: Fukui Seisakusho Co. Ltd. (kPaG)
No. of units: 8 It is extremely important the vent line is checked on a regular basis and drained
No. per tank: 2 of any accumulation of water. The purpose of this is to ensure that the relief
3.5 PRESS. RELIEF VALVE OPEN
valves operate at their correct settings, which would otherwise be altered if any
Type: Pilot operated, 2*3 water were to accumulate in the vent mast and flow onto the valve assembly.
Model: PSL-MD13-131-S1(B)
PRESS. RELIEF
Tag No: CN102/104/202/204/302/304/402/404 3.0 VALVE OPEN The IS insulation space relief valves vent directly out to the deck, via a
Set pressure: 3kPaG downward facing tail pipe. It is not necessary for these to be led to a mast riser,
as the likelihood of there being LNG vapour in this insulation space is very
Closing pressure: 1.8kPaG 2.5 HIGH PRESS. ALARM remote.
Blowdown pressure: 1.2kPa

SAMSUNG
Relieving capacity: 423Nm³/h The IBS and IS insulation space relief valves are set up initially by the
Allowable over-pressure: -20% 2.15 manufacturer for the requirements on the ship.
2.0
If overhaul of the valves by ship’s staff is carried out, the valves must be
Insulation Spaces (IS) 1.0 HIGH DIFF. checked and reset to the original settings. (See the manufacturer’s instructions
PRESS. ALARM for details.)
Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 8
No. per tank: 2 Liquid Dome Casing

NYK LINE
1.5 HIGH PRESS. ALARM
Type: Pilot operated, 2*3
N2 EXHAUST
IBS + 0.7kPa Access to the tank for the cargo pump, stripping pump, emergency pump
Model: PSL-MD13-131-S1(B) 1.0 N2 EXHAUST
column, float gauge, filling line and associated pipework is through the liquid
VALVE CONTROL
VALVE CLOSE
Tag No: CN101/103/201/203/301/303/401/403 dome. There is also a manhole for entry into the tank to carry out inspection
Set pressure: 3.5kPaG and repair.
Closing pressure: 2.1kPaG
IBS + 0.2kPa
Blowdown pressure: 1.4kPa N2 SUPPLY
N2 SUPPLY VALVE CONTROL
Relieving capacity: 544Nm³/h 0.5 VALVE CONTROL
Allowable over-pressure: 20% 0.4 LOW PRESS.. ALARM

Introduction 0.2 LOW PRESS

ALARM
LOW DIFF.
Each IBS and IS insulation space is protected by two pilot-operated relief 0.0 PRESS. ALARM
valves. They are smaller than the valves on the cargo tanks and are designed to
operate only as pressure relief valves, ie, they do not open under a vacuum. The
liquid dome and vapour dome each have one relief valve for the interbarrier and
insulation space that surrounds them.

A gas detection line is led out from below each of the valves to the gas
monitoring system to give a constant indication of the atmosphere inside the
interbarrier and insulation spaces.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

Cargo Tank Pressure KiloPascals Gauge (kPaG) Vapour Main Interbarrier Space Insulation Space

Forward vent valve close Vapour crossover high

pressure alarm: 140kpaG

Cargo tank pressure 25kPa

relief valve open 24
High-high pressure alarm 23 Vent valve open
- Spray pump stop 22 High-high pressure alarm
- Spray valve close 21 Vent valve close
High pressure alarm 20 High pressure alarm
19

SAMSUNG
18
17
16
15
14 7-19kPaG Cargo tank pressure
range @ ballast voyage
13
12
11
10

NYK LINE
9.0
8.0 105-110kPaA Cargo tank pressure
7.0 range @ laden voyage
6.0
106kPaA Design normal
5.0
operating pressure @ laden voyage
4.0
3.5 3.5kPa IS relief valves open
3.4
3.2
Low pressure alarm - DF
Low tank pressure alarm 3.0 engine MDO back-up (engine by engine) 3.0kPa IBS relief valves open
- Cargo pump and emergency 2.8
cargo pump start interlock
2.6
2.5kPa IS high pressure alarm
2.4
2.2
Low-low tank pressure alarm 2.0 Low-low pressure alarms (ESD) 1.0kPa IS high diff. pressure alarm
and tank protection system 1.8 - Cargo/spray pump stop
- Cargo/Spray pump stop - Emergency cargo pump stop IBS + 0.7kPa N2 exhaust valve control
- Emergency cargo pump stop 1.6
- Fuel gas pump stop 1.5kPa IBS high pressure alarm
- Spray valve close 1.4 - HD and LD compressor pump stop
- HD compressor stop 1.2 - IGG stop
1.0 - Forcing vaporiser stop 1.0kPa N2 exhaust valve control
0.8 - GCU stop
- DF engine gas trip IBS + 0.2kPa N2 supply valve control
0.6
0.5 kPa N2 supply valve control
0.4 0.4kPa IS low pressure alarm
0.2 0.2kPa IBS low pressure alarm
0.0 0.0kPa IS low diff. pressure alarm
Cargo tank vacuum -1.0
relief valve open

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
4.12.3 Pipeline Relief Valves Illustration 4.12.3a Typical Pipeline Relief Valve Between Liquid Manifolds
Manufacturer: Fukui Seisakusho Co. Ltd.
Each section of the cargo pipework that can be isolated has a conventional
spring-loaded type pressure relief valve fitted. The main and spray line safety No. of units: 8
valves on each tank exhaust into the tank via a spectacle blank and non- Type: Conventional, 2*J*3
return valve. All the other safety valves exhaust into a common main which is Model: REC131-S1(E)
connected to No.2 and No.3 tanks via spectacle blanks and non-return valves. Tag No: CR013/014/023/024/033/034/043/044
1
Set pressure: 1.0MPaG
The operating pressure for the cargo line safety valves is generally 1.0MPaG,
but some lift at 1.2MPaG. The valves vary in size and flow relative to the size Closing pressure: 0.9MPaG
of the pipeline they are attached to. 2 Blowdown pressure: 0.1MPa
3 Relieving capacity: 6,844Nm³/h
Liquid Main Header Allowable over-pressure: 10%
4

SAMSUNG
Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 2 Outboard of Liquid Manifold Valves
Type: Conventional, 4*P*6 5 Manufacturer: Fukui Seisakusho Co. Ltd.
Model: REC131-S1(E) No. of units: 8
Tag No: CR-700/703 6
Type: Conventional, 1.1/2*F*2
7
Set pressure: 1.0MPaG Model: REC131-S1(N)
Closing pressure: 0.9MPaG Tag No: CR011/012/021/022/031/032/041/042
Blowdown pressure: 0.1MPa Set pressure: 1.0MPaG

NYK LINE
Relieving capacity: 33,990Nm³/h 8 Closing pressure: 0.9MPaG
Allowable over-pressure: 10% 9 Blowdown pressure: 0.1MPa
Relieving capacity: 1,730Nm³/h
Liquid Main Allowable over-pressure: 10%

Manufacturer: Fukui Seisakusho Co. Ltd. 10

No. of units: 2 Liquid Main around Liquid Domes

4
Type: Conventional 1*E*2 Manufacturer: Fukui Seisakusho Co. Ltd.
Model: REC131-S1(N) No. of units: 4
Tag No: CR710/711 Type: Conventional, 2*J*3
Set pressure: 1.0MPaG Model: REC131-S1(E)
Closing pressure: 0.9MPaG 11 Tag No: CR103/203/303/403
Blowdown pressure: 0.1MPa 12 Set pressure: 1.0MPaG
Relieving capacity: 1,291Nm³/h Closing pressure: 0.9MPaG
Allowable over-pressure: 10% Blowdown pressure: 0.1MPa
Key
Relieving capacity: 6,844Nm³/h
1. Cap 7. Spindle Rod
2. Adjusting Bolt 8. Spindle Point Allowable over-pressure: 10%
3. Adjusting Bolt Nut 9. Guide
4. Seal and Wire 10. Disc Holder
5. Bonnet 11. Body
6. Spring 12. Nozzle

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Spray Crossover Between Liquid Nitrogen Manifold Valves LNG Vaporiser Inlet
Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 1 No. of units: 4 No. of units: 1
Type: Conventional, 3*M*4 Type: Conventional, 1*D*2 Type: Conventional, 1*E*2
Model: REC131-S1(E) Model: REC131-S1(N) Model: REC131-S1(N)
Tag No: CR071 Tag No: CR061/062/063/064 Tag No: CR903
Set pressure: 1.0MPaG Set pressure: 1.0MPaG Set pressure: 1.2MPaG
Closing pressure: 0.9MPaG Closing pressure: 0.9MPaG Closing pressure: 1.08MPaG
Blowdown pressure: 0.1MPa Blowdown pressure: 0.1MPa Blowdown pressure: 0.12MPa
Relieving capacity: 19,120Nm³h Relieving capacity: 627Nm³h Relieving capacity: 1,527Nm³h
Allowable over-pressure: 10% Allowable over-pressure: 10% Allowable over-pressure: 10%

SAMSUNG
Spray Main Header (Forward, Aft) Spray Line Around Liquid Domes LNG Vaporiser Outlet
Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 2 No. of units: 4 No. of units: 1
Type: Conventional, 3*L*4 Type: Conventional, 1.1/2*G*3 Type: Conventional, 3*K*4
Model: REC131-S1(E) Model: REC131-S1(N) Model: REC131-S1(E)
Tag No: CR701/704 Tag No: CR102/202/302/402 Tag No: CR904
Set pressure: 1.0MPaG Set pressure: 1.0MPaG Set pressure: 1.0MPaG

NYK LINE
Closing pressure: 0.9MPaG Closing pressure: 0.9MPaG Closing pressure: 0.9MPaG
Blowdown pressure: 0.1MPa Blowdown pressure: 0.1MPa Blowdown pressure: 0.1MPa
Relieving capacity: 15,220Nm³h Relieving capacity: 2,728Nm³h Relieving capacity: 9,762Nm³h
Allowable over-pressure: 10% Allowable over-pressure: 10% Allowable over-pressure: 10%

Spray Main Header (Mid) Header to Vaporisers Forcing Vaporiser Inlet

Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 1 No. of units: 1 No. of units: 2
Type: Conventional, 3*K*4 Type: Conventional, 2*J*3 Type: Conventional, 1*E*2
Model: REC131-S1(E) Model: REC131-S1(E) Model: REC131-S1(N)
Tag No: CR702 Tag No: CR905 Tag No: CR901
Set pressure: 1.0MPaG Set pressure: 1.2MPaG Set pressure: 1.2MPaG
Closing pressure: 0.9MPaG Closing pressure: 1.08MPaG Closing pressure: 1.08MPaG
Blowdown pressure: 0.1MPa Blowdown pressure: 0.12MPa Blowdown pressure: 0.12MPa
Relieving capacity: 9,762Nm³/h Relieving capacity: 8,097Nm³h Relieving capacity: 1,527Nm³h
Allowable over-pressure: 10% Allowable over-pressure: 10% Allowable over-pressure: 10%

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Forcing Vaporiser Outlet Nitrogen Pressure Header
Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 1 No. of units: 1
Type: Conventional, 2*J*3 Type: Conventional, 1.1/2*F*2
Model: REC131-S1(E) Model: REC131-S1(N)
Tag No: CR902 Tag No: CN516
Set pressure: 1.0MPaG Set pressure: 0.06MPaG
Closing pressure: 0.9MPaG Closing pressure: 0.04MPaG
Blowdown pressure: 0.1MPa Blowdown pressure: 0.02MPa
Relieving capacity: 6,844Nm³h Relieving capacity: 237Nm³h
Allowable over-pressure: 10% Allowable over-pressure: 10%

SAMSUNG
Fuel Gas Pre-Cooler Inlet
Manufacturer: Fukui Seisakusho Co. Ltd. Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 3 No. of units: 1
Type: Conventional, 1*E*2 Type: Conventional, 1.1/2*G*3
Model: REC131-S1(N) Model: REC131-S1(N)
Tag No: CR205/305/405 Tag No: CR906
Set pressure: 1.2MPaG Set pressure: 1.2MPaG

NYK LINE
Closing pressure: 1.08MPaG Closing pressure: 1.08MPaG
Blowdown pressure: 0.12MPa Blowdown pressure: 0.12MPa
Relieving capacity: 1,527Nm³h Relieving capacity: 3,228Nm³h
Allowable over-pressure: 10% Allowable over-pressure: 10%

Fuel Gas Main

Manufacturer: Fukui Seisakusho Co. Ltd.
No. of units: 2
Type: Conventional, 2*J*3
Model: REC131-S1(E)
Tag No: CR706/707
Set pressure: 1.2MPaG
Closing pressure: 1.08MPaG
Blowdown pressure: 0.12MPa
Relieving capacity: 8,097Nm³h
Allowable over-pressure: 10%

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page of 10

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 4.12 - Page 10 of 10

4.13.1 Ballast Piping System

4.13.2 Ballast Level and Draught Indicating System

4.13.3 Ballast Exchange System

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

LIAH LIAH LIAH LIAH Sea and Ballast Water

BD015 BD013 BD011 BD009
LIAH
No.4 Water No.3 Water No.2 Water No.1 Water BD007 Inert Gas
Ballast Tank (P) Ballast Tank (P) Ballast Tank (P) Ballast Tank (P)
Forward Bow
WBT (P) Thruster
Room
BA BA BA BA BA BA
511F 512F 509F 507F 505F 503F C.L.

Void
BA
501F

BA BA BA BA BA C.L.

SAMSUNG
510F 508F 506F 504F 502F
From Bilge
Forward Overboard
WBT (S)
No.4 Water No.3 Water No.2 Water No.1 Water
Ballast Tank (S) Ballast Tank (S) Ballast Tank (S) Ballast Tank (S) LIAH
BD008
LIAH LIAH LIAH LIAH
BD016 BD014 BD012 BD010

Ship Side Ship Side Ship Side

Valve Control Valve Control Valve Control
To Inert Gas
ZI VC ZI ZI VC ZI Generator Z! VC ZI ZI VC ZI ZI VC ZI
BA481 BA481 BA481 BA025 BA025 BA025 BA027 BA027 BA027 BA480 BA480 BA480 BA490 BA490 BA490

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ZS ZS055 ZS ZS ZS059 ZS ZS ZS060 ZS ZS ZS056 ZS ZS ZS057 ZS
BA024F

BA481F VC ZI BA025F VC ZI BA027F VC ZI BA480F BA490F

BA006 BA006 BA011 BA011 BA014 BA014 BA
ZI VC ZI ZI VC ZI 101F
BA007 BA007 BA007 PM From Ring PM From Ring PM BA015 BA015 BA015
Main P & S Main P & S PI
ZS050 ZS051
ZS ZS Pressure Pressure ZS ZS MM238
ZS052 ZS053 ZS054
BA BA BA BA BA PI
007F 006F 0011F 014F 015F
No.1 Water PI MC No.2 Water PI MC No.3 Water PI PI
VC ZI
Ballast Pump PI
MM236 HV003 Ballast Pump PI
MM234 HV002 Ballast Pump PI
MM232
MC
ZI VC
Ballast
BA034 BA0134
BA018 BA018 BA017F (3000m3/h x (3000m3/h x (3000m3/h x HV001 Stripping PI PI
VC ZI 0.3MPa) AUTO 0.3MPa) AUTO 0.3MPa) AUTO PM Eductor MM237
PM BA032 BA032 STOP STOP STOP
ZI VC ZI PI ZI VC ZI ZI VC ZI PI ZI VC ZI ZI VC ZI PI
(300m3/h)
PM BA001 BA001 BA001 BA009 BA009 BA009 BA005 BA005 BA005 BA012 BA012 BA012
BA018F BA002 BA002 BA002
ZS062
PI PI PI
ZS045 MM235 ZS ZS040 ZS ZS ZS046 ZS MM233 ZS ZS041 ZS ZS ZS047 ZS MM231
LI
ZS ZS BA From Ring
LIAH ZS061 BA 009F BA LIAH
BD027
BA032F Main P & S FD BA
BD022
002F 012F Pressure BA BD021
053F 037F
034F
ZI VC ZI BA001F ZI VC ZI BA005F ZI VC ZI FD BA
Aft Peak 052F 036F
Tank E/R Water BA003 BA003 BA003 BA010 BA010 BA010 BA013 BA013 BA013 E/R Water
Ballast Tank ZI VC ZI ZI VC ZI FD Ballast Tank
(Starboard) ZS ZS042 ZS BA004 BA004 BA004 ZS ZS043 ZS BA016 BA016 BA016 ZS ZS044 ZS 054F (Port)
BA ZS ZS048 ZS BA ZS ZS049 ZS BA
PIAHL 003F 010F 013F
MM250

From Fresh Water Spray

BA004F BA016F Pump and Bilge, Fire and
PIAHL
MM249 Gerneral Service Pump
Discharge

Low
High Sea Water Main Crossover Line Sea Chest
Sea Chest

Drawing Reference: MB601.15

Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

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4.13 Ballast Level and Ship’s Draught a 400mm branch pipe with a hydraulically-operated valve and terminating in to remote. When the system is in automatic mode, the pumps have an automatic
Gauging System a bellmouth suction. stop sequence control for low and high tank status. When on local control, the
pumps can be started and stopped from the group starter panel, and can be
All valves are hydraulically-operated butterfly valves, the tank main suctions stopped from this panel regardless of the position of the local/remote switch.
4.13.1 Ballast Piping System and pump discharge valves are of the intermediate position controlled type. All The group starter panels always take priority and can take control from the
of the hydraulic valves within the system are controlled from the IAS. cargo control room at any time.
Ballast Pump
Manufacturer: Naniwa The ballast pumps fill and empty the primary ballast tanks and the forward The IAS has to send a Power Available signal to the switchboard prior to the
No. of sets: 3 ballast tanks via the port and starboard side 600mm ballast mains. The Start signal. When starting in local mode, a Power Request signal is sent from
Type: Vertical, centrifugal, motor-driven crossover valve BA501F, between the port and starboard main ballast lines, is the switchboard to the PMS IAS.
forward of the duct keel.
Model: FEWV-500
Capacity: 3,000m³/h at 0.3MPa Note: There is no interlock between the pump start and the suction valve if
Within the engine room, this main is continued to service the two port and the pump is started in local mode and the valve is closed. In this case the IAS
Rating: 440V, 60Hz, 380kW at 1,150 rpm starboard engine room ballast tanks and the aft peak water ballast tank. The will give an alarm.
main is reduced in diameter to 350mm for the port and starboard tanks and to

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Ballast Stripping Eductor 300mm for the aft peak tank.
All hydraulically-operated valves in the system are also operated using the on-
Manufacturer: Ki-Won Industries screen menu/keyboard in conjunction with the IAS ballast screen. Two basic
Final educting is done using the bilge, fire and general service pumps or the
No. of sets: 1 types of valve are fitted, those which can be positioned at the fully closed or
water spray pump as the driving water for the eductor. The stripping line
fully open position, and those which can be positioned at any point between
Driving capacity: 300m³/h discharges through its own overboard valve BA490F on the port side.
fully open and fully closed. The position of all valves is shown on the mimic.
Driving water: 180m³/h at 0.9MPa Provision is made for a portable handpump to be used to operate each valve in
Suction capacity: 300m³h Note: Three portable hydraulic handpumps are provided for emergency use, the event of hydraulic accumulator failure. The pump discharge valves and the
two in the pipe duct space and one in the starboard side passageway. main tank suction valves are multi-positional. All other valves are either open
or closed. In addition to being operable from the cargo control room, the valves

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Description The main pumps take their suction from the sea crossover, with the high sea can also be operated from the hydraulic power station, using the pushbuttons
suction being on the port side of the ship and the low sea suction being on on the individual solenoids.
The primary spaces beneath and around the outboard side of the cargo tanks are the starboard side of the centre line on the flat bottom. The low sea suction is
utilised as ballast tanks to optimise draught, trim and heel during the various normally used when loading ballast. When discharging ballast, the pumps take The on-screen ballast menu also shows when the pumps are switched to remote
load conditions of the vessel. their suction from the ballast crossover main and the open ballast tanks. or manual operation, pump’s amps, pump’s suction and discharge pressure, the
position of the valves and the contents of the tanks, which can be displayed as
The primary ballast spaces are divided into four sets of wing tank water ballast No.2 and No.3 ballast pumps have interlocks which allow them to be used for a combination of the following choices:
tanks along the cargo deck, together with the port and starboard forward water supplying sea water to the inert gas generator system.
ballast tanks. The aft peak and the two engine room side water ballast tanks can • Sounding in metres.
also used to carry ballast when required. This gives a total ballast capacity of • Volume in m³/%.
??m³, approximately ?? tonnes when filled with sea water to 95%. System Control
• Weight in tons.
Three, 3,000m³/h, vertical centrifugal pumps are fitted, which enable the total The ballast system is remotely controlled and monitored from the cargo
ballast capacity to be discharged or loaded in approximately 24 hours using control room using the IAS in conjunction with the ballast screens. Operation
one pump, or 12 hours using the two pumps. The pumps are driven by electric
Control and Alarm Settings
responsibility can also be transferred to the IAS operator stations in the
motors and are located on the engine room floor forward. The design conditions wheelhouse. Alarm setting can be set as either a percentage of the total volume or a
allow for three ballast tanks to be deballasted continuously by one pump at a sounding.
stern trim of 2°. The design also allows for any two of the ballast pumps to be The system includes the following:
used, such that ballast water may be taken on board and/or discharged at a rate
• Pump and valve control. Level Gauge Settings
commensurate with the cargo rate when operating in parallel.
• Tank level monitoring. Setting Description
The 600mm fore and aft ballast main runs through the duct keel with tank
• Automatic filling/emptying function. 95% Forward port ballast tank level high
valves mounted on tank bulkheads. The design for the eductor is that it has its
own 250mm stripping main which intersects the main ballast main. • Automatic change of ballast water during passage. 2m Forward port ballast tank level low
95% Forward starboard ballast tank level high
The ballast line is a 600mm ring main with a forward crossover connection The ballast pumps are started and stopped using the IAS ballast screen, 2m Forward starboard ballast tank level low
and valve, each of the primary ballast tanks and the forward ballast tanks have provided that the switches on the main switchboard group starter panel are set

Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

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Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

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Setting Description Illustration 4.13.1c Ballast Pumps Screen Shot
95% No.1 port ballast tank level high
2m No.1 port ballast tank level low
95% No.1 starboard ballast tank level high
2m No.1 starboard ballast tank level low
95% No.2 port ballast tank level high
2m No.2 port ballast tank level low
95% No.2 starboard ballast tank level high
2m No.2 starboard ballast tank level low
95% No.3 port ballast tank level high
2m No.3 port ballast tank level low
95% No.3 starboard ballast tank level high

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2m No.3 starboard ballast tank level low
95% No.4 port ballast tank level high
2m No.4 port ballast tank level low
95% No.4 starboard ballast tank level high
2m No.4 starboard ballast tank level low
95% Engine room port ballast tank level high
2m Engine room port ballast tank level low
95% Engine room starboard ballast tank level high

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2m Engine room starboard ballast tank level low
95% Aft peak ballast tank level high
2m Aft peak ballast tank level low

Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

No.1 Transmitter Box No.2 Transmitter Box

1. Fwd Water Ballast Tank (S) 11. No.1 Heavy Fuel Oil Storage Tank (C) 21. Engine Room Water Ballast Tank (P) 1. Aft Draught
2. Fwd Water Ballast Tank (P) 12. No.2 Heavy Fuel Oil Storage Tank (C) 22. Engine Room Water Ballast Tank (S) 2. Fuel Oil Overflow Tank
Key 3. No.1 Water Ballast Tank (S) 13. No.1 Heavy Fuel Oil Service Tank 23. Aft Peak Tank 3. Fuel Oil Drain Tank
4. No.1 Water Ballast Tank (P) 14. No.2 Heavy Fuel Oil Service Tank 24. Fwd Draft 4. Generator Engine Lubricating Oil Storage Tank for Gas/MGO
Air 5. No.2 Water Ballast Tank (S) 15. No.1 Heavy Fuel Oil Settling Tank 25. Mid Draft (P) 5. Generator Engine Lubricating Oil Storage Tank for Heavy Fuel Oil
6. No.2 Water Ballast Tank (P) 16. No.2 Heavy Fuel Oil Settling Tank 26. Mid Draft (S) 6. Generator Engine Lubricating Oil Settling Tank for Gas/MGO
Hydraulic Oil
7. No.3 Water Ballast Tank (S) 17. No.1 Marine Gas Oil Storage Tank (S) 7. Generator Engine Lubricating Oil Settling Tank for Heavy Fuel Oil
Air Purge Head 8. No.3 Water Ballast Tank (P) 18. No.1 Marine Gas Oil Storage Tank (P) 8. Reduction Gear Lubricating Oil Storage Tank
No.1 9. No.4 Water Ballast Tank (S) 19. No.1 Marine Gas Oil Service Tank
Transmitter Box 10. No.4 Water Ballast Tank (P) 20. No.2 Marine Gas Oil Service Tank
(Electrical Equipment Room)
Control Air

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ZT551F
To Engine Room Ballast Tanks

No.2 Void
Transmitter Box LAHH LAHH
(Engine Room) CB020 CB019
Aft Peak LI No.2 No.1
Tank BD004 Heavy Fuel Oil Heavy Fuel Oil
Storage Tank Storage Tank

LIAHL LIAHL High-High 95%

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BD018 BD017 LI
High 90% BD001
Low 10% ZT501F
VS490F 1

No.1 Transmitter Box LIAH LIAH LIAH LIAH

(Electrical Equipment Room) BD016 BD013 BD011 BD009

ZT553F ZT552F LIAH

BD007
ZT520F ZT518F ZT516F ZT514F

ZT512F

ZT511F
Signal Lines Passing
Through No.5 Cofferdam
ZT519F ZT517F ZT515F ZT513F
LIAH
BD008

LIAH LIAH LIAH LIAH

BD015 BD014 BD012 BD010

ZT503F ZT502F

Drawing Reference: Tank Level Gauging System EF70255

Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

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4.13.2 Ballast Level and Draught Indicating Note: The draughts displayed on the cargo console digital display are Description Valve
System the actual draughts at the transmitter positions. These are automatically Forward draught purge unit ZT601F
corrected at the transmitter box to give the true draught at the fore, aft and Forward draught extended spindle valve ZT551F
Tank Level Gauging System beam perpendiculars. The corrected draughts are then displayed on the Port draught purge unit ZT503F
various monitors. Port draught extended spindle valve ZT553F
Manufacturer: Hanla Level Co. Ltd.
Type: Electric-pneumatic Starboard draught purge unit ZT502F
Pressure transmitter: Vegabar 52
Operation Starboard draught extended spindle valve ZT552F

Clean dry-air is supplied from the engine room control air system to the
Introduction transmitter boxes. The air supply to No.1 transmitter box is via valve AC004F
prior to the line leaving the engine room. A further valve, branching off the
emergency shutdown system air supply line, supplies air to the box. The air
The ballast tanks, including the aft peak tank, the engine room ballast tanks,
supply to No.2 transmitter box is via the control air manifold located on the
heavy fuel oil, marine gas oil, lubricating oil tanks and draught indicators are

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centre of the 3rd deck in the engine room.
each fitted with an electric-pneumatic level gauge transmitter. The following
tanks are covered by the system:
The Vegabar 52 pressure transmitter consists of a sensor element for the
• Forward ballast tanks (port and starboard). measurement of gauge pressure, absolute pressure or vacuum. The process
• No.1 ballast tanks (port and starboard). pressure causes a change in the cell capacitance value via the interior ceramic
diaphragm. This change in value is converted into an appropriate output signal
• No.2 ballast tanks (port and starboard). and measured value. The measuring cell also incorporates a temperature sensor.
• No.3 ballast tanks (port and starboard). The temperature value may also be displayed via the indicating and adjustment
module or processed by the signal output.
• No.4 ballast tanks (port and starboard).

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• Engine room ballast tanks (port and starboard). The ballast water tank air lines have valves adjacent to their respective air
purge units in the pipe duct to allow for tank isolation. The tank valves are
• Heavy fuel oil storage, settling, service and overflow tanks.
normally open for constant tank measurement.
• Marine gas oil storage and service tanks.
• Lubricating oil settling and storage tanks. Description Valve
Forward ballast water tank (port) ZT512F
• Forward, aft, port and starboard draughts.
Forward ballast water tank (starboard) ZT511F
The draught gauge level transmitters are also of the electric-pneumatic type. No.1 ballast water tank (port) ZT514F
The forward transmitter is fitted by the forward ballast water tanks, the aft No.1 ballast water tank (starboard) ZT513F
transmitter in the engine room, and the midship transmitters (two) in the No.3 No.2 ballast water tank (port) ZT516F
port and starboard ballast tanks.
No.2 ballast water tank (starboard) ZT515F
The transmitter signals from the ballast water tanks and the forward and No.3 ballast water tank (port) ZT518F
midships draught sensors are sent to No.1 transmitter box located in the No.3 ballast water tank (starboard) ZT517F
electrical equipment room, whilst the aft draught signal is led to No.2 No.4 ballast water tank (port) ZT520F
transmitter box located in the engine room. No.4 ballast water tank (starboard) ZT519F
Engine room ballast water tank (port)
The ballast and draught transmitter signals are linked into the Integrated
Automation System (IAS) and to the draught digital display units located in Engine room ballast water tank (starboard)
the CCR. Aft peak ballast water tank

The measuring line from all the electric-pneumatic type transmitters are led The draught sensors also have isolating valves. The aft draught sensor has a
back to the IAS system and passed to their respective displays. valve, VS490F, located close by the sensor on the tank top in the engine room.
The forward, port and starboard draught sensors have isolating valves by their
respective air purge units and a extended spindle valve for ease of use.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

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4.13.3 Ballast Exchange System The minimum aft draught is to ensure adequate propeller immersion. The ballast pumps should be changed to pump sea to sea between each stage
to avoid unnecessary stopping and starting.
Minimum forward draught: ??m
Whenever ballast operations are carried out, it is good practice to endeavour to
ensure the minimum number of tanks are left slack. Failure to completely fill Minimum aft draught: ??m
ballast tanks results in the reduction of stability of the vessel due to free surface
effect and increased corrosion in the slack tanks. When tanks are emptied, they Bridge Visibility Forward
should be well drained to remove sediment, prevent free surface effect and
assist with the reduction of corrosion. The navigational visibility, the view of the sea surface forward of the bow,
should be not more than two ships lengths or 500 metres, whichever is the
Due to the introduction of alien marine species from foreign ballast water being least.
discharged into their port areas and upsetting the local ecological balance,
many countries now require that vessels arrive with ballast loaded in deep sea Ballast Water Management Plan (Class Approved)
open conditions.
There two exchange sequences available for the load condition:

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During the ballast voyage, the vessel will have to discharge the ballast tanks • Normal ballast with departure bunkers.
and re-ballast with clean deep sea water. This has to be carried out taking into
• Normal ballast with intermediate bunkers.
consideration the effects on the stress and stability of the vessel during any
ballast change.
This sequence is composed of a different number of steps for ballasting/
deballasting the ballast tanks.
Ballast changes are carried out in deep sea areas over a period of time, usually
discharging one or two sets of tanks at a time, subject to the stresses and
The whole exchange process is executed as two parallel sequences, one for the
stability calculations, then refilling with deep sea clean water. This sequence
port tanks and one for the starboard tanks, with the aft peak tank considered
of changes is continued until all ballast water from the discharge port has been
empty.
discharged and replaced.

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All changes and ballast operations are to be entered in the Ballast Record Ballast Exchange During Voyage
Book, giving the position when the operation commenced, when completed
and quantities involved. Similar entries are made in the Deck Log Book. Ballast water exchange should only be carried out under suitable and favourable
weather conditions (calm sea).
The ballast admixture should contain not more than 5% of the high risk ballast, The vessel should consider the following limitations:
to this end, the soundings of the tanks should be recorded at the end of each
“emptying phase” to ensure the ballast admixture can be verified by the port • Ship’s structural limitations, such as minimum forward draught,
authority. longitudinal strength on hull and local strength etc.
• Ship’s stability including free surface effect.
When the vessel arrives at the loading port, the port authorities may inspect
• Ship’s operational limitations, such as ship’s draught, trim, heel,
these documents to confirm that the entries agree. Some countries also require
navigational bridge visibility and propeller immersion etc.
a chemist to take samples of ballast water and carry out tests before allowing
any discharge of ballast within territorial waters. • Weather and sea conditions.
• Any other limitations required by the authorities.
Note: Failure to comply with the above requirements and provide an accurate
record can result in severe penalties for both the vessel and the shipping The sequence described in the Ballast Water Management Plan is only an
company. example, and the vessel must carry out a full load calculation for the proposed
exchange plan relevant to the actual load condition at the time prior to carrying
During ballast exchange while at sea the following draughts should be out the exchange.
complied with.
The exchange is carried out discharging and then reloading the tanks in sequence
The minimum forward draught is to avoid slamming of the bow. Ballast as per the example in the Ballast Water Management Plan, calculating the
exchange where the forward draught will be less than stated is only to be stresses etc, at each stage to ensure the vessel is always in a safe condition.
carried out in suitable weather.

Draft: 2 - November 2011 IMO No: 9491812 Section 4.13 - Page of 8

5.1 Temperature Monitoring System

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Draft: 2 - November 2011 IMO No: 9491812 Section 5.1 - Page of 4

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Draft: 2 - November 2011 IMO No: 9491812 Section 5.1 - Page of 4

General Description

Monitoring equipment is provided in the cargo control room for insulation

barrier and inner hull temperatures to give warning in case of a failure of the
insulation or a leakage into the interbarrier spaces and/or insulation spaces.

Each sensor is of the resistance type PT-100 (RTD). The sensors are installed in
the insulation barriers and alongside the inner hull associated with each cargo
tank. The temperature range of each sensor is: -200 to +100°C.

The interbarrier space (IBS) RTDs (sensors), are installed in three locations as
indicated on illustration 5.1a, Cargo Tank No.1 Temperature Screen Mimic, all

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of them in pairs. The insulation barrier (IS) RTDs are installed at eight points
around the space as shown, all of them in pairs. During normal conditions, one
RTD is in service whilst the other is on standby.

For the inner hull temperature measurement there are four sensors in each tank,
two are located along the bottom of the tank in the duct keel, while two sensors
are located in the trunk deck.

In the cofferdam spaces there are three temperature sensors on each of the

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forward and aft bulkheads, except the aft bulkhead of No.1 cofferdam and the
forward bulkhead of No.6 cofferdam, which have 5 sensors each.

The forward bulkhead of No.1 and aft bulkhead of No. 6 cofferdams have no
sensors.

The RTDs for the IS barrier sensors alarm point is set at -150°C. The RTDs for
the inner hull sensors alarm point is set at 0°C.

The temperature measurements are indicated for each thermocouple in service

in the cargo control room via the IAS screen mimics, one screen for each cargo
tank. Recording of these temperatures is also available via the IAS.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.1 - Page of 4

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 5.1 - Page of 4

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Draft: 2 - November 2011 IMO No: 9491812 Section 5.2 - Page of 6

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Draft: 2 - November 2011 IMO No: 9491812 Section 5.2 - Page of 6

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5.2 Interbarrier Space and Insulation Space • Dew point analyser output. Nitrogen Generation Alarms and Shutdown
Pressure Control • Electrical heater temperature control. Tag No. Description Set Point
Nitrogen vapour produced by generators and stored in a 32m³ pressurised • Emergency stop pushbutton. TAH-8.40 Air heater high temperature (system 350°C
buffer tank is supplied to the pressurisation headers through make-up shutdown)
• Mains isolating switch.
regulating valves. From the headers, branches are led to the interbarrier (IBS) TAH-8.39 Feed air high temperature (system shutdown) 50°C
and insulation spaces (IS) at the liquid dome of each tank, as typically shown
in illustration 5.2a and b. After flowing through the IBS and IS, the nitrogen Interbarrier and Insulation Spaces LA-8.36 Feed air filter drain failure (system
is exhausted through regulating control valves to the IBS vent mast and the IS shutdown)
gooseneck vent on each tank from the vapour domes. The inlet and outlet control valves for both spaces at each cargo tank are
TDAL 8.39 Heater temperature rise low (system 5°C
operated under split range control by the output of the reverse-acting pressure
shutdown)
Both the IBS and IS on each tank is provided with two pressure relief valves, controller for that space. Thus, when the pressure in that space falls below the
desired value, the inlet valve opens and the outlet valve remains shut. When the TAH-4.2 Separator feed temperature high (system 70°C
one on the liquid dome and one on the vapour dome, which open when a
pressure in the space rises above the desired value, the outlet valve opens and shutdown)
pressure is sensed in each space of 3kPa for the IBS and 3.5kPa for the IS
PAL-8.45 Separator feed pressure low (system 400kPaG

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above atmospheric. A manual bypass with a globe valve has been provided for the inlet valve remains shut.
local venting and sweeping of a space if required. shutdown)
The barrier space header control valve CN511 reacts to the demand on the MAH-8.49 Dew point level high -60°C
The nitrogen production plant is maintained in an automatic mode, with one system and maintains the IBS/IS header pressure at its 50kPa set point. AAH-8.50 Oxygen content high 3.5%
120m³/h package being able under normal operations to maintain the pressure AAHH-8.50 Oxygen content high high (system shutdown) 4.0%
in the buffer tank owing to the small demands placed upon the system. The High/low and differential pressure alarms are fitted to the pressure control
systems for each interbarrier and insulation space. PDAH-8.32 Feed air differential pressure high 60kPa
cut-in set point for the in-use unit is 650kPa and the stop set point is at 900kPa.
When a high nitrogen demand is required and the pressure falls to 600kPa, the XA-8.01 Compressor common alarm (system
second 120m³/h package will start automatically and continue to run until the shutdown)
Pressure Control Logic for IBS/IS UA-5.32 Emergency stop (system shutdown)
pressure in the tank has recovered to 900kPa.

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Explanation of Set Pressures
Note: The above values can be adjusted depending on the the nitrogen IBS supply valve open setting = 0.5kPa (opens when the IBS pressure decreases Procedure for Setting Nitrogen System
demand from the system. below 0.5kPa).
With the nitrogen generator in automatic mode and the buffer tank pressurised,
IS supply valve open setting = IBS + 0.2kPa (opens when the IS is less than proceed as follows:
Nitrogen Generating Plant 0.2kPa above the IBS).
The nitrogen generators are operated locally from a dedicated control panel a) The manual valves each side of the supply and exhaust control
IBS exhaust valve open setting = 1.0kPa (opens when the IBS pressure valves, together with the valves to the liquid and gas dome
with alarms and system conditions being monitored by the IAS. The IAS increases above 1.0kPa).
monitors the generating plant and indicates any alarms or shutdowns that have gauge boards, should be fully open.
been activated. IS exhaust valve open setting = IBS + 0.7kPa (opens when the IS is more than b) The IBS nitrogen supply control valves CN108, CN208, CN308
0.7kPa above IBS). and CN408 are normally set to 0.5kPa at the IAS, and the IS
The control system is based on a Mitsubishi FX2N PLC and Beijer Electronics
E600 operator terminals. Each generator cabinet has an E600 operator terminal supply control valves CN107, CN207, CN307 and CN407 set
on the front door panel which are used as the operator’s interface for starting IBS and IS Alarms for IBS plus 2mbar(g), eg, 0.7kPa.
and operating the system. The controllers also provide for adjusting the
different controllers, alarm limits and displaying alarms which allows fully IBS Low Pressure: 0.2kPa c) The IBS exhaust regulating valves CN106, CN206, CN306
automated unmanned operation of the units. The control panels contain the IBS High Pressure: 1.5kPa and CN406 are normally set for 1.0kPa, and the IS exhaust
following: regulating valves CN105, CN205, CN305 and CN405 set for
IS Low Pressure: 0.4kPa IBS plus 0.7kPa(g), eg, 1.7kPa.
• Monitoring process and status indications.
IS High Pressure: 2.5kPa
• Monitoring alarms and changing alarm settings. Note: Ensure that the manual bypass/isolating valves situated on both the
IBS/IS Differential Pressure: 0.0kPa (low)
• Stop-Start of the nitrogen system. supply and exhaust lines on each tank are closed, eg, CN120 and CN124 for
IBS/IS Differential Pressure: 1.0kPa (high) No.1 tank IBS supply, and CN114 for the IBS exhaust.
• Changing controller set points and parameters.
• Continuous oxygen content reading.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.2 - Page of 6

Generator Engine Fuel Gas

To Engine Room Purging Line in Engine Room
PI PIAHL (Port) Key
Set: 1.1MPa CN922
NG005
VF Nitrogen
Generator Engine Fuel Gas
Purging Line in Engine Room
CN605 CN604 CN933 CN931 CN932 CN921 (Starboard)

Nitrogen PT
To/from Nitrogen Buffer Tank
Generation Plant (32m3)
CN553
VF

CN517 CN510 CN511 CN512

SAMSUNG
CN603 CN514 CN515 VF
PT PT
Set: 60kPa
CN513 CN509
To Bilge
System CN552 CN551
Insulation Space
Pressurisation Header

Purging and
Sealing Header
CN435

To Gas For No.4 PI PT DPI

Detector Liquid Dome

NYK LINE
CN401
CN437
To Gas
Detector CN440
IS
CN425 CN409 CN405 CN410 IBS T Nitrogen
CN417 CN415 CN403 CN427 S
Vent Mast CN441
CN446 CN411 No4
PI PT PT DPI
CN407 IS K M Gas Dome
PT
IBS CN442
CN450
CN416 CN428 Q
CN436
No.4 Liquid I CN443
Dome
H
N CN404
G ABCDEF J L
CN444

CN413 CN414 Nitrogen Purge

CN432 Exhaust for
CN426
PT CN430 CN406 Fuel Gas Line
CN422 To Gas
CN431 Detector
CN420 CN419 CN412
CN421

To Spray CN408
Line CN433 CN402
CN424 CN418
CN459 CN458

Draft: 2 - November 2011 IMO No: 9491812 Section 5.2 - Page of 6

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
d) From the nitrogen buffer tank, the nitrogen up to 1.0MPa passes
through a reduction valve where the pressure is reduced to
supply the IBS/IS pressurisation header and the purge sealing
header. A pressure relief valve, set at 60kPa, is mounted on the
insulation space pressurisation header.

e) Open the manual isolating valves CN510 and CN512 on the

insulation space pressurisation header and set the control valve
CN511 to 40kPa at the IAS, to allow the supply of nitrogen to
the headers from the nitrogen buffer tank in the engine room.

SAMSUNG
analyser on this space will be necessary during purging.

CAUTION
The insulation spaces must at all times be protected against over-
pressure which might otherwise result in membrane failure.

The system will automatically adjust the pressures in the IBS and IS spaces,
exhausting if the pressure exceeds the exhaust valve set point and making up if
it falls below the supply valve set point.

NYK LINE
Flow Meter at Each Tank IBS
A flow meter has been provided in the bypass line around the IBS supply
control valve to each tank. The local meters are scaled 0 - 12 m³/h and are to
be used during initial troubleshooting of a high gas concentration or in case one
of the IBS supply valves fail.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.2 - Page of 6

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 5.2 - Page of 6

5.3.1 Cofferdam Heating and Control

5.3.2 Hull Ventilation

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

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5.3 Cofferdam Heating System Fluid Allocation Shell Side Tube Side The glycol steam heater is provided with steam at 1.0MPa from the saturated
steam system as detailed in Section 2.6.3 of the Machinery Operating Manual.
Fluid Name Steam Glycol Water
5.3.1 Cofferdam Heating and Control The condensate drains from these return to the engine room via the atmospheric
Fluid quantity, kg/hr 622.5 30,000 drains condenser.
Vapour in/out 622.5 0 0 0
Glycol Water Heater (Steam) The electric heater is designed to operate under specific flow, temperature,
Liquid 0 622.5 30,000 30.000
Manufacturer: DongHwa Entec Steam 0 0 0 0 pressure and electrical conditions and should not be operated beyond these
No. of sets: 1 conditions, nor started without a glycol water flow. The heater elements are
Water 0 0 0 0
insulated with magnesia to maintain the insulation resistance. The resistance
Type: Shell and tube, 3.81m² Temp. in/out °C 174.5 174.5 75.93 90.00 may lower should the heater not be used for a prolonged period. In the event
Model: BEU Viscosity cP 0.0148 0.1552 0.9798 0.7795 that this should happen, the heater should be run at a reduced voltage with
Specific gravity 0.8933 1.0253 1.0144 a glycol water flow for approximately ten minutes in order to dry the heater
Inlet pressure 800kPaG 300kPaG elements and improve the insulation status.
Glycol Water Heater (Electric)
Manufacturer: ASET Velocity 0.18m/s 1.93m/s

SAMSUNG
Prior to starting the electric heater, the set point of the temperature switches
No. of sets: 1 Number of passes 1 2 should be checked (280°C) and the glycol water should be circulated without
Type: Electric immersion, shell with electric bundles heating. Once the heating is on, the power should be progressively increased
The heating system is a semi-sealed system where the glycol/water mixture is to the required value.
Model: TB 350 E contained within a closed loop as shown in illustration 5.3.1?. Any expansion
Capacity: 30 x 11.667kW, 440V in the glycol and water mix during operations is allowed for by the provision Similar precautions should be employed when shutting down the electric heater.
of a 1,000 litre expansion tank. The glycol water flow should be maintained during the shutdown operation and
Glycol Water Circulating Pump only stopped when the outlet temperature is under 40°C.
The liquid level in the system is maintained by glycol being added from the
Manufacturer: Naniwa Pump Mfg. Co. Ltd. 4,500 litre glycol reservoir tank, which is mixed with fresh water in the 200

NYK LINE
litre mixing tank to the required ratio of 45% glycol to 55% water. When the Alarms
No. of sets: 2
system requires topping-up, the mixture is fed from the mixing tank to the Tag No. Description High-high High
Type: Horizontal, centrifugal, motor-driven
expansion tank by a locally-operated, pneumatic pump.
Model: BHR-65-2 CH029 No.1 glycol heater outlet temperature 100°C
Capacity: 30m³/h at 40mth The heating conditions for the system are determined by the following extreme CH033 No.2 glycol heater outlet temperature 100°C
Motor rating: 440V, 60Hz, 7.5kW at 3,500 rpm operating conditions: CH043 No.1 GWH outlet high temp. trip 105°C
• Outside air temperature: -18°C. CH044 No.1 GWH outlet high temp. trip 105°C

Glycol Water Pneumatic Transfer Pump • Sea water temperature: 0°C.

The requirements for the individual cofferdams are as follows:
Manufacturer: Wilden • Wind speed: 5 knots.
• No.1 cofferdam heating area 119.96m²: Main heating coil length
No. of sets: 1 of 550m, standby heating coil length of 550m.
During the vessel’s ballast voyages, the cooling effect from the cargo tanks is
Type: Diaphragm, air-driven • No.2 cofferdam heating area 78.37m²: Main heating coil length
greatly reduced and so the heating coils are not normally in use.
Capacity: 2.0m³/h at 10mth of 360m, standby heating coil length of 360m.
The glycol/water heating system is located in the cargo electric motor room • No.3 cofferdam heating area 96.50m² : Main heating coil length
and consists of the following items of equipment: of 443m, standby heating coil length of 443m.
Introduction
• Two glycol water centrifugal circulating pumps which are rated • No.4 cofferdam heating area 96.50m²: Main heating coil length
The temperature inside each of the cofferdam spaces is affected by the at 30m³/h. of 443m, standby heating coil length of 443m.
temperature of the surrounding ballast tanks, the local air temperature and • One steam heater, with high and low steam demand regulating
the cooling effect from the adjacent cargo tanks. Because of this, a cofferdam • No.5 cofferdam heating area 55.55m²: Main heating coil length
valves, and one electric heater. of 255m, standby heating coil length of 255m.
heating system is utilised to ensure that the cofferdam ambient temperatures
are always maintained at a temperature above 5°C when the cargo tanks are in • A 1.0m³ glycol expansion tank.
a loaded condition. Each cofferdam is heated by two independent systems, but Any accumulation of water in the cofferdam areas can be removed in accordance
• A 4.5m³ glycol storage tank.
only one is in service at a time, with the other being switched to standby. with the bilge pumping procedures detailed in Section 7.3 of this manual.
• A 0.2m³ glycol mixing tank.
• One pneumatic-operated expansion tank topping-up pump.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

50
LAL
Air
CH038 TI PI TIC TIAH TSHH Separator
CH030 CH029 CH043

Glycol Water GH702F GH701F To Cofferdam

Glycol Reservoir Expansion Tank
Supply
(4.5m3) (1m3)
(No.1 - Main)
Steam
Electric Motor Room

SAMSUNG
GH722F

Steam Glycol
Water Heater
GH728F
GH726F
65
GH727F
PS Condensate
TIAL PI PI TI
CH025

25 25
From Cofferdam GH707F GH705F GH704F GH709F Air
No.1

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Supply Separator
TI PI TIC TIAH TSHH
(No.2 - Standby) CH034 CH033 CH044
GH708F

65 65 GH712F GH711F To Cofferdam

Air Supply
25 GH723F PIAL PI (No.2 - Standby)
CH035

Glycol Water
Circulating Pumps
(30m3/hx40mwc)
Pneumatic Electric Glycol
Pump Water Heater
(2m3/hx10mth) GH720F
65

GH718F PS

TIAL PI PI TI
Fresh Water 25 25
CH035
Filling
WG547 GH724F Key
From Cofferdam GH717F GH715F GH714F GH719F
Supply No.2 Glycol
(No.1 - Main)
Mixing Tank Fresh Water
(0.2m3)
Air
Steam
GH725F GH721F GH713F GH703F Condensate
25 25 25 25 Drain

GH626F

Drawing Reference: Hot Glycol Water Heating System for Cofferdam MB60191 (1/2)

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

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CAUTION Position Description Valve f) Open the condensate drains from the steam heater. Slowly open
the steam inlet valves to the high and low demand control valves
Any failure of the cofferdam heating system when cargo is on board Open Circulating pump discharge line crossover GH720F
for the heater.
must be treated as serious and repairs made immediately. In the case of valve
suspected leaks, regular soundings of the cofferdams will indicate into
g) Ensure the air eliminator isolating valves are open:
which space the glycol water is leaking. b) Assuming that the steam heater and the main (primary) heating
coils are to be used, prepare the heater valves in accordance with
the following table: Position Description Valve
Temperature Control of the Heating System
Open Primary supply line air eliminator valve GH618F
Temperature transmitters on the outlet side of each of the heaters and Position Description Valve Open Primary return line air eliminator valve GH615F
similar transmitters downstream of the cofferdam three-way flow control Open Secondary supply line air eliminator valve GH617F
Open Steam heater inlet valve GH709F
valves, measure the actual temperature of the glycol water in the system and
relays the signal to the IAS, allowing the duty officer to monitor the system Open Steam heater outlet valve GH702F Open Secondary return line air eliminator valve GH616F
temperatures. Open Steam heater discharge line valve GH701F
h) Start circulating pump No.1, either locally or on the IAS display
Open Steam supply/condensate return valves ST666F

SAMSUNG
screen.
System Operation SD671F

Glycol water is circulated through the system of heaters by means of a i) Bleed the system and remove any air from the heating coils.
c) Ensure the valves from the expansion tank are open:
circulating pump, one in use, with the other on standby.
j) Monitor the cofferdam temperatures and adjust as necessary.
Position Description Valve
The cofferdam spaces each have two sets of heating coils. The flow of glycol/
water mixture to each set of heating coils is through a three-way valve and a Open Expansion tank drop valve GH722F The standby heating coils can be prepared for operation in the same way so that
throttling valve. The second standby set can be put into service immediately as they are ready for immediate use should the need arise.
a totally separate system in the event of failure in the primary system. d) Open the normal glycol water supply and return valves to each
set of cofferdam heating coils. No.1 cofferdam is listed below In the event that the standby heating coil is to be used, the heater discharge

NYK LINE
The automatic flow control to each cofferdam and liquid dome is achieved by as an example: line crossover valve, GH728, should be opened along with discharge line valve
means of a three-way valve on each header. The operating signals for regulation GH711F. The standby coil control valve can then be set and the coil return
are via the IAS mimic. Throttling valves on each header return line are set after No.1 Cofferdam (Typical Example) valve CG518F (for No.1 cofferdam) is opened.
conducting trials and should not be adjusted unless in a problematic situation.
Position Description Valve Alarms
Open Cofferdam inlet valve to main coil GH501F
Operating Procedure for Heating Coils Tag Description Low High
Auto Cofferdam control valve to main coil GH601F
Open Cofferdam outlet valves from main coil GH509F CT008 No.1 cofferdam average air temperature 5°C 20°C
In normal operation conditions, No.1 glycol circulating pump will operate on
heating the main coil, while the No.2 circulating pump is switched to standby, GH501F CT009 No.2 cofferdam average air temperature 5°C 20°C
operating on the secondary coil. The standby pump can then be started from Open Cofferdam main coil bypass valve GH505F CT010 No.3 cofferdam average air temperature 5°C 20°C
the IAS if the duty pump has a low discharge pressure, pump failure or loss of Open Cofferdam inlet valve to secondary coil GH502F CT011 No.4 cofferdam average air temperature 5°C 20°C
running signal. CT012 No.5 cofferdam average air temperature 5°C 20°C
Auto Cofferdam control valve to secondary coil GH602F
a) Prepare the valves on both circulating pumps: Open Cofferdam outlet valves from secondary coil GH512F
GH511F
Open Cofferdam secondary coil bypass valve GH506F
Position Description Valve
Open No.1 circulating pump expansion tank valve GH708F Set the other cofferdam heating coil valves in the same manner, then in the
Open No.1 circulating pump suction valve GH706F cargo control room, proceed as follows:
Open No.2 circulating pump expansion valve GH718F
Open No.2 circulating pump suction valve GH717F e) Via the IAS, select the glycol/water system display screen.
Open No.1 circulating pump discharge valve GH704F Select the steam heater as the ‘Main’, operating on the primary
coils.
Open No.2 circulating pump discharge valve GH714F

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

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Cubal Cargo Operating Manual
Illustration 5.3.1c Cofferdam Heating System Key
GH GH GH GH
Glycol Main Line 618F 617F 616F 615F
Electric Motor Trunk Deck
Room Glycol Standby Line

No.1 Return (Main)

No.2 Return (Standby)
No.2 Supply (Standby)
No.1 Supply (Main)

GH GH GH GH GH GH GH GH GH GH
581F 587F 561F 567F 541F 547F 521F 527F 501F 507F
GH GH GH GH GH GH GH GH GH GH
582F 588F 562F 568F 542F 548F 522F 528F 502F 508F

GH GH GH GH GH GH GH GH GH GH

SAMSUNG
610F 586F 608F 566F 606F 546F 604F 526F 602F 506F

GH GH GH GH GH GH GH GH GH GH
609F 585F 607F 565F 605F 545F 603F 525F 601F 505F

GH GH GH GH GH GH GH GH GH GH
GH GH 592F 591F GH GH 572F 571F GH GH 552F 551F GH GH 532F 531F GH GH 512F 511F
583F 584F 563F 564F 543F 544F 523F 524F 503F 504F
GH GH GH GH GH GH GH GH GH GH
590F 589F 570F 569F 550F 549F 530F 529F 510F 509F

NYK LINE
Same Same Same Same Same
Loop Loop Loop Loop Loop
As Main As Main As Main As Main As Main

GH748F (GH749F) GH746F (GH747F) GH744F (GH745F) GH742F (GH743F) GH740F (GH741F) GH738F (GH739F) GH736F (GH737F) GH734F (GH735F) GH732F (GH733F) GH730F (GH731F)

No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
Drawing Reference: MB 60191(2/2) Hot Glycol Water Heating System for Cofferdam (2/2)

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

Passageway

Dry-Air Supply from

Inert Gas System
in Engine Room

To Cargo
Pipe Duct
Vapour Line

Pipe Duct

SAMSUNG Passageway

NYK LINE
Typical Section for Gas Freeing and Dry-Air Supply Typical Section for Dry-Air Supply
Portable Gas Freeing Fan on Portable Gas Freeing Fan on Emergency Vent
Dry-Air Pipe for Cofferdam Manhole for Trunk (Aft P and S) Line Dry-Air Supply

Emergency Portable Gas Freeing Fan on Passageway Passageway Mechanical

Vent Manhole for Trunk (Aft P and S) Natural Supply Exhaust Fan
Manhole Cover for Cofferdam Manhole Cover for Trunk
To be Opened when Gas Freeing To be Opened when Gas Freeing Duct Keel Duct Keel
Natural Supply Mechanical Exhaust Fan

Transverse Transverse Key

Cofferdam Cofferdam
Dry-Air

Man Hole

Natural Supply Vent

Mechanical Exhaust Fan

Pipe Pipe
Duct Duct

Drawing Reference: Atmosphere Renewal System for Transverse Cofferdam Trunk Space MB60195

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

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5.3.2 Hull Ventilation • 2 wire-cored hemp lifelines. Each passageway also has an entrance door at the aft and forward end that can
be opened to provide additional natural ventilation. There is also an entrance
• 1 rescue harness.
door onto the trunk deck approximately half length of the passageway.
Portable Fan • 1 VHF or UHF extension aerial.
Manufacturer: ?? • Portable oxygen and hydrocarbon meters. There is also the facility to connect the dry-air supply from the inert gas system
Type: ?? to the aft and forward passageway ends via flexible hoses from the inert gas/
Quantity: ?? f) Personnel are to be briefed and a competent person with a radio dry-air emergency vent line that is located on the port side of the trunk deck
stationed at the entrance to the enclosed space. and runs aft to forward.
Air flow: ??
Drive: ??
g) An entry permit is to be issued and a copy posted at the entrance Cofferdam
of the space to be entered, the number and time of issue is
Each of the cofferdam spaces is provided with three manhole covers, one port
also entered into the ship’s log book. Follow the company QA
Introduction and two starboard. A portable fan can be connected to the starboard manhole
procedures and requirements.
and the space ventilated through the others, the outer starboard manhole being
removed when gas freeing.

SAMSUNG
The cofferdams and pipe duct must be inspected on a regular basis to check
The entry personnel must take with them a personal oxygen meter, radio and
for cold spots, the condition of the paintwork and a general inspection of the
if possible, alternative emergency lighting, such as cyalume lights. These are
piping, fittings and valves. In general, one cofferdam area should be inspected Each cofferdam space is also fitted, on the port side, with ducting leading down
tubes containing two chemicals and when the tube is bent, the chemicals mix
every month. Before entering the cofferdam/pipe duct spaces, the compartments from the trunk deck level to near the bottom of the space. A flexible hose can
and produce a light.
must first be ventilated and made safe. be connected to the blank flange on the ducting and to the similar flange on
the emergency vent line. The starboard manhole cover is opened to allow the
During the time personnel are in an enclosed space, communications with the
Prior to entry into any enclosed space, the company QA procedures are to space to be ventilated.
safety standby person and the personnel carrying out the inspection should be
be discussed and strictly adhered to, and the following need to be carried out
maintained at regular periods.
before any personnel are allowed to enter: WARNING
If it has been found that nitrogen consumption has increased beyond

NYK LINE
In the event of this communication being lost, emergency tank rescue
a) The space is to be ventilated using mechanical means and this is normal acceptable levels, then added precautions should be observed
procedures should be set in motion.
to be continued throughout the period that personnel are in the before entering the cofferdam spaces.
space.
Pipe Duct Space
b) Spaces are to be checked for oxygen and hydrocarbons using Liquid Dome Void Space
The ship is fitted with a mechanical exhaust fan for the pipe duct space which
portable meters. The meters are to be checked for correct is situated forward above No.1 cofferdam. Located aft, just forward of the Each liquid dome void space is fitted with a manhole cover, which may be
operation and calibrated before use. accommodation space, is the pipe duct space natural supply vent, this must be removed and a portable gas freeing fan fitted.
opened before starting the exhaust fan.
c) Means of communications are to be tested, including all VHF or
UHF hand-held radios. Water Ballast Tank Space
In addition to the mechanical exhaust fan and natural supply vent, the pipe duct
space can also be ventilated using the inert gas/dry-air plant. A flexible hose is Each water ballast tank is fitted with an access hatch at the main deck level
d) Means of illumination are to be checked, including the gas-tight connected from the emergency vent line dry-air supply forward blank flange to which may be removed and a portable gas freeing fan fitted.
torches, which are worn attached to a safety helmet or are hand the blank flange on the stud piece into the pipe duct vent trunking.
carried. The ballast tanks can also be ventilated through the ballast main using the
The mushroom vent inlet is closed and dry-air from the IG plant is sent down inert gas plant in dry-air mode and installing the spool piece at ballast valve
e) A safety equipment trolley is to be prepared, containing the into the pipe duct space and exhausted via the exhaust fan and the entrance BA529F.
following minimum items: manhole.
Dry-air is sent from the IG plant, through valves BA529F and BA512F, into the
• 2 complete self-contained breathing apparatus sets.
port ballast main and then to the required ballast tank via its suction valve.
• 4 spare air cylinders for the self-contained breathing Underdeck Passageways
apparatus sets. The port and starboard passageway areas are each equipped with a mechanical The ballast tank lid is opened to allow the air to be exhausted to atmosphere.
• Resuscitator with extra oxygen cylinder. exhaust fan located midships and two natural supply vents, one forward and
one aft, on the trunk deck, to the passageways.
• Stretcher (Paraguard or similar).
• Air powered lighting with suitable hose.
• 1 gantline and block.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page of 10

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
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Draft: 2 - November 2011 IMO No: 9491812 Section 5.3 - Page 10 of 10

5.4.1 Introduction

5.4.2 Engine Room and Deck Fire Main Systems

5.4.3 Sea Water Spray System

SAMSUNG
5.4.4 Deck Dry Powder System

5.4.5 CO2 Fire Extinguishing System - Cargo Machinery Room

5.4.6 Fire Detection System

5.4.7 Quick-Closing Valves, Fire Dampers and Emergency Stops Systems

5.4.8 Engine Room Water Mist Fire Extinguishing System

NYK LINE
5.4.9 Galley Fire Extinguishing Systems

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page of 38

View B
Key
1 - Supply Cabinet for CO2 7
4 4 4 4 4 4 4 6 5 4
2 - Valve Release Cabinet for CO2
3 - Key Box for CO2 Release Cabinet 8
4 - Release Cabinet for NOVEC 1230 3
5 - Release Cabinet for Dry Powder 2
6 - Key Box for Dry Powder 1
7 - Remote Control Panel for Forward Fire Pump
View A
8 - Local Fire Fighting System (Release Panel for Water Mist)
17
9 - Automatic Telephone
20
10 - Sound Powered Telephone
18 21
11 - WT Manual Call Point

SAMSUNG
12 - Fire Extinguisher (5kg)
13 - Pushbutton Switch Box for ESDS
14 - General Alarm Pushbutton
15 - Emergency Stop Pushbutton Box 9 19
16 - Fire Contral Panel
10 14
17 - Water Monitoring System Panel
11 25
18 - Foam Sub-Control Panel
12 16
19 - 150 Litre Control Box for Emergency Shut-off Valve
13 15
20 - Emergency Shut-off Switch Box for Shipside Valves

NYK LINE
21 - Remote Control Panel for Fire Safety Valves 22 23 24
22 - No.1 Main Control Panel for Engine Room Closing Damper
23 - Main Control Panel for Bow Thruster Room Pneumatic Closing Damper View C
24 - No.2 Main Control Panel for Engine Room Closing Damper
25 - No.3 Main Control Panel for Engine Room Closing Damper

View A View B View C

8 8 4 4 4 4 4 4 5
9 10 23
7
6

25 19 16 15
11
13
4 4 4 4 4 4 4 4
24
14

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page of 38

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
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5.4 fire fighting systems • Ensure that no matches or cigarette lighters are left in overall General housekeeping is the first line of defence in ensuring a safe environment
pockets where they could be inadvertently taken into areas on board. Most rubbish will contain combustible material and if left unsecured
5.4.1 Introduction where smoking is prohibited. may be a fire, trip or exit route hazard. Materials that are not stored correctly
may also obscure sight of other potential hazards such as leakage of flammable
• If smoking is permissible in cabins, it is still forbidden to smoke
The vessel’s fire fighting capacity is enhanced by the inclusion of systems that liquids. If rubbish is left near bilges, there is a risk of filter blockage and failure
in bed.
can detect and fight the types of fires which might occur due to the ignition of to pump out. To ensure good housekeeping, the following must be observed:
• All personal electrical equipment is to be inspected by an
fuel oil, lubricating oil and cargo. Situated on the port side of the upper deck • At the end of each work task, clear away hazardous waste
electrical officer prior to use on board. Notices to this effect are
is the fire control station, which is the primary location of the fire control and residues into segregated containers ready for disposal.
to be displayed at all notice boards.
fire fighting operations. Illustration 5.4.1a above shows the layout of this room
• Clear away tools and equipment and store in the appropriate
and the equipment contained inside. • Any maintenance or repair of either ship’s or personal electrical
location.
equipment is to be carried out by an electrical officer only.
• Clean up any leakage of flammable liquids immediately and
Tackling a Fire • Electrical equipment should be disconnected when not in use.
address the source of the leakage as soon as it is possible to do
• Do not overload any electrical circuit. so.

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Fire fighting on board ships is an inherently hazardous and dangerous operation.
The effects of smoke and heat are magnified by the steel structure, which • Do not use rags as drip collectors.
Inappropriate use of electrical equipment, or maintenance/operation of
confines and controls the direction of the spreading fire. The steel structure, electrical equipment by untrained personnel, could result in death or serious • Do not overfill bins.
with ventilation shafts and multiple openings, also gives a fire an opportunity injury. This is not limited to medium and high voltage. Fibrillation of the heart
to spread in a three-dimensional fashion which requires ship’s staff to have an • For oil spills, where possible use appropriate oil absorption
may be caused at low voltages and a battery may contain high amounts of material rather than rags or other wipes.
intimate knowledge of both the ship’s structure and fire fighting techniques stored energy. Always treat electrical sources with the utmost respect.
and procedures. • If rags are used, dispose of them in a manner consistent with the
Concerning electrical equipment, the following guidelines are to be strictly more hazardous flammable liquids.
The easiest way to avoid having to fight a fire on board a ship is to prevent one adhered to: • Report any repeated poor housekeeping practices to the officer
from starting in the first place. It is therefore vital that all ship’s staff are aware

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• Maintenance of electrical equipment shall only be carried out by in charge.
of potential fire hazards and conscientious about basic housekeeping duties.
Ships have an inherently large fire risk due to the mix of machinery, fuels and suitably qualified electrical engineers. • Laundry should be dried in approved drying spaces only and not
sources of ignition. It is not possible to eliminate these risks, but it is possible • Maintenance shall be carried out strictly to company and placed near heaters which are not approved for the purpose.
through a few basic rules to greatly reduce the chances of a fire and also to slow manufacturer’s guidelines. • Corridors, passageways and fire escape routes are to be kept
and restrict the spread of any fire that does start. A few housekeeping rules are clear at all times.
• A tag-out/lock-out system shall be used for maintenance of
outlined below:
electrical equipment fed from ship’s supplies. For portable • Dirty waste, rags, sawdust and other rubbish, especially if
• All crew are to be familiar with the location and operation of fire equipment, the supply must be disconnected prior to contaminated with oil, is dangerous if left lying around. They
fighting equipment available at their workstations, recreational maintenance. must be disposed of immediately in the correct bin to eliminate
areas and in parts of the ship to which they have access. This any possibility of spontaneous combustion or accidental
• Live working should be avoided, but where necessary, shall be
includes alarm points. If unsure of how to use any piece of ignition.
subject to a formal method statement approved by the Chief
equipment, personnel should ask for instruction.
Engineer and electrical engineer. • Combustible materials, such as wood, paints, spirits and tins of
Smoking is an unnecessary source of ignition and is discouraged, to protect the • Any person on board who notices anything they think may oil should not be kept in machinery spaces and must be stored
health of the individual, others who may come in close contact, and to protect present an electrical hazard should report it to the Chief in areas designated for the storage of that material only.
the security of the vessel. Smoking is a major cause of fires in industrial and Engineer or the electrical engineer immediately. • Ensure that flammable liquids such as paint, paint thinners,
domestic settings. The following guidelines are to be strictly adhered to: • No equipment, whether it is ship’s equipment or personal other solvents and glues are stored in a designated lockable store
• Smoking should be permitted only in designated areas, which belongings, shall be used unless it is in a safe condition. or cupboard and that the method of storage is secure.
shall be clearly marked as such. • Electrical equipment may present non-electrical hazards. For • Store other combustible materials such timber and rag boxes
• Ensure that ash is only tipped into ashtrays that are free from example, overheating may cause fire. Personnel should ensure in designated areas away from locations where there is a
other combustible materials. that correct cooling ventilation for electrical equipment is not heightened risk of ignition such as in machinery spaces.
impaired. This includes laundry that should only be dried in • Machinery spaces should be kept clean and tidy at all times. Oil
• Ensure that cigarette butts are extinguished fully and that the
appropriate drying rooms and that location of equipment should leaks and spills should be rectified and cleaned immediately.
contents of ashtrays are disposed of safely, preferably wetted
not impair cooling air flow over the equipment. Oil-soaked lagging should be replaced. Oily waste should be
before doing so.
disposed of correctly and incinerated where possible.

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Illustration 5.4.1b Fire Fighting Techniques - Fire Hoses IDEAL USE OF WATER HOSES
SOLID STREAM
NOTE: In all cases, any fire hose is more effectively
handled by two men who can back each other up
if a problem is encountered.

Solid Stream: Used to fight a fire where the

fire is at a distance or only accessible through
a narrow opening. Beware of breaking up
the fire with the force of the jet. If a jet is used
at close quarters, bouncing the stream off an
adjacent surface can reduce the force of the
water and avoid breaking up the fire.

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WIDE STREAM

One hose is used to provide a water wall which protects all four fire fighters from the heat as they approach the seat of the fire. The other hose can be used to provide
Wide Stream: Used to fight a fire where the fire an effective fire fighting spray. The fire fighting hose can be left off until required. It should be directed away from the fire as it is brought into use to avoid a solid stream

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can be safely approached. Would be used in most of water being directed in to the fire and breaking it up.
fire fighting situations. The water is not thrown
as far or with as much force as the solid stream. IDEAL USE OF A PORTABLE FOAM BRANCH

WATER WALL

Water Wall: Used to protect fire fighters from the

heat of the fire as they approach the distance where
the fire can be more effectively tackled. Not particularly
suitable for directly tackling a fire. Once the water wall
has been used to approach a fire, the nozzle can be
adjusted to a more suitable fire fighting spray. Be aware
of the increased exposure to the heat of the fire that will AFFF
FOAM
AFFF
FOAM

occur with the loss of the water wall.

One hose is used to provide a water wall which protects all four fire fighters from the heat as they approach the seat of the fire. The foam branch can be left off until the
fire is reached. It can then be brought in to use, by directing the throw away from the fire until a good stream of foam is being generated. The fire fighter should aim to hit
an adjacent vertical surface and allow the foam to flow slowly over the burning liquid, forming a smothering carpet. The fire fighter should monitor the foam generation
constantly and be ready to direct the hose away from the fire if the foam supply fails. The back-up man should quickly replace any used foam supplies with replacement
drums. He should be positioned outside the area affected by the fire where possible, eliminating the requirement to wear breathing apparatus.

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• Hot work must be undertaken in accordance with the ‘Permit to The above are just a few basic rules and their application, combined with The use of water-based equipment is dictated by the size of the equipment.
Work’ system with no exceptions. common sense and experience, will significantly reduce any fire risk. Crew Water must not be used on oil-based or electrical fires. Use on an oil-based
should be aware of the fire risk at all times and be conscientious in their fire may result in the explosive spread of burning liquid as the water is turned
Hot work is defined as any activity that creates heat, flame, sparks, or smoke. approach to dealing with this issue. This attitude may not eliminate the risk to steam by the temperature of the fire. Use of water on an electrical fire may
Examples of hot work include but are not limited to: welding (gas or arc), of fire, but will definitely help reduce the potential for disaster should a fire result in the electrocution of the operator.
cutting, grinding, brazing, soldering, use of open flame. All hot work must be occur.
carried out under the control of the hot work permit system. If there is any doubt Water can be applied using a fire hose. The technique used is to aim the jet at
whether work is considered as hot work, it should be considered as such. the base of the fire. Fire hoses supply a large amount of water and the effects
On Locating a Fire of this extra water on the ship’s stability should be borne in mind. Water from
• Engineering staff should follow good working practices and
a fire hose with a diffuser nozzle fitted can be used to form an effective cooling
company procedures at all times when working on machinery. The way in which any fire is tackled with fire fighting equipment will depend water curtain which can be used to protect personnel whilst advancing against
• If a fire risk is identified on a piece of machinery, use on the type of equipment, the fire fighting media and the type of fire. In the case a fire. Thought should therefore be given to advancing two fire hoses at the
the emergency stop provided if necessary and shut it down of a small fire, it would be advantageous to tackle the fire as quickly as possible same time, with one acting as a water curtain for the second fire fighting hose.
immediately. Due care should be paid to the operating status with portable equipment before it has a chance to grow larger. Other fires may Water can be used on oil-based fires when applied as a high volume spray. This
be too large to tackle with portable equipment when discovered. However,

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of the vessel prior to any emergency shutdown, eg, it would be would again typically be produced by a water spray diffuser on a fire hose. This
acceptable to use an emergency stop on a diesel generator whilst some fire fighting techniques are universal and apply to all equipment. Some is a difficult operation and should only be attempted in the absence of other
alongside, but it would not be acceptable during standby. general rules are as follows: more suitable fire fighting media and by personnel who have received training
• All normally closed doors, especially fire doors, must be kept in this technique.
a) Always raise the alarm before attempting to tackle any fire. Use
closed at all times. No door should ever be wedged open. the manual call points provided, by breaking the glass cover.
Remove any obstruction found in a doorway. Water-based fixed systems require no specialist training to operate. As the fire
fighting media is water, it poses no particular danger to fire fighting personnel
• Galley areas, hot oil and fat, water and electrical supplies and b) Operate fire fighting equipment prior to entry into a space or potential casualties in the protected space. Breathing apparatus should
combustible materials present special fire risks. These areas containing a fire to ensure it is working correctly. still be worn by personnel entering a space where a water system has been
should be kept clean and tidy at all times and galley staff should activated, as the fire may still be burning in a protected area, such as under a

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be especially aware of fire fighting equipment in the galley and c) Be aware of potential flashover whilst entering a space containing piece of equipment. The Hi-Fog water mist system fitted on this vessel operates
its uses. fire. Remain low at all times. using fresh water discharged at high pressure into the protected space through
• Extract duct filters should be cleaned on a regular basis. special spray heads which break down the water stream into very fine mist-like
d) Do not leave access doors unattended and open behind you for particles. The principle of the system is that the very fine droplets of water
• When the extract filters are out for cleaning, a brief inspection any reason. tend to exclude oxygen from the area of the fire, thereby starving the burning
of the condition of the extract duct should be made. material of oxygen. When the fine water droplets come into contact with the
• Areas near fryers should be clean at all times and free from oil e) Always have some means of communicating with personnel flames they are rapidly evaporated because of their large surface area for a
and fat. outside the space. small mass, and this has a rapid cooling effect on the fire. The steam produced
by the evaporation acts to further reduce the space available for oxygen.
• Floors should be clean at all times to ensure they are not f) Protect yourself from the fire using objects within the space
slippery. where possible. An unusual fire which may be encountered at sea is a metal-based fire (type
• Food boxes should be removed from hot areas as soon as is D). They would only be encountered in machinery spaces where the conditions
practicable. g) If, at any stage, you have any doubt that the fire is within your necessary to produce such a fire exist. These fires are extremely difficult
capabilities to tackle, retreat and attempt to contain the fire as to fight as they burn at very high temperatures. They are so hot that water
• Galley ranges must be kept clean at all times.
best as possible until help arrives. dissociates at a molecular level, providing hydrogen and oxygen, both of which
• Report any potential fire risk that cannot be eliminated act as fuels to the fire. The metal itself breaks down, providing yet more fuel
immediately to a senior officer. h) Be prepared to ask for assistance from external sources at the for the fire. These fires are self-sustaining and there is no effective fire fighting
• Crew must act when a hazard as outlined above is found and not earliest opportunity. Shore fire fighting organisations should be media available to combat them. Should a metal (or hydrogen) fire occur, the
rely on other crew members to complete the task. contacted at the earliest opportunity if in port. initial objective must be to contain the fire within the affected area. Cooling
should be applied to all surrounding surfaces and all attempts to starve the fire
Listed below are some typical techniques for tackling different types of fire of oxygen should be made. The only attempt that could be made to fight the
using the equipment provided on board this vessel. For specific instructions in fire would be to supply a copious deluge of water through several open ended
the use of a particular piece of equipment, refer to the relevant section of this fire hoses whilst taking care not to increase the oxygen supply to the fire. This
manual. would be extremely difficult under the prevailing conditions mentioned above
which are associated with metallic fires.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page of 38

1. 2.
a) b)
OPERATION OF DIFFERENT TYPES OF FIRE EXTINGUISHERS
FIRE !

WATER FIRE EXTINGUISHERS FOAM FIRE EXTINGUISHERS

1. 2.

c) d)

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Always raise the alarm before attempting Operate fire fighting equipment prior to
to tackle a manageable fire. If the fire is entry into a space containing a fire to
already too big to tackle, contain the fire ensure it is working correctly.
as best as possible, prepare the fire hoses
and await assistance.
Approx. 10 feet Approx. 10 feet
3. 4.
Aim directly at the base of the fire. Be careful not to break up the fire and Aim at adjacent vertical surface and allow the foam to flow over the burning
spread it further. If the fire does break up, attempt to bounce the water onto liquid. For carbonaceous fires, use in a similiar fashion to a water
the flames or use a finger to slow the water down as it leaves the extinguisher. Not suitable for electrical fires.
extinguisher nozzle. Not suitable for electrical or liquid fires.

Be aware of potential flashover whilst

entering a space containing fire. Remain
low at all times.
NYK LINE
Protect yourself behind objects in the
space where possible. Tackle the fire in the
appropriate fashion for the fire extinguisher
(see opposite).
1.
POWDER FIRE EXTINGUISHERS
1.
CO2 FIRE EXTINGUISHERS

Approx. 10 feet Approx. 10 feet

Aim directly at the base of the fire and use sweeping motion to apply Aim directly at the base of the fire. As flames die down, approach the fire
the powder. and apply the gas more directly to the fire. Not suitable for carbonaceous
or liquid fires.
WARNING - Only hold the discharge horn on the hangrip, do not hold any
If, at any stage, you have any doubt that the fire is within your capabilities to tackle, retreat, prepare other part of the horn.
a fire hose ready for use, close any doors and attempt to contain the fire as best as possible until
help arrives.

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Portable Fire Extinguishers When using a CO2 extinguisher, the gas jet should be directed towards the seat Emergency Fire Pump
of the fire and moved in a sweeping motion. Care should be taken not to use
Foam-Based Extinguishers this equipment in a particularly confined area as the gas could have side effects The emergency fire pump is located in the steering gear room and has a
if the concentration rises too high. dedicated sea suction chest fitted below the lightest water ballast line. The
Foam-based equipment requires similar fire fighting techniques regardless of suction and discharge valves are normally left in the open position and the
the size or type of the equipment. Where foam equipment is used to tackle CO2 extinguishers are particularly suited to fighting electrical fires as the gas is pump can be started from any of the following locations:
carbonaceous fires, they should be used in a similar fashion to water-based insulating and also leaves no deposits behind after the fire has been extinguished.
equipment and directed towards the base of the fire. • Locally at the pump’s starter.
This is particularly useful when operating near electronic equipment. CO2
extinguishers are not particularly suited to fighting carbonaceous fires as their • Fire control station.
However, when used to tackle a burning liquid fire, a different technique should cooling effect is limited and temporary, allowing the fire, particularly a deep-
be employed. Initially the foam jet should be directed away from the fire until • Wheelhouse.
seated fire, to quickly re-establish itself once the gas stream has stopped.
a good foam stream is being developed. This prevents water being sprayed in
to the burning oil and avoids the problems generated by the water turning to Forward Fire Pump
steam. Once the foam stream is satisfactory, the foam jet should be directed Dry Powder Extinguishers
towards a vertical surface adjacent to the surface of the burning liquid rather The powder extinguishers on this vessel use ABC powder. Although this powder

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The forward fire pump is located in the top level of the forward pump and bow
than directed into it. This will allow the foam to spread gently over the surface is suitable for fighting carbonaceous fires, it has very little cooling effect on the thruster room and is diesel-driven. The diesel drive motor also provides power
of the burning liquid and form a smothering blanket. Directing the foam stream fire. For this reason, where they are available, water and foam extinguishers to the hydraulically-driven lift pump which is located above the dedicated sea
directly into the burning liquid will only serve to spread the burning liquid would be more suitable for use on carbonaceous fires. That is not to say that chest. The suction and discharge valves are normally left in the open position
whilst giving the foam little chance to form a blanket. dry powder should not be used, rather that where choice exists, water and foam and the pump can be started from any of the following locations:
extinguishers would be the preference for fighting a deep-seated carbonaceous
This technique is true of all directable foam-making equipment, from portable fire. Powder extinguishers tend to be sited in areas where a multiple-type fire • Locally at the pump’s starter.
extinguishers up to and including the largest portable foam monitors. Once the risk has been identified, such as near incinerators, etc. • Fire control station.
fire has been extinguished, the foam equipment may well be needed to top-up
the foam blanket later, so foam reserves should be maintained by shutting off • Wheelhouse.
Dry powder should be used in a similar fashion regardless of the size of the

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the foam when not required and topping-up supplies where possible. It should equipment. The powder should be directed towards the base of the fire with
be remembered that temperatures below the foam blanket will remain above a sweeping motion until the fire is extinguished. This medium is extremely NOVEC 1230 System
the re-ignition temperature of the liquid for a considerable period. messy and a clear-up will be required after use.
The compartments covered by NOVEC 1230 systems are as follows:
After using portable or any local application equipment, the breakdown of Care should also be taken when applying powder in an enclosed environment.
the foam blanket and possible subsequent re-ignition should be carefully The effects of discharging any powder extinguisher in such spaces can be • Cargo switchboard room (P&S).
considered. Action should be taken where possible to eliminate this possibility unpleasant, especially where no respiratory aid is being worn. • No.1 main switchboard room.
and where it is not possible, alternative foam-making equipment should be
moved into position to use should the foam blanket fail and no further foam is • No.2 main switchboard room.
available from the previously used equipment. Sea Water Fire Main System (See Section 5.4.2) • Engine control room.

CO2 Extinguishers This system is continually pressurised by an accumulator tank and jockey • No.1 transformer room.
pump which maintains the fire main at a pressure of approximately 0.9Mpa • No.2 transformer room.
When operating a CO2 extinguisher, it should be remembered that the so that it is ready for immediate use in the engine room, accommodation and
• No.1 converter room.
expansion of the gas at the throat of the gas nozzle causes a corresponding on deck. The fire main system can also be supplied by the two bilge, fire and
drop in the temperature of the gas and anything in contact with it. This means GS pumps, the emergency fire pump located in the steering gear room and the • No.2 converter room.
that the discharge nozzle will freeze and anything in contact with the nozzle, diesel-driven fire pump located in the forward pump and bow thruster room.
• Paint store.
like a human hand, will freeze to it. The extinguishers on this vessel have a
combination of such units which have handles with safe areas to hold which The two, bilge fire and GS pumps, the emergency fire pump and the forward • Chemical store.
allow the horn to be aimed at the fire. fire pump can be started locally, from the fire control station or from the • Drum store.
wheelhouse. Additionally, these pumps can be started at their respective
Another hazard which may be encountered whilst using, in particular, large main and emergency switchboards or from the IAS operator stations in the • Forward pump and bow thruster room.
CO2 extinguishers is electro-static shock. The action of the gas rushing out of ECR, CCR or wheelhouse. The fire main and hydrants have been strategically
the extinguisher can create a large electro-static charge which is passed onto positioned in the engine room, accommodation and on deck to ensure that all The NOVEC 1230 system covers the compartments, listed above, within which
personnel if they are insulated from the ship’s structure. This charge is many areas are covered. are their respective bottles containing the fire fighting medium to discharge
times more powerful than common charges which build up in every day life into the compartment. The NOVEC 1230 fire fighting medium bottles are
and can cause painful injuries. pressurised by dry nitrogen. Upon activation, the medium discharges into the

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designated compartment within 10 seconds to extinguish the fire by absorbing • M9, GCU burner (4 nozzles) mouthpiece, rebreather filter unit and bag and a clear hood that can be passed
the heat of the fire and by a chemical reaction to the flames. over the head.
• M10, GCU gas valve unit area (2 nozzles)
There are fifteen sets fitted on board and they can be found in the following
High Expansion Foam Once the system has activated, the pump suction valve automatically opens,
locations:
the pump starts and discharges water under pressure via automatic distribution
The machinery spaces listed below are protected by a high-expansion foam fire valves to the nozzles sited above the area in alarm. The ensuing water mist • Two sets on the navigation deck (one spare).
extinguishing system. spray thus extinguishes the fire. • Two sets on the upper deck (one for training).
• Engine room 2nd, 3rd, and 4th decks, casing and floor • Eleven sets in the engine room (three spare).
Quick-Closing Valves and Fire Dampers System
• Inert gas generator room
• Main generator engine room (P) including GVU room (P) These systems which are operated from the fire control station, are used in the
• Main generator engine room (S) including GVU room (S) event of a major fire in the machinery spaces to close the ventilation dampers
and shut the quick-closing valves. The quick-closing valves are operated by air

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• Purifier room (P) contained in a pressurised tank, which is maintained at 7 bar by the control air
• Purifier room (S) system.

The foam system briefly comprises a foam liquid holding tank from which The emergency generator room fuel oil tank outlet valve is operated by wire
foam concentrate, supplied from one of two foam liquid pumps situated lower rope and handle from outside the room.
than the tank, is mixed with sea water, supplied from the fire main. This foam/
sea water mix is passed through foam generators situated at the highest points Fire Detection System
in the various compartments, producing a highly expansive foam that dissipates
throughout the space to be protected. The CS3000 fire alarm and detection system is a computerised fully addressable

NYK LINE
fire alarm system with analogue detectors. The operating panel, control unit
The system is designed to be operated remotely with the emergency fire pump and power supply are contained in a central cabinet located in the fire control
and foam liquid pump starting automatically. A manual operating option can station. Repeater panels are fitted and these are located in the wheelhouse and
also be used as back-up. ECR and on the cargo control room console.

Engine Room Water-Based Fire Fighting System The detection system consists of a range of detectors and sensors to suit
different conditions and includes detectors for parameters such as smoke,
The engine room local fire fighting system consists of an independent gas- heat and flame. Manual call points, short-circuit isolators and a timer are also
driven pump together with a battery-driven feeder pump, receiving its supply connected into the circuits where required. A fault in the system or a false
from the distilled water tanks or the domestic water tanks that discharge water alarm is detected immediately, since the function of the detectors and other
via overhead nozzles to protected areas of the machinery space. The pump is installed loop units are automatically and continuously tested.
started automatically in the event of a fire in the protected area or manually
should the automatic start system fail. The areas protected and the number of There are ten detector loops connected in the system with a battery back-up
nozzles covering the area are as follows: provided 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, and the
• M1, No. 1/2 HFO purifier stbd (2 nozzles) outputs of the system are used to stop ventilation fans and close fire dampers
• M2, No. 3/4 HFO purifier port (2 nozzles) in the event of a fire.

• M3, No. 1/2 GE stbd (9 nozzles)

Emergency Escape Breathing Devices (EEBD)
• M4, No. 3/4 GE port (9 nozzles)
• M5, IGG burner (2 nozzles) The emergency breathing devices, model Saver CF10, are provided so that,
• M6, No.1 auxiliary boiler burner (1 nozzle) in the event of a fire or other emergency, they are readily available, near the
escape routes, to aid escape. They consist of a compressed air breathing set
• M7, No.2 auxiliary boiler burner (1 nozzle) with a limited time of approximately 10 to 15 minutes. The breathing apparatus
• M8, incinerator (2 nozzles) is contained in a high visibility orange hard shell case, its contents includes a

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Illustration 5.4.2a Engine Room Fire Main and Hydrant System
HB
To Deck Fire To Deck Water
Main System Spray System FD031F FD030F
Funnel Base

HB
FD020F
Frame 70 Casing
HB HB
4th Deck FD019F
FD642F
Upper Deck

Engine Room
Compressed
Air Charging Set: 0.99MPa
HB HB HB
Start: 0.8MPa
Stop: 0.9MPa FD018F FD014F FD025F
2nd Deck

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Auto
ST/SP

PI PI Hydro- HB HB HB
phore FD017F FD013F FD024F
Tank 3rd Deck
(2m3) For No.1
FD041F PIAL PS Bilge & Gas FD042F HB
FD001F FD002F Pump Auto FD026F
Fire Line Pressurising Start
Jockey Pump
(2m3/h x 0.9MPa)
PI HB HB HB
FD016F FD012F FD023F 4th Deck
To Bilge To Bilge
Holding Tank Holding Tank

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To Soot Drain HB HB HB
To Bilge Well
Eductor Driving FD015F FD011F FD022F
FD102F Water Service Floor

FD103F To Ballast Eductor

Driving Water Service

To Ballast Eductor
Overboard Line

FD101F
BA153F FD005F FD051F FD050F BA152F FD004F
FD100F

PI PI PI
Bilge, Fire and
MC
No.1 General Service Pumps No.2
MC Water Spray MC
PP026
Self-priming PP025
Pump CF025

(245/180m3/h x 0.35MPa/0.9MPa) (1400m3/h x 0.9MPa) Key

PI PI PI

Fire Main

Sea Water
WS050F WS052F BG117F BG115F BG114F BG112F WS051F WS053F
Fresh Water

Compressed Air

From Main From Fresh Water From Direct Fire Hose and
Bilge Line Tank for Water Bilge Suction HB
Nozzle
Spray Line Rinsing

Main Cross-over Line

Drawing Reference: MB601.55

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5.4.2 Engine room and deck fire MAIN Systems Forward Fire Pump, Sea Water Lift Pump opened beyond the capacity which can be accommodated by the accumulator
and jockey pump, the pressure in the fire main will fall, and because the jockey
Manufacturer: ?
pump has insufficient capacity to maintain the pressure due to the volume of
Bilge, Fire and General Service Pumps No. of sets: 1 flow through the hydrant, No.1 bilge, fire and general service pump, which has
Type: ? an auto start function, will start to maintain fire main pressure.
Manufacturer: Naniwa
Model: ?
No. of sets: 2 The emergency fire pump is located in the steering gear compartment and takes
Capacity: ?
Type: Self-priming, vertical, centrifugal, motor-driven its suction from a dedicated sea chest. The pump suction and discharge valves,
Motor rating: ?
Model: FB2V-250-2 including the sea chest valve, are normally kept open. This pump can be started
Capacity: 245/180m3/h at 0.35MPa/0.9MPa from the following locations:
Motor rating: 110kW, 440V, 60Hz, 1,750 rpm Introduction • Locally.
• Fire control station.
The pumps detailed above are able to supply sea water to all of the following
Fire Main Pressurising Jockey Pump • Bridge, on the port console.
services:

SAMSUNG
Manufacturer: Naniwa
• The fire hydrants in the engine room.
No. of sets: 1 The forward fire pump is located in the bosun’s store and takes its suction
• The fire hydrants on deck. from a dedicated sea chest via a hydraulic lift pump located in the bow thruster
Type: Horizontal. centrifugal, motor-driven
• The fire hydrants serving the accommodation block. room. This pump, which is diesel-driven, can be started from the following
Model: EB2H-32D
locations:
Capacity: 2.0m3/h at 0.9MPa • Hawse pipe anchor cable washers.
• Locally.
Motor rating: 5.5kW, 440V, 60Hz, 3,500 rpm • Eductors serving the forward pump and bow thruster room,
bosun’s store, chain locker, forward and aft passageways • Fire control station.
(starboard and port). • Bridge.
Emergency Fire Pump

NYK LINE
Manufacturer: Naniwa In addition, both bilge, fire and GS pumps can provide standby services to the The lift pump motor is driven by high pressure oil delivered from a hydraulic
No. of sets: 1 following: pump located next to the fire pump. The fire pump diesel drive also drives the
Model: FBWHV-250 • Drive for the ballast stripping eductor and soot drain eductor. hydraulic lift pump.
Type: Vertical, centrifugal, motor-driven • Deck water spray system. The engine room fire main consists of two main risers opposite each other,
Capacity: 560m3/h at 110MWC
with hydrants provided at each principal level of the machinery space, a total
Motor rating: 280kW, 440V, 60Hz, 1,750 rpm The bilge, fire and GS pumps are normally left lined-up for operation on of 18 fire hydrants serve the engine room. The starboard side riser terminates
the fire main with the discharge and suction valves kept open, except when at the base of the funnel; the port side 200mm riser continues on to supply the
being used on other services. Both of these pumps take their suction from the deck fire main system. 40mm branch lines are taken off the risers to supply
Forward Fire Pump sea water crossover main and can be started and stopped from the following the hydrants in the engine room. A 200mm branch line off the main pump
Manufacturer: Ellehammer locations: discharge line serves as a back-up supply to the water spray system. Deck
No. of sets: 1 • Locally. isolating valve FD587F allows the deck and engine room systems to be isolated
Model: ? if circumstances dictate. This valve must always be left open during normal
• Fire control station.
operating conditions and is operated from an extended spindle located on the
Type: Diesel driven • Bridge. trunk deck.
Capacity: 180m3/h at 90MWC
Motor rating: ? The sea water fire main and deck wash system is maintained under a constant WARNING
pressure of 0.9MPa by a 2.0m3 accumulator unit and its associated jockey
All valves on the fire main system and associated pumps MUST be
pump. The accumulator unit is used to maintain the system pressure and
operated on a regular basis to prevent seizure. It should be possible to
accommodate and replace any small losses in the system. By this means the fire
operate all of these valves by hand without the use of wheelkeys.
main and deck wash system is maintained under operational pressure to supply
water to any of the hydrants.
Adjacent to each fire hydrant in the engine room is a hose reel and a jet/spray
nozzle.
The fire main and deck wash system supplies the hydrants located in the engine
room, around the accommodation block and out on deck. If a hydrant valve is

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 11 of 38

FD596F Fresh Water Supply Fire Water Monitor (Aft)

and Local Pushbutton
FD538F FD593F
To Bilge Eductor Drive To Bilge Eductor Drive Trunk Deck
1 FD634F FD632F
To Accommodation Decks FD584F FD582F FD578F FD576F FD574F

FD547F FD542F NO FD580F FD536F FD532F FD528F FD524F FD572F

HR HR HR HR HR HR

Trunk Deck FD549F FD544F HB FD540F FD534F FD530F FD526F FD522F Trunk Deck
HB HB HB HB HB HB
PS PI PI

FD586F M

SAMSUNG
Anchor
From Engine Room Wash
DCP Tank FD502F
(See Illustration 5.4.2a)
FD587F House (P)

HB DCP Tank 3
M House (S) FD570F
Void Engine Casing Accommodation FD543F
Anchor
Space FD585F Wash
PS PI
FD501F
HR PI
HB HB HB HB HB

FD548F FD545F HB FD539F FD533F FD529F FD525F FD521F

NYK LINE
HR HR HR HR HR HR

FD546F FD541F NO FD579F FD535F FD531F FD527F FD523F FD571F

Cargo
2 Machinery
From Accommodation Decks Room
Trunk Deck
FD633F FD581F FD577F FD575F FD573F
To Bilge Eductor Drive To Bilge Eductor Drive
FD633F FD537F FD631F FD591F
Fire Water Monitor (Aft)
FD595F Fresh Water Supply and Local Pushbutton
3

Trunk Deck Hydrant Hydrant for

Near Bosun Forward
HB Store Mooring Deck

To Accommodation Decks From Accommodation Decks FD509F FD508F

FD51F(P/S)
1 2
FD505F
Fresh Water Fresh Water To Bilge
Supply Supply FD506F To Bilge
Eductor Drive
FD507F HR FD503F Eductor Drive
FD504F FD515F
Fire Main Trunk Fire Main Fwd Fire
Fwd Pump Pump
To Bilge Room and (180m3/h x
Key Eductor Drive FD510F Bow Thruster 90MWC)

Cofferdam
Room
Fire Main/Sea Water HR
Water Curtain Water Curtain FD518F Fwd Void
for Cargo for Cargo Fresh Water Hydraulic
Manifold Manifold Driven Lift
From Engine Room FD514F FD513F FD511F
(See Illustration 5.4.2a) Hydraulic Oil Pump
FD587F

Drawing Reference: MB601.55

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 12 of 38

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The emergency fire pump, which is located in a recessed space in the steering The jockey pump will now maintain the fire main pressure at between 0.8MPa Position Description Valve
gear compartment, has its own sea chest, the sea suction (FD651F) and and 0.99MPa. As the main fire pump is normally left with its suction and
Closed Line valve to water spray system FD102F
discharge valves (FD654F) are normally kept in the open position. The pump discharge valves locked open, the pressure in the fire main developed by the
is fed from the emergency switchboard. The sea water suction valve at the jockey pump will be retained because the fire pump has been fitted with a non-
sea chest FD150F is operated remotely by a hydraulic manual valve FD196F return valve on its discharge side. No.2 Bilge, Fire and General Service Pump
located in the steering gear room. A steam and compressed air blowing line Open Low sea suction (starboard) sea chest valve WS481
is provided to help keep the sea chest free from weeds, via non-return valve Open Low sea suction sea water strainer inlet valve WS001F
AR480F. Preparation for the Operation of the Fire Hydrant System
Open Low sea suction sea water strainer outlet valve WS003F
The forward fire pump is located in the bosun’s store and is diesel-driven. The Note: The fire main pressurising jockey pump runs continuously and keeps Closed Direct bilge suction BG112F
diesel engine fuel supply is from a 1.0m³ marine gas oil storage tank sited the fire main under pressure and ready for immediate use, however, to avoid Closed No.2 bilge, fire and GS pump bilge main suction BG114F
close by the engine, which also powers a hydraulically-driven water feed pump over-pressurising the fire main which could cause joints to fail when a bilge, valve
which in turn supplies the water for the forward fire pump. fire and GS pump is started, it is usual to have at least one fire hydrant outlet Closed Fresh water spray line rinsing valve BG115F
or the hawse pipe wash valve slightly open to ensure that there is always a Open No.2 bilge, fire and GS pump sea suction valve WS051F
flow of water through the pump. Author’s Note: to confirm on board.

SAMSUNG
Note: The emergency fire pump suction and discharge valves should be left Open No.2 bilge, fire and GS pump discharge valve to WD004F
open at all times and the pump made ready for immediate use. fire and wash deck system
a) Set the suction and discharge valves of the bilge, fire and GS
Closed No.2 bilge, fire and GS pump discharge valve to BA152F
pumps and the emergency fire pump for supplying sea water to
Procedure for Pressurising the Fire Main Using the Jockey ballast eductor overboard line
the fire main.
Pump and Hydrophore Unit Closed Ballast eductor drive FD050F
b) Ensure that all of the bilge suction valves for the bilge, fire and Closed Line valve to water spray system FD102F
It has been assumed in the following description that the fire main has already GS pumps are positively shut to ensure that no bilge water can
been flooded before starting the hydrophore unit. be discharged into the fire main. Emergency Fire Pump

NYK LINE
Open Sea chest suction valve extended spindle FD196F
c) All of the intermediate isolating valves along the fire main on
Procedure to Operate the Sea Water Hydrophore Open Pump suction valve FD651F
the upper deck must be open.
a) Ensure that the sea water suction main is flooded with either the Open Pump discharge valve FD654F
high or low sea suction valve open. d) All fire hydrant outlet valves to be closed, but the information Closed Discharge line drain valve FD655F
provided in the note above to be heeded. Set up the remaining
b) Open the jockey pump suction valve WS050F from the sea valves in accordance with the following table which presumes Forward Fire Pump
water main and the pump discharge valve FD001F. Vent the sea that the low sea chest is in use:
Open Sea chest suction valve extended spindle FD519F
water hydrophore tank and, using the jockey pump, fill it until
the water level gauge glass is approximately 75% full, then stop Open Lift pump suction valve FD518F
Bilge, Fire and General Service Pumps Closed Lift Pump discharge line drain valve FD511F
the pump.
Position Description Valve Open Forward fire pump discharge valve FD504F
c) Connect a general service flexible air hose to the air charging No.1 Bilge, Fire and General Service Pump
valve and pressurise the accumulator jockey tank to the general e) Ensure No.1 and No.2 bilge, fire and GS pumps main isolation
Open Low sea suction (starboard) sea chest valve WS481
service air supply pressure of approximately 0.7MPa. Ensure breakers on the main switchboard group starter panels are on.
that the hydrophore tank gauge valves are open. Open Low sea suction sea water strainer inlet valve WS001F
Open Low sea suction sea water strainer outlet valve WS003F f) Ensure that the isolation breaker on the emergency switchboard
d) Start the jockey pump, when the tank reaches the full working Closed No.1 bilge, fire and GS pump bilge main suction BG117F is in the ON position for the emergency fire pump. At the
pressure of 0.9MPa, stop the pump. Water/air can be drained/ valve starter panel in the steering gear compartment, ensure that the
vented as necessary to establish the correct working level. Open No.1 bilge, fire and GS pump sea suction valve WS052F isolation breaker is in the ON position and the SOURCE lamp
Open No.1 bilge, fire and GS pump discharge valve to WD005F is illuminated. Set the panel and space heater switches to the
e) The sea water accumulator tank is now operational and sea water ON positions, their respective lamps should be illuminated.
fire and wash deck system
can be supplied to the fire main by opening valve FD002F. Set the REMOTE/LOCAL switch to the REMOTE position, the
Closed No.1 bilge, fire and GS pump discharge valve to BA153F
emergency pump can now be started from the remote positions.
f) Switch the jockey pump to AUTOMATIC. The pump will now ballast eductor overboard line
operate and start and stop automatically on system pressure and Closed Ballast eductor drive FD051F g) Author’s note: insert here appropriate text for the forward fire
maintain the pressure in the fire hydrant system. pump isolation breakers, remote start switches etc.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 13 of 38

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The four pumps are now ready for service on the fire main, and can be started gear compartment, or the forward diesel driven fire pump located in the top Description Valve
at the locations previously described. level of the pump and bow thruster room. The deck fire main supplies the
Forward isolating valve FD570F (extended spindle)
accommodation block port and starboard. In addition to the hydrants on deck,
the deck main also supplies a water spray system to the vent mast risers (to Forward hydrant near bosun’s store FD509F
Fire Main in the Engine Room confirm), drive water for the bilge eductors for the passageways forward, aft, Bosun’s store hydrant FD505F
starboard and port, also, the bosun’s store, chain lockers, bow thruster room Forward mooring deck hydrant FD508F
The engine room fire main has outlets in the engine room and engine casing, it bilge eductors and the hawse pipe wash water. The deck fire main also supplies
also has a branch lines leading off which supplies the water spray system. The Forward pump and bow thrust room hydrant FD501F
water for the swimming pool, through valve FD643F.
supply line to deck for the accommodation block and the main deck forward Port hawse pipe water washing valve FD502F
and aft has an isolating valve on deck, FD587F, which is operated by a manual Starboard hawse pipe water washing valve FD501F
extended spindle located on the port side of the trunk deck. (to confirm) Accommodation Block Fire Hydrants
Bosun’s store bilge eductor driving water FD507F
Description Valve supply valve
Engine Room Fire Hydrants Isolating valves B deck (located trunk deck) FD589F, FD588F Chain locker bilge eductor driving water FD503F
Upper deck hydrants FD642F, FD602F, FD601F supply valve
Description Valve

SAMSUNG
FD641F, FD603F, FD657F Forward pump and bow thrust room bilge FD505F
Engine room floor hydrants FDO15F eductor driving water supply valve
FDO11F A deck hydrants FD605F, FD604F, FD625F
FD606F Passageway forward (P) bilge eductor driving FD632F
FDO22F
water supply valve
Engine room 4th deck hydrants FDO16F B deck hydrants FD608F, FD607F, FD610F
Passageway forward (S) bilge eductor driving FD691F
FDO26F
water supply valve
FDO12F C deck hydrants FD612F, FD611F, FD614F
FDO23F Passageway aft (P) bilge eductor driving FD634F
Engine casing valve FD642F, port side
water supply valve
Engine room 3rd deck hydrants FDO17F D deck hydrants FD617F, FD615F, FD616F
Passageway aft (S) bilge eductor driving Fd633F

NYK LINE
FDO13F Navigation bridge hydrants FD619F, FD618F
FDO24F water supply valve
Engine room 2nd deck hydrants FDO18F
Deck Fire Hydrants and Fire Main Valves If the vessel is trading in very cold climates where it is possible that the deck
FDO14F
main could freeze, it will be necessary to drain the fire main down and leave it
FDO25F Description Valve in a dry condition and close the isolation valves.
Engine room upper deck hydrants FD642F Steering gear hydrant FD656F
FDO19F
Engine room to deck isolating valve FD587F (extended spindle) Water Spray System
Engine room B deck hydrant FDO2OF
Upper deck hydrants FD549F, FD547F, FD544F
Engine room casing, funnel base FDO30F In an emergency, the sea water pumps operating on the fire main system can be
FD542F, FD534F, FD532F
FDO31F cross-connected to the water spray system via crossover valve FD102F.
FD530F, FD528F, FD526F
FD524F, FD522F, FD521F
The hydrant outlet valves should be operated and the valve spindles greased FD523F, FD525F, FD527F International Shore Connections
at frequent intervals to ensure that they will open satisfactorily should it be FD529F, FD531F, FD533F
necessary in the event of an emergency. The fire main system has been supplied with international shore connections
FD541F, FD546F, FD548F that will allow shore side fire appliances to connect onto the ship’s fire main.
Cargo machinery room FD545F These connections are located either side of the accommodation block on the
Note: After use, the hose and nozzle unit must be properly stowed on the
DCP tank house port FD540F, FD536F upper deck.
hose reel ready for future use. Any defects in the hose, nozzle, valve or
system must be reported immediately and rectified as soon as possible. No DCP tank house starboard FD539F, FD535F
hose reel must ever be left with components that are defective. Fire main drain valves FD596F, FD595F
Fire main isolating valves FD586F, FD584F, FD582F
FD578F, FD576F, FD547F
Fire Main on Deck FD572F, FD571F, FD573F
FD575F, FD577F, FD582F
The fire main on deck is supplied from the engine room bilge, fire and GS FD583F, FD585F, FD501F
pumps via the extended spindle deck isolating valve FD587F, located on the FD502F
port side of the trunk deck, or from the emergency fire pump in the steering

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 14 of 38

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 15 of 38

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Illustration 5.4.3a Water Spray System
Satcom
Dome
40 Electric Cargo
Motor Machinery Room
40 Room
40 65

65
40 80 80 Key
65
100 Deck Water
40 80 80
100
M
125 Area Protected by Rundown
350 250 from Higher Spray Nozzles
65

SAMSUNG
Engine Room
Steering
Gear Room
From Water
APT Spray Pump

No.4

NYK LINE
Cargo Tank
CWT

Satcom
Dome

40 40

Wheelhouse Top
65
Cargo Machinery and
Electric Motor Rooms
Nav. Deck
65 65 To
Accommodation

D Deck 80
125 125

200 From 80
C Deck Accommodation
200
M
200
SP607F SP554F 80 25
B Deck
25 125
Trunk 350

A Deck
350
25

From
Water Spray Pump
in Engine Room

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 16 of 38

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5.4.3 Sea Water Spray System Forward Fire Pump the engine room or remotely from the wheelhouse, fire control station or cargo
control room. To confirm.
Manufacturer: ?
Water Spray Pump No. of sets: 1 The pump is located at floor level of the engine room at the forward end
Manufacturer: Naniwa Model: ? and takes its suction from the sea via the engine room crossover main which
No. of sets: 1 Type: Diesel-driven connects with the port and starboard sea suctions. The pump discharges sea
Type: Vertical, centrifugal, motor-driven Capacity: 180m3/h at 90MWC water through a single 400mm diameter pipeline until it passes through the
forward accommodation bulkhead at frame 70, where the pipe diameter
Model: C2V-300A Motor rating: ?
reduces to 350mm and progressively reduces down to 40mm at the extreme
Capacity: 1400m3/h x 0.9MPa forward end of the system,
Motor rating: 550kW, 440V, 60Hz, 1,750 rpm Forward Fire Pump, Sea Water Lift Pump
No.2 bilge, fire and GS pump may be used for flushing the lines and nozzles
Manufacturer: ? with fresh water following a test of the system on sea water. To facilitate
Bilge, Fire and General Service Pumps No. of sets: 1 this, the pump has a suction which connects to either the port or starboard

SAMSUNG
Manufacturer: Naniwa Type: ? fresh water tanks via isolating valve BG115F. Flushing the system after use
will reduce the amount of internal corrosion in the pipework and prevent the
No. of sets: 2 Model: ?
nozzles from becoming clogged with saline crystals.
Type: Self-priming, vertical, centrifugal, motor-driven Capacity: ?
Model: FB2V-250-2 Motor rating: ? To maintain the water spray system in the standby condition, the suction and
Capacity: 245/180m3/h at 0.35MPa/0.9MPa discharge valves of the water spray pump and all of the manually operated
Motor rating: 110kW, 440V, 60Hz, 1,750 rpm isolating valves on the groups are normally in the open position except for the
Introduction drain valves.

Fire Main Pressurising Jockey Pump The fire fighting sea water spray system is supplied from a single dedicated

NYK LINE
electric centrifugal pump located in the engine room. Because only one pump Procedure for Supplying Sea Water to the Water Spray
Manufacturer: Naniwa System
has been fitted, provision has been made for the bilge, fire and GS pumps
No. of sets: 1 to be cross-connected to the system in the event that the water spray pump
Type: Horizontal, centrifugal, motor-driven is not available (Section 5.4.2 of this manual refers to the operation of these It is assumed that the sea water crossover suction main is in operation:
Model: EB2H-32D pumps).
a) Set up the system valves in accordance with the following
Capacity: 2.0m3/h at 0.9MPa
It should be noted from the machinery particulars that the bilge, fire and GS table:
Motor rating: 5.5kW, 440V, 3,500 rpm
pumps capacity is considerably lower than that of the water spray pump and
will therefore produce a less effective spray curtain. Position Description Valve
Emergency Fire Pump Open Water spray pump suction valve WS053F
The areas protected by the water spray system are listed as follows:
Manufacturer: Naniwa Open Water spray pump discharge valve FD101F
No. of sets: 1 • Main cargo manifold area port and starboard, controlled by Closed Water spray line drain valve to bilge holding tank FD042F
isolation valves SP524F and SP523F. Closed Isolating valve to fire main system FD102F
Type: Vertical, centrifugal, motor-driven
Model: FBWHV-250 • Gas domes, liquid domes and cargo essential valves. Closed Isolating valve to ballast eductor drive FD103F
Capacity: 560m3/h at 110MWC • Accommodation front including satcom dome, cargo machinery Open Accommodation front and lifeboat and lifeboat
room, cargo compressor room, and lifeboats and lifeboat boarding area water spray line isolating valves
Motor rating: 280kW, 440V, 60Hz, 1,750 rpm
boarding areas, port and starboard. Closed Accommodation front and lifeboat and lifeboat SP607F
boarding area water spray line drain valves any
Author’s Note: Are passageways and cofferdams covered? To be checked. more?
Open Upper deck system isolating valves SP553F
Isolation valves SP553F, SP552F, SP551F are normally open but may be shut SP552F
to isolate parts of the system as required. SP551F
Closed Upper deck spray line drain valve SP605F
The pump is capable of supplying all of the above areas simultaneously with
Closed Cargo machinery room supply line drain valve SP608F
a uniformly distributed spray and can be started from the local starter panel in

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 17 of 38

Cargo Manifold
25 (Port) 25
25

SP604F 65 65 SP603F

SAMSUNG
25
SP605F
25 80 80 25
M 350 250
M 200
M 150 300

SP553F SP552F SP551F 40

40
125
350 80 40 80 80 40
SP524F SP513F
SP542F SP541F SP532F SP531F SP522F SP521F SP512F SP511F
40 40
From Water 40 40
350 80 80 80 80
Spray Pump in
Engine Room 65 SP523F
Engine 50 50 50 50

NYK LINE
Casing 125 25 25
25
200 SP608F
Accommodation 80 SP543F 80 SP526F
Space SP525F
25
25

To 125
Accommodation 80 80
Cargo
Machinery
80 80
25 25

65 65
25 25
SP602F SP601F
Cargo Manifold
(Starboard)

Key

Deck Water

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 18 of 38

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Position Description Valve Position Description Valve
Closed Port manifold line drain valves SP603F Open Fire main isolation valve to water spray line FD102F
SP604F Closed Water spray pump discharge valve FD101F
Closed Starboard manifold drain valves SP601F Closed Water spray line drain valve to bilge holding tank FD042F
SP602F Closed Water spray pump line valve to ballast eductor FD103F
Open Starboard manifold line isolating valves SP523F drive
Open Port manifold line isolating valve SP524F Closed No.1 bilge, fire and GS pump suction valve from BG117F
Open No.1 gas dome line isolating valve SP511F main bilge line
Open No.1 liquid dome isolating valve SP512F Closed No.1 bilge, fire and GS pump discharge valve to FD051F
Open No.2 gas dome line isolating valve SP521F ballast eductor drive
Open No.2 liquid dome line isolating valve SP522F Closed No.1 bilge, fire and GS pump discharge valve to BA153F
ballast eductor overboard
Open No.3 gas dome line isolating valve SP531F
Open No.1 bilge, fire and GS pump sea water suction WS052F

SAMSUNG
Open No.3 liquid dome line isolating valve SP532F valve
Open No.4 gas dome line isolating valve SP541F Open No.1 bilge, fire and GS pump discharge valve to FD005F
Open No.4 liquid dome line isolating valve SP542F fire main

b) Start the water spray pump either locally or from the wheelhouse, a) Start the No.1 bilge, fire and GS pump and when it is operational
fire control station or cargo control room, and supply sea water and has stabilised, start the No.2 bilge, fire and GS pump.
to the water spray system. Author’s Note: To check remote start
positions. b) Check that the system is operating correctly, but when finished,

NYK LINE
the valves must be reset so that both bilge, fire and GS pumps
The water spray system is now in use and delivering water to the selected spray are lined-up on the fire main.
nozzles on deck.

In the event of a breakdown of the water spray pump, either one of the bilge, WARNING
fire and GS pumps can also be used to supply sea water to the water spray Care must be taken when using the bilge, fire and GS pumps to ensure
system. To achieve this, set the valves in accordance with the following table: that the suction valves to the bilge main and the direct bilge suction are
closed, as the supply of oily bilge water to the water spray system could
Position Description Valve result in oil being added to a burning fire.
Open No.2 bilge, fire and GS pump sea water suction WS051F
valve After use, flush through the water spray system with fresh water taken from the
Closed No.2 bilge, fire and GS pump direct bilge suction BG112F port or starboard fresh water tanks via the connection to No.2 bilge, fire and
valve GS pumps. To do this, open the fresh water service system line valve BG094F,
open No.2 bilge, fire and GS pump suction valve BG115F from the fresh water
Closed No.2 bilge, fire and GS pump suction from main BG114F
system, open No.2 bilge, fire and GS pump discharge valve FD004F to the fire
bilge line
main and valve FD102F to the water spray line. With the pump’s other valves
Closed No.2 bilge, fire and GS pump suction valve from BG115F confirmed closed, the port or starboard fresh water tank valves, WG051F or
fresh water tank WG052F, should be opened. The pump can then be started and the system
Closed No.2 bilge, fire and GS pump drain valve to bilge FD041F flushed through, one section at a time.
holding tank
Closed No.2 bilge, fire and GS pump discharge valve to FD050F Once the flushing has been completed, the pump should be stopped and its
ballast eductor drive valves returned to their normal positions. All of the water spray system drain
Closed No.2 bilge, fire and GS pump discharge valve to BA152F valves should then be opened and the system allowed to fully drain down.
ballast eductor overboard line Once fully drained, the drain valves should all be closed and the system valves
returned to their normal working positions as outlined above.
Open No.2 bilge, fire and GS pump discharge valve to FD004F
the fire main

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 19 of 38

No.8 No.6 No.4 No.2 Release Station for Monitor No.7 No.5 No.3 No.1
Hose Station Hose Station Hose Station Hose Station (Port) (Starboard) Hose Station Hose Station Hose Station Hose Station
Cargo Control Room
Remote Release Stations

For Monitors
Port / Starboard

SAMSUNG
Fire Control Room
Remote Release Stations

For Monitors
Port / Starboard

NYK LINE
No.1 Cylinder No.1 Cylinder
for Agitating for Agitating

No.2 Dry No.1 Dry

Powder Powder
Tank Unit Tank Unit

Key

Dry Powder

Nitrogen
No.2 Dry Chemical Powder Room 9 Nitrogen Cylinders No.1 Dry Chemical Powder Room 9 Nitrogen Cylinders

Drawing Reference: xxx

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 20 of 38

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5.4.4 Deck Dry Powder System When the main nitrogen cylinders have been opened by any of the pilot bottles, manifold dry powder charge to supply the other side. To achieve this, open the
the gas from the agitating cylinder is injected into the lower part of the tank three cross-connecting valves inside the dry powder rooms, then proceed as
to fluidise the powder and to pressurise the tank. When the tank pressure has follows:
Dry Powder Monitors and Hoses
attained a preset value, it operates the powder discharge valve pneumatic
Manufacturer: Unitor ASA actuator, causing the valve to open and discharge the dry powder via the a) With the nitrogen gas cylinder still open from the initial
No. of sets: 2 manifold stations and 8 independent hose units monitor or hose station onto the fire. operation, open the pilot line isolating valve to the other
Type: Sodium bicarbonate agents - nitrogen propellant manifold station (either port or starboard). There should be
The monitors are situated at the cargo hose manifolds and the hand hose cabinets sufficient nitrogen remaining in the cylinder to operate the main
Tank capacities: 2,500 litres port, 2,500 litres starboard are strategically situated to cover the cargo deck area. The configuration of the nitrogen bottles, but if the system fails to operate, try again from
Powder capacity: 2,050kg minimum, 2,700kg maximum system is as detailed in illustration 5.4.4a. Release locations are shown in the other remote station in either the fire control room or cargo
Nitrogen cylinders: 10 cylinders port, 10 cylinders starboard illustration 5.4.4b. control room.
Cylinder capacity: 50 litres each at 200 bar
In an emergency, the nitrogen cylinders and discharge valves can be operated
Monitor pilot bottles: Nitrogen 2.68 litres each at 150 bar (maximum) Procedure for Operating the Dry Powder System from a Hose
manually from inside each of the dry powder tank houses. Emergency
Monitor capacities: 30 metres throw (maximum), 25kg powder/sec Cabinet

SAMSUNG
crossover valves on the pilot operating lines and the powder discharge lines are
Monitor type: 2 x SS65P HL/P fitted, which, when opened will allow the cross-transfer of dry powder to the
Hand hoses: 8 sets at 33m length opposite tank(s), thereby providing additional fire fighting capability. These a) Open the dry powder hand hose cabinet door.
Hand hose capacities: 3.5kg powder/sec valves normally remain closed, allowing the two dry powder tanks to operate
independently. b) Pull out the complete length of hose from the drum which
Hose pilot bottles: Nitrogen 2.68 litres each at 150 bar (maximum)
should be approximately 33 metres long.
Note: During cargo loading and discharging operations, the manifold
Introduction monitors must be made ready for immediate use. The inlet valves to each c) Open the nitrogen cylinder screw-down valve by turning it fully
monitor must be open and the monitor nozzle directed towards the manifold anti-clockwise.
and locked in position. The hand-held hose units should have their doors

NYK LINE
The fixed deck dry powder extinguishing system consists of two stations. The
port station contains a 2,500 litre tank and supplies the port manifold monitor open ready for deployment. d) Open the ball valve by turning the handle downwards.
and four hand hose cabinets. The starboard station contains a 2,500 litre tank,
which supplies four hand hose cabinets and the starboard manifold monitor. e) The discharge from the storage tank will be automatic and the
Each tank contains a compound called BC-JET whose main constituent is
Procedure for Operating the Dry Powder Monitors Remotely tank pressurised ready for operation.
sodium bicarbonate. The tanks are connected to a bank of nitrogen cylinders from the Fire Control Station or Cargo Control Room
located in the same compartment which are activated from small nitrogen pilot f) Aim the nozzle at the side of the fire scene, then open the
bottles fitted in release cabinets in the cargo control room and fire control It has been assumed in the following procedures that the manual isolating powder nozzle discharge valve.
station, or from pilot cylinders mounted locally at the discharge monitors. valves below the dry powder monitors are open and that the system cross-
The port No.2 tank and the starboard No.1 tank are each connected to nine connecting valves are closed. g) Sweep the dry powder jet across the fire scene from side to
nitrogen cylinders, an additional cylinder is fitted for the purpose of agitating side.
the powder prior to release. a) Open the ball valve at the required monitor. This should be open
during cargo loading and discharging.
Precautions
The two monitors are situated at the aft end of the cargo discharge manifolds
port and starboard, and are aligned to face and cover the liquid and vapour b) Open the release cabinet door containing the 2.68 litre nitrogen • Always wear full fireproof clothing and personal protection
lines and valves at the manifolds. The monitors have push-fit plastic caps fitted gas cylinder. equipment.
to the ends of the discharge nozzles to prevent any moisture or sea spray from
entering the dry powder lines that may result in them becoming clogged. c) Open the screw-down discharge valve on the pilot cylinder. The • After opening the cabinet door, the operation must begin quickly
pressure should be at least 35 bar. If not, open the discharge to prevent the powder caking.
The vessel is also equipped with eight independent free-standing dry powder valve on the standby cylinder. • Be aware of the reaction of the nozzle gun on commencing
hose stations that connect to the powder storage tanks as detailed above. Inside discharging.
each of the hose stations is a small nitrogen pilot cylinder, which when opened d) Open the ball valve on the nitrogen discharge line to either the
• Prevent kinking of the hose and twists in the line.
will activate the main nitrogen bottles in the dry powder room and open a port or starboard manifold station as required.
release valve to allow the powder to be discharged to the hose station being
operated. The system will now automatically operate to discharge dry powder to the
chosen monitor. If it is necessary to extend the fire fighting period after the first
monitor has completely used up its charge, it is possible to activate the opposite

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 21 of 38

Local Release Cabinet

No.2 Monitor

SAMSUNG
Dry Powder
Unit

Aft Peak Tank Engine Casing

No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1

NYK LINE
Hose Cabinet Hose Cabinet

No.1 Monitor
Dry Powder
Unit

Local Release Cabinet

Key

Dry Powder

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 22 of 38

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Procedure for the Emergency Operation of the Dry Powder g) Purge the discharge with nitrogen, leaving a slight over-pressure
Monitors (0.1 bar) in the pipes.

If the remote pilot cylinders have failed to activate the nitrogen bottles in h) At the earliest possible opportunity, recharge the dry powder
the storage compartments, they can all be opened manually. To achieve this, storage tanks and nitrogen cylinders.
proceed as follows:
i) If a fire hose has been used, rewind the hose and ensure that the
a) Mounted inside each dry powder compartment is a manual nozzle valve is in the CLOSED position.
release handle. Using this handle, open the top valve on each
cylinder, then at the distribution manifold, open the required Note: The powder tank should be left with slight over-pressure of about 0.1
discharge line valve by hand. bar of nitrogen.

b) Open the main isolating valve on the storage tank by hand. Refer to the manufacturer’s manual for more detailed information.
The chosen monitor or fire hose station can now be operated as

SAMSUNG
required.

Procedure for Resetting the System After Operation

a) Ensure that all the release cabinets and hose station valves are
closed.

b) Close the nitrogen cylinder top valves and relieve any pressure
in the release lines. Manually close the nitrogen bottle valves

NYK LINE
with the handle provided and relieve any pressure in the tank by
opening one of the monitor or hose outlet lines. Slowly relieve
the pressure until absolutely sure it is at atmospheric pressure.
The test valve may also be used to relieve any remnant line
pressure.

c) Close the master discharge valve from the storage tank.

d) The system should be cleaned immediately after use by blowing

through the pipelines with compressed air from the ship’s own
supply.

e) Connect the compressed air supply to the connection point

after the master discharge valve, then open the air supply
isolating valve. Air will now blow through the discharge line at
the monitor or hand-held hose, discharging a small amount of
powder. This can be improved by closing the valve at the pistol/
monitor and allowing the pressure to build up. Once the pressure
has increased, open the valve and check if further powder is
being blown through the line. This may need to be repeated until
no more powder is evident.

f) Shut off the compressed air supply and return all valves to the
closed position.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 23 of 38

Supply Cabinet

No.1 Release Cabinet No.2 Release Cabinet Instruction Plans

Key Box
with Hammer

Key Box
with Hammer
Local Release Cabinet

Fire Control Station

SAMSUNG
EL

Instruction Plans
No.2

Key Box
with Hammer Electric Motor Room 15 Bottles

NYK LINE
Local Release Cabinet

No.1
PS
Time Delay 110 bar
EL
To Open
Air Instruction Plans
T.D No.1

Cargo Machine Room 34 Bottles

T.D

No.2
Time Delay

No.1 No.15 No.34

CO2 Cylinders for Cargo Area Instruction Plans

Key
Manual Release Handles
CO2
No.1 No.2 Pilot Lines

Foam and CO2 Room

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 24 of 38

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5.4.5 CO2 Fire extinguishing System - cargo System Description It is stored in small pilot cylinders installed within the supply cabinet. The pilot
machinery room cylinders are connected to the main pilot system pipework via two isolation
Areas Protected
valves installed within the valve release cabinet.
Manufacturer: Unitor AS The central bank CO2 system installed on the vessel protects the following two
Type: High pressure areas: One isolation valve is connected via small bore pilot gas pipework to the
• Cargo machinery room. cylinder bank to open the cylinders after a time delay of approximately 30
Spaces covered: Cargo machinery room (34 cylinders) seconds, the other is connected via a separate pilot gas line to open the line
Electric motor room (15 cylinders) • Electric motor room. valve to the protected spaces. The isolation valves are positioned so that the
Capacity: 34 cylinders, each containing 67.5 litres valve release cabinet door cannot be closed with the valves in the open position.
Central Bank CO2 System It is also arranged that the valve release cabinet door will operate the switches
when in the open position, to initiate audible and visual alarms.
Introduction The central bank CO2 system consists of 34 cylinders, each containing 67.5
litres of CO2, located in the foam and CO2 room, which is situated on the A time delay unit is located in the pilot CO2 pipeline to the main storage bottles.
starboard side of the engine casing on A deck. This unit allows for a time delay of about 30 seconds between actuation of the
WARNING

SAMSUNG
main cylinder release isolating valve and the actual operation of the cylinder
DANGER OF ASPHYXIATION These cylinders are connected to discharge nozzles within the protected space release valves. This delay offers time for personnel in the protected spaces to
Re-entry to a CO2 flooded area should not be made until the area has via cylinder manifolds and distribution pipework. evacuate them after the CO2 release alarm has sounded.
been thoroughly ventilated.
A pressure gauge and pressure switch are fitted to the main CO2 manifold. A pressure gauge is fitted to the CO2 pipeline to indicate CO2 pressure.
WARNING
The system is designed to discharge the required number of cylinders into
Due to the hazard of electrostatic shock during gas release, the gas
bottles must not be touched.
the protected space at the same time. Each protected space requires a certain Operating Procedure from the Fire Control Station
number of cylinders to give a 40% concentration of CO2.
a) On discovering a fire in a protected space, shut down the
Depending upon the application, CO2 is normally employed at levels of

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The total number of cylinders is determined by the largest protected machinery in that space together with fuel supplies, if any,
between 35% and 50% by volume to produce an oxygen deficiency and thus
compartment, and this is the cargo machinery room. and ventilating systems. Close all doors, ventilators and other
extinguish a fire. This level of oxygen deficiency is not sufficient to sustain life.
openings, having first ensured that all personnel have been
Fixed high pressure CO2 fire extinguishing systems are therefore designed to
When the release system is activated for the particular protected space, only evacuated.
include safeguards which prevent the automatic or accidental release of CO2
the required number of cylinders for that space are released. In the case of the
whilst the protected area is occupied.
electric motor room, only 15 of the cylinders are required, whereas all 34 are b) Conduct a muster of all personnel, ensuring that everyone is
required for the cargo machinery room. accounted for. The gas must not be released until any missing
CO2 is an asphyxiant, but not toxic and it does not produce decomposite
products in a fire situation. persons are accounted for and are known not to be in the
Alarms and Trips protected space where CO2 is to be released.
The CO2 cylinders are fitted with a safety device called a bursting disc which The opening of the room release cabinet door will initiate an audible alarm,
will relieve excess pressures caused by high temperatures. To avoid these discs c) Open the valve release cabinet door for the compartment where
whereas the opening of the main CO2 supply valve will stop the ventilation the fire is located. Upon opening the door an audible alarm will
bursting, it is recommended that the cylinders are located in areas where the fans. In the event that the system cannot be operated from the room release
ambient temperature will not exceed 45°C. sound. Pull the two handles in a downwards direction on the
cabinet, the opening of the main supply valve will initiate both an audible isolation valves.
alarm and stop the ventilation fans.
Note: In order to ensure that the system is operational at all times, the
d) Obtain the key for the supply cabinet from inside the valve
cotter pin on each CO2 cylinder must be removed and the discharge hose is
Valve Release Cabinet release cabinet.
connected to each CO2 cylinder outlet valve.
CO2 valve release cabinets are located in the following places:
e) Open the supply cabinet door and open the valve on one of the
Note: Some gaseous extinguishing agents may cause low temperature burns • Fire control station. pilot CO2 cylinders.
when in contact with the skin. In such cases the affected area should be
thoroughly irrigated with clean water and afterwards dressed by a first aid • Outside each room - near entrance door.
f) Pilot CO2 will open the required number of cylinders for
trained person. the protected space and will also open the main ball valve.
The system is operated by a supply of CO2 separate from the main fire
extinguishing CO2. The ventilation fans will also stop. The gas is released to the
protected space after the time delay period.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 25 of 38

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g) Go to the foam and CO2 room and check that the discharge
valve for the selected area has opened and the correct number
of cylinders have been released. If not, open by hand.

h) Allow sufficient time for the fire to be extinguished, then close

the pilot cylinder handwheel valve.

i) When the pilot pressure gauge within the control box is zero,
close both pilot isolation valves.

Note: Allow time for structural cooling before opening the space and
ventilating the CO2 gas.

WARNING

SAMSUNG
Do not enter a CO2 flooded space without using breathing apparatus.

Manual Operating Procedure from the Foam and CO2 Room

Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the
protected compartment, then these must be opened manually. The main line
valve to the protected compartment must also be operated manually. The CO2
cylinders for each protected compartment are marked on a plate (Plate 5) in the

NYK LINE
CO2 room to allow for ease of recognition which cylinders must be manually
opened for the protected compartment.

The procedure for opening the main cylinders is as below; these should be
opened by operation of the manual release lever on top of each CO2 cylinder
as follows:

a) Open the main line valve leading to the protected space.

b) Remove the manual release handle from its mounting position

near the cylinders.

c) Insert the end of the handle into the hole in the release lever.
Push the handle as far as possible in order to operate the release
mechanism for the cylinder.

d) Repeat this procedure for each cylinder until the specified

number have been discharged.

All cylinders can be individually manually discharged into the protected cargo
compartments as and when they are required.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 26 of 38

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5.4.6 fire detection system Keys Operation Indicators Description
ALARM MUTE This key is used to acknowledge the POWER ON Illuminated when the power is on.
Fire Detection System fire alarm and mute the buzzers. DISCONNECTION General disconnection of detectors
ALARM RESET This key is used to reset the fire indicator.
Manufacturer: Consilium Marine alarm. TEST Is lit when the central unit is in test mode.
Type: CS 3000 Salwico Fire Detection System ALARMS IN QUEUE LEDs indicate multiple alarms ALARM TRANSFER Is lit when the dedicated fire output is
which can be scrolled through activated (steady light) and is flashing
using this key. Each alarm is listed when the door is open, the fire output is
General Description in the alphanumeric display. deactivated.
EXTERNAL ALARM Is lit when an external alarm output is
The CS3000 Fire Detection System is a computerised, fully addressable Indicators Description disconnected or faulty.
analogue fire alarm system with analogue detectors. The operating panel,
EXT. CONTROL ACTIVATED LED indicating that an external DELAY OFF Is lit when the time delay is deactivated.
control unit and power supply are contained in a central cabinet in the
control output is active. SYSTEM FAULT Is lit when a fault occurs in the system.
wheelhouse. The detector loops are connected to the system with a 7.2Ah

SAMSUNG
battery system back-up in the event of a power failure. The system is looped to ABNORMAL COND Is lit when an abnormal condition has
the gas sampling and alarm system and to the IAS cabinet in the cargo control SECTION/DETECTOR NOT RESET LED indicating that an alarm reset occurred.
room on C deck. has been attempted but failed.
(Detector still in alarm.)
The Salwico CS3000 comprises a wide range of detectors and sensors to System Operation
suit different needs and conditions. It includes detectors for different alarm
parameters, for example, smoke, heat and flames. Manual call points, short-
Operating Panel
Detection of a Fire Alarm
circuit isolators and a timer are connected to the loop where required. A fault
The operating panel is used for controlling the system and to display extra FIRE lamp is flashing: A fire alarm is detected in the system.
in the system or a false alarm is detected immediately, since the function of

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information in case of a fire alarm. The alphanumeric display is used as a
the detectors and other installed loop units are automatically and continuously
complement to the numeric display on the fire alarm panel, as a communication a) Press ALARM MUTE to mute and acknowledge the fire
tested.
medium when operating the system, and to display guiding texts for the function alarm.
keys. Under normal conditions, when the central unit is in normal status, the
The fire alarm repeater alarm unit is fitted in the fire control station. The repeater
text ‘Salwico CS3000’ is displayed together with the date and time. b) The FIRE indicator stops blinking and becomes steady red. The
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 audible fire alarm, including the internal buzzer, is permanently
reconnections. The system can also identify defective detectors in each loop. Keys Operation silenced when the ALARM MUTE is pressed.
F1, F2, F3, F4 Function keys, used for choosing functions
The system can be monitored via the IAS. from the menus in the display and for c) The section number and detector address in alarm are displayed
entering certain characters with no keys of on the fire alarm panel and on the alphanumerical display on the
their own. operating panel.
Central Unit Panel
0-9: Numeric keys.
The central unit panel is divided into two parts, the fire alarm panel and the d) The section number and the detector address are displayed on
Correction key The last key stroke is erased.
operating panel. The fire alarm panel is activated when there is a fire alarm the first line, and additional information about the location is
in the system. The operator verifies and supervises the system by using the Return key The system returns to normal status, displayed on the second line, if provided.
different keys and the display on the operating panel. ‘Salwico CS30000’ is displayed.
S, D, SD, EA, AD Command keys used to choose the unit ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in
(section/detector no. etc) to operate. the system.
Fire Alarm Panel
MUTE Fault handling key used to acknowledge
The fire alarm panel is activated when a fire alarm is detected on the system. faults and to mute the buzzers. a) Press ALARM MUTE repeatedly to mute and acknowledge all
RESET Fault handling key used to reset the faults. the fire alarms.
The FIRE indicator flashes and the section number and detector address in
ON, OFF, TIMER Operation keys used to choose the operation
alarm are displayed on the numeric display. b) The FIRE and ALARMS IN QUEUE indicators stop flashing
to perform.
and become steady red when all the fire alarms are muted. The
LIST List handling keys, the LIST key is used to
audible fire alarm is permanently silenced when the ALARM
open the list function. The arrow keys are
MUTE is pressed.
used to scroll through the lists.

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c) The section number and detector address in alarm are displayed Reset Fire Alarm
on the fire alarm panel and on the alphanumerical display on the
operating panel. Only one fire alarm can be reset at a time, ie, the displayed fire alarm. If there
are more, the next one will appear on the display.
d) The address of the first fire alarm is displayed on the first line,
and additional information about the alarming unit is displayed a) Press the MUTE button for 2 seconds to acknowledge the
on the second line, if provided. The address of the latest fire alarm.
alarm is displayed on the third line, and additional information
about this unit is displayed on the fourth line. The total number b) Press the LIST button.
of fire alarms is shown to the right on line one.
c) Press the F1 button below the Fire Alarm display key to select
e) Press the ALARMS IN QUEUE button to display the next fire the appropriate fire alarm.
alarm.
d) Press the ALARM RESET button to reset the fire alarm. It will

SAMSUNG
f) The second fire alarm address is displayed both on the fire disappear from the display and be inserted into the history list.
alarm panel and on the alphanumerical display. The fire alarm is
presented on the two first lines on the display. Five seconds after e) If the fire alarm does not reset, the reason is displayed on line
pressing ALARMS IN QUEUE, the first fire alarm is displayed three. The indicator SECTION/DET NOT RESET is displayed.
again. This could be because the detector still detects high levels of
smoke, fumes and/or ionisation etc. The actual detector may
g) If ALARMS IN QUEUE is pressed when the last fire alarm also be faulty and should be investigated.
is displayed, the first fire alarm is displayed again and the
ALARMS IN QUEUE indicator goes out for 5 seconds.

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Illustration 5.4.6a Fire Detection Panel
Central Unit Panel

CS3000
POWER ON
FIRE ZONE 2 DET 13
FIRE
DISCONNECTION
1 (1)
TEST......
ALARM TRANSFER
ZONE DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.

ALARM MUTE
ALARMS IN QUEUE 7 8 9 Z ZONE EA
EXTERNAL FAULT
ALARM

4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE

EXTERNAL CONTROL ALARM RESET

ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET

ZONE / DETECTOR
NOT RESET 0 ON OFF TIMER LIST

Fire Alarm Panel Operating Panel

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 28 of 38
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Fire Alarms That Do Not Reset To Reset Faults Disconnection Process

A detector that cannot be reset can be listed in two ways. Press the LIST or a) Press LIST to open the list function. Faults can only be reset a) Press the S button to select the section.
ALARMS IN QUEUE key. from the fault list.
b) Enter a section number and the section menu is displayed.
The ALARMS IN QUEUE key can only list the non-resettable fire alarms b) Press F2 to select the fault list. The latest fault is always
if all fire alarms are acknowledged and reset (ie, the ALARMS IN QUEUE displayed first. The fault list can be scrolled through using the c) Press OFF to disconnect the section.
LEDs are not lit) and if all faults are acknowledged. If this is not the case, the list key. The LED on the arrow key is lit if there are more faults
ALARMS IN QUEUE key will only list the fire alarms that are not reset. to be listed. d) When the section is disconnected, the text on line three is
changed to ORDER DONE.
a) Press ALARMS IN QUEUE repeatedly to select the appropriate c) Press the arrow keys until the appropriate fault is displayed. e) The DISCONNECTION LED is illuminated if this is the first
fire alarm. The fire alarm address is displayed on the fire alarm active disconnection in the system.
panel and the operating panel alphanumerical display. d) Press R in the FAULT field to reset the fault. The system
attempts to reset the fault. f) A message is displayed on line three, for about five seconds,

SAMSUNG
b) Press ALARM RESET. The system tries to reset the fire alarm. if the system cannot disconnect the section. The system then
e) The fault is reset if it disappears from the list. The next fault is returns to the previous menu.
If no key is depressed for about 60 seconds, the display returns to the first non- displayed after about 5 seconds. If the fault list is empty, the text
resettable fire alarm. If the fire alarm is reset it disappears from the display LIST EMPTY is displayed, and the system returns to normal g) Continue to define the next disconnection or, if finished, return
and from the fire alarm list. The display then returns to the next fire alarm or status, ‘Salwico CS3000’ is displayed. If the fault is not reset, to normal by pressing RETURN.
if there are no more fire alarms it returns to normal status, ‘Salwico CS3000’ the reason is displayed on line three. Investigation is required.
is displayed. If the alarm does not reset, the reason is displayed on line three. h) Press the D button to disconnect a detector.
The problem should be investigated. The non-resettable fire alarm is displayed D for all detectors
again. Disconnections SD for smoke detectors

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Heat detectors are selected in the section menu.
The LIST key can always be used regardless of system status. Pressing LIST Different parts of the fire alarm system can be disconnected, for instance,
shows the fire alarms one by one on the first line of the alphanumerical display. sections, detectors, manual call points, section units, alarm devices, external
Further in-depth operations are available from the manufacturer’s manual.
They can then be reset in the normal way, one by one. If the alarm does not control devices and loops.
reset, the reason is displayed on line three. The problem should be investigated. Reconnections
The non-resettable fire alarm is displayed again. 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
Disconnected units can be reconnected from the disconnected list by selecting
can be disconnected permanently or for a defined time interval using the
Fault Indication the appropriate disconnection. The status is then changed by pressing the ON
timer function. The disconnected section can only be reconnected from the
key or using the same procedure as Disconnection, but press the OFF - ON
The FAULT indicator is flashing and the internal buzzer is sounding. One or ‘Disconnections’ list.
button.
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 When operating the system, a mistake can be corrected using the BACK key to
followed by the section number, the detector address, and a fault message. erase one step at a time backwards. To interrupt the disconnection function and
Additional text is displayed on line two, if provided The fault codes are listed return to normal status, press the RETURN key. The system returns to normal
in the manufacturer’s manual. Only one fault can be acknowledged at a time. status and ‘Salwico CS3000’ is indicated.
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.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 29 of 38

Generator Engine Fuel Cut-off Panels

Key Fire Set: 0.99MPa
Control PAL PI
CM184 No.1 and No.2 Generator Engine Panel No.3 and No.4 Generator Engine Panel
Control Air Station (Located in No.1 Purifier Room) (Located in No.2 Purifier Room)
Wire Rope
(Outside Room)
Emergency
Generator No.2 Generator Engine Fuel In No.4 Generator Engine Fuel In
Engine Marine
Gas Oil Tank OF206F OF196F
Air
OD340F Receiver
A Deck No.1 Generator Engine Fuel In No.3 Generator Engine Fuel In
OF209F OF199F

To Fire Damper No.2 Generator Pilot Marine No.4 Generator Pilot Marine
Gas Oil In Gas Oil In
Incinerator Room Control Panel OD172F OD158F

SAMSUNG
No.1 Generator Pilot Marine No.3 Generator Pilot Marine
Gas Oil In Gas Oil In
Incinerator Incinerator OD176F OD163F
Waste Oil Waste Oil
Service Tank Settling Tank To Bilge
Primary Tank
OD361F OD360F Upper Deck Upper Deck

From Control From Control From Control

Air System Air System Air System

NYK LINE
No.2 Marine
Gas Oil OD022F
Storage Tank
No.1 Marine
Gas Oil OD026F
OD021F Storage Tank
Generator Generator
Engine LO Engine LO
OD025F
Settling Tank Settling Tank
for HFO for Gas/ 2nd Deck
MGO
OL021F OL022F 3rd Deck

No.1 Marine No.2 Marine

Gas Oil Gas Oil
Service Tank Service Tank

OD031F OD032F

Fuel Oil No.2 Heavy No.1 Heavy No.2 Heavy No.1 Heavy
Overflow OF054F Fuel Oil Fuel Oil OF052F OF064F Fuel Oil Fuel Oil OF062F
Tank Service Tank Service Tank Settling Tank Settling Tank

OF024F OF053F OF051F OF063F OF061F

4th Deck 4th Deck

Drawing Reference: MB101.50 (3/3)

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 30 of 38

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5.4.7 quick closing valves, fire dampers and Oil Tank Quick-Closing Valves (Type) Fire Dampers
emergency stop systems
Tank Valve Remote Operation
Quick-Closing Valves No.2 MGO storage tank, port (L4) ODO21F
Fire dampers operate to close the ventilation openings in the event of a fire in
No.2 MGO storage tank, port (L3) ODO22F the engine room spaces. The dampers are kept open by air pressure supplied
Manufacturer: Poong Jin Metal Co. Ltd. No.1 MGO storage tank, starboard (L4) ODO25F from the control air system. A number of the dampers have a counterweight
Model: A1, A2, A4, L3, L4 No.1 MGO storage tank, starboard (L3) ODO26F attached to the damper linkage which ensures that the dampers close when the
Working pressure: 0.9MPa No.1 MGO service tank (L4) ODO31F air pressure acting on the pneumatic cylinder is released. A few of the dampers
No.2 MGO service tank (L3) ODO32F have a built-in spring which closes the damper when the air is vented from
the cylinder. To close the dampers, the control lever on the supply valve is
No.1 HFO service tank (L4) OFO51F turned downwards through 90°. This action will allow the air in the operating
Introduction
No.1 HFO service tank (L3) OFO52F cylinders to vent into the room, thus causing the dampers to close.
All outlet valves from the fuel oil and lubricating oil tanks, from which oil No.2 HFO service tank (L3) OFO53F

SAMSUNG
could flow to feed a fire, are equipped with air-operated, quick-closing valves No.2 HFO service tank (L3) OFO54F There are four main fire damper control panels which are activated from the
which are controlled from the fire control station. They are supplied from an No.1 HFO settling tank (L3) OFO61F fire control station and these can be listed as follows:
air reservoir situated in the fire control station that is supplied at a pressure of No.1 HFO settling tank (L3) OFO62F • No.1 main control panel for engine room closing dampers.
0.9MPa directly from the working and control air system.
No.2 HFO settling tank (L4) OFO63F • No.2 main control panel for engine room closing dampers.
The quick-closing valve air reservoir is fitted with a low pressure alarm No.2 HFO settling tank (L3) OFO64F • No.3 main control panel for engine room closing dampers.
transmitter. The tanks are grouped into one system and the valves are operated Main G/E LO settling tank for HFO (L4) OLO21F
• Main control panel for the bow thruster room closing dampers.
by a three-way cock. Main G/E LO settling tank for MGO (L3) OLO22F
Fuel oil overflow tank (L4) OFO24F
Emergency Stops

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In normal operation, the supply line to the group of tank valves is vented
Incinerator waste oil settling tank (L4) OF360F
to atmosphere, but when the cock is turned, air is supplied to pistons which
collapse the bridge of each valve in the group, thus causing the valve to close. Incinerator waste oil service tank (L4) OF361F In the event of a fire it is paramount that any oil and air supply to the
compartment on fire be shut off and isolated. Thus all machinery that could
The valves are reset by venting the air supply and operating the valve handwheel The emergency generator engine has a wire-operated, quick-closing valve constitute adding to the fire is electrically isolated as required. The machinery
in a closed direction to reset the bridge mechanism and then opening the valve OD340F (A4) on the outlet valve from the independent fuel tank. This valve is comprises all fuel pumps, hydraulic oil pumps, lubricating pumps and
in the normal way. operated from a position outside the emergency generator space close by the ventilation supply and exhaust fans.
entrance door.
The exception to the above is the emergency generator marine gas oil service The various emergency stops are grouped together for ease of identification,
tank quick-closing valve, OD340F, which is operated by a directly-connected The main generator engines also have fuel oil inlet cut-off valves which are being coded on the switchboard where the group starters are situated. The
wire from outside the emergency generator room. remotely operated from a safe position in the engine room. These valves coding is as follows:
comprise the following: • ES1A/B - Engine room fuel and lubricating pumps.
CAUTION • OF209F - No.1 generator engine inlet valve (A1). • ES2A/B - Engine room ventilation fans.
Some tanks, such as lubricating oil daily service tanks do not have • OD176F - No.1 generator engine pilot MGO inlet valve (A2). • ES3 - Accommodation fans.
quick-closing apparatus fitted. This is because they are normally closed
• OF206F - No.2 generator engine inlet valve (A1). • ES4A/B - Other deck fuel oil, lubricating oil and ventilation
and are only opened for short periods when required. It is important to
ensure that these valves are always closed when not in use. • OD172F - No.2 generator engine pilot MGO inlet valve (A2). fans.
• OF199F - No.3 generator engine inlet valve (A1).
Panel ES1A (Fire Control Station and Engine Control Console)
• OD163F - No.3 generator engine pilot MGO inlet valve (A2).
• OF196F - No.4 generator engine inlet valve (A1). • No.1 auxiliary boiler.
• OD158F - No.4 generator engine pilot MGO inlet valve (A2).
Panel ES1B (Fire Control Station and Engine Control Console)

• No.2 auxiliary boiler.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 31 of 38

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• Incinerator. • Duct keel exhaust fan. • HFO transfer pump.
• IGG FO pump. • No.1 hydraulic pump for ballast valves. • MGO transfer pump.
• No.2 GCU oil pump.
• No.2 GCU oil burner air fan. Panel ES-4B (Fire Control Station and Bridge Control Console)

• Forward deck machinery - No.2 hydraulic pump.

Panel ES-2A (Fire Control Station and Engine Control Console)
• Forward deck machinery - No.3 hydraulic pump.
• Package air conditioning unit for No.1 main switchboard • Aft deck machinery - No.3 hydraulic pump.
room.
• Aft deck machinery - servo pump.
• Package air conditioning for ECR.
• Aft deck machinery - filling pump.
• No.1 GCU dilution air fan.
• No.2 HD compressor auxiliary LO pump.

SAMSUNG
• No.1 GCU combustion air fan.
• No.2 LD compressor auxiliary LO pump.
• No.1 GCU oil pump.
• No.2 cargo machinery room exhaust fan.
• No.1 GCU oil burner air fan.
• No.2 electric room supply fan.
• No.1 inert gas blower.
• Port passageway exhaust fan.
• Inert gas system dry unit.
• Deck store exhaust fan.
• No.1 hydraulic pump for cargo valves.
Panel ES-2B (Fire Control Station and Engine Control Console)

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Also located in the fire control station are emergency start/stop pushbuttons for
• Package air conditioning unit for No.2 main switchboard
the following pumps and equipment:
room.
• Water spray pump.
• No.2 GCU dilution air fan.
• Emergency fire pump.
• No.3 GCU dilution air fan.
• No.1 and No.2 bilge, fire and GS pumps.
• No.2 GCU combustion air fan.
• No.2 inert gas blower. The emergency fire pump may also be started and stopped from the cargo
control console.
Panel ES-3 (Fire Control Station and Bridge Control Console)
Shore Discharge Remote Stops

Panel ES-4A (Fire Control Station and Bridge Control Console) The shore discharge stations aft of the accommodation area, port and starboard,
have control cabinets which house emergency stops for the following pumps:
• Forward deck machinery - No.1 hydraulic pump. • Back-up treated effluent discharge pump.
• Forward deck machinery - No.2 hydraulic pump. • Ejector/discharge pump.
• Aft deck machinery - No.1 hydraulic pump. • Sewage discharge pump.
• No.1 HD compressor auxiliary LO pump. • Engine bilge pump.
• No.1 LD compressor auxiliary LO pump. • Sludge pump.
• No.1 cargo machinery room exhaust fan.
Remote stops are also fitted on the port and starboard sides for the following
• No1 electric motor room exhaust fan. oil transfer pumps:
• Air lock supply fan. • LO transfer pump.
• Starboard passageway exhaust fan.

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 32 of 38

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

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Illustration 5.4.8a Engine Room Water Mist Fire Extinguishing System
M9: GCU Burner XA M7: No.2 Auxiliary Boiler XA M6: No.1 Auxiliary Boiler XA M8: Incinerator XA
FA031 (Burner) FA030 (Burner) FA039 FA033

2nd Deck (Aft) 2nd Deck (Aft) Upper Deck (Port)

Release Panel in Fire Release Panel in Fire Release Panel in Fire Release Panel in Fire
Control Station Control Station Control Station Control Station

M10: GCU Gas Valve Unit XA

Area FA032

M2: No.1/2 GE XA

SAMSUNG
(Starboard) FA035

Release Panel in Fire

Control Station

M2: No.3/4 GE
(Port)
XA ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS 3rd Deck (Starboard)
FA027 030 027 024 021 018 015 012 009 006 003
Release Panel in Fire
ZS029 ZS026 ZS023 ZS020 ZS017 ZS014 ZS011 ZS008 ZS005 ZS002 Control Station

SP SP SP SP SP SP SP SP SP SP

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ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS M1: No.1/2 HFO Purifier XA
101 102 103 104 105 106 107 108 109 110 (Starboard) FA029
ZS028 ZS025 ZS022 ZS019 ZS016 ZS013 ZS010 ZS007 ZS004 ZS001
3rd Deck (Port)
Set: 3.5 Bar
Release Panel in Fire PS
Control Station From Control GP09
Air Service
Air Powered Gas Powered GP09 PI 4th Deck (Starboard)
Pump Pump
GP01
From Distilled PS PS Release Panel in Fire
Water Tank GP14 GP18 Control Station
M5: IGG Burner XA
FA036 GP02 GP19
GP04 GP10
GP17
GP14 GP18
Feeding Pump Unit Set: 7 Bar
(Battery-Driven)

3rd Deck (Port)

PI
Air
Release Panel in Fire Oiling
Control Station Unit
Electric
M2: No.3/4 HFO Purifier XA Set: 170Bar Heater
(Port) FA028

Gas-Driven Pump Unit for

Local Fire Fighting System Key

Bilge Hat Fresh Water

in Steering
4th Deck (Port) Geer Room Compressed Air
To Bilge
Nitrogen Cylinders Well (Aft)
Release Panel in Fire Nitrogen
Control Station Steering Gear Room

Drawing Reference: MB101.10 (4/4)

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 34 of 38

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5.4.8 Engine Room Water Mist Fire Extinguishing come into contact with the flames they are rapidly evaporated because of their The water mist unit has a local feed pump starter panel which is situated at the
System large surface area for a small mass, and this has a rapid cooling effect on the water mist unit. The water mist unit is located in the steering gear room.
fire. The steam produced by the evaporation acts to further reduce the space
Water Mist Pump Unit available for oxygen. The positioning of the special spray heads is such that The fire detector heads, which control the operation of the water mist system
the desired area is protected by the spray with the heads being located at the via its own dedicated fire alarm panel, are in addition to the detector heads
Manufacturer: Marioff Corporation
appropriate spaces. which relay a fire signal to the ship’s main fire alarm monitoring system. When
No. of sets: 1 a detector head is activated, an alarm is initiated and the water mist system is
Model: Hi-Fog The Hi-Fog pump unit is located in the steering gear compartment and is activated. An additional alarm is issued at the alarm and monitoring display.
No. of pumps: 2 (piston-operated, nitrogen-driven) supplied with water from the distilled water tanks. The tank feeds fresh water If a second detector in the same protected space is activated whilst the first
Pump capacity: ?? to a feeding pump unit. The pump unit is battery operated and supplies water to detector is still active, the protected space solenoid valve is opened. Under
two nitrogen-driven piston pumps which discharge to the fire fighting outlets. actual smoke/fire conditions, it may be expected that alarms will be indicated
on both the ship’s main fire alarm and water mist fire alarm panels at the same
Gas-Driven Pump Unit Nitrogen stored at a pressure of 17-25Mpa is supplied to the piston-operated time. The operator should be aware that the local address identification number
Manufacturer: Marioff pumps. The minimum system operating pressure is 17MPa. on the separate fire alarm panels for the same area are not the same.

SAMSUNG
No. of sets: 2
An air-driven displacement pump is also fitted and acts as a standby pump The water mist fire extinguishing system uses fresh water in order to reduce
Gas: Nitrogen
should the nitrogen-driven pumps not be available. the risk of corrosion, but the lines are dry between the solenoid valves and the
Capacity: ?? spray heads unless the system is actually operating. The fresh water is taken
The fresh water mist fire extinguishing system relies upon the delivery of from the No.1 distilled water tank via a line which is separate to the supply line
Standby Pump high pressure water to nozzle heads located at sites of fire risk. Ten areas are to the hydrophore unit. There is also a cross-connection valve to allow distilled
Manufacturer: ?? protected by the water mist system, these are the following: water to be supplied from No.2 distilled water tank should it be necessary.
There must always be sufficient water in the duty distilled water tank for 20
No. of sets: 1 • M1 - No.1/2 HFO separators (starboard) - 4th deck.
minutes operation of the water mist unit on the largest protected space.
Type: Positive displacement • M2 - No.3/4 HFO separators (port) - 4th deck.

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Capacity: ?? • M3 - No.1/2 generator engines (starboard) - 3rd deck. The fresh water mist system releases water mist into a compartment
automatically when a fire is detected by at least two fire detection heads which
• M4 - No.3/4 generator engines (port) 3rd deck. are active at the same time. It may also be activated by pressing the appropriate
Total Flooding Nitrogen Cylinders
• M5 - Inert gas generator burner -3rd deck. local compartment pushbutton. These pushbutton units are adjacent to the area
No. of cylinders: 12 nitrogen cylinders of 49 litre capacity each protected.
Pressure: 17-25MPa at 15°C • M6 - No.1 auxiliary boiler burner - 2nd deck.
• M7 - No.2 auxiliary boiler burner - 2nd deck. In the event of failure of the remote operating system, it is possible to start
the pump locally in the steering gear room and operate the appropriate release
Introduction • M8 - Incinerator - upper deck.
valve manually.
• M9 - Gas combustion unit burner - upper deck
The Hi-Fog water mist system offers protection against the spread of fire by There are a total of 34 spray nozzles situated as follows:
injecting a high pressure, high density water mist into the protected space(s), • M10 - Gas combustion unit gas valve area - A deck.
and is arranged to provide a continuous but pulsating high pressure/low
Protected Space No. of Nozzle Type
pressure discharge. The main supply line to the compartment has a remote-operated isolating valve. Nozzles
The valve can also be manually operated. A manual bypass valve is also fitted
The fire fighting system is a twin fluid, single pipe system utilising water as for each fire line. The remote valve is activated by the fire control system when No.1/2 HFO separators 2 4S 1VD 8VD 1000
the liquid suppressant and nitrogen or air as the atomising medium and the a fire detector senses a fire in the protected compartment. The main mist pump No.3/4 HFO separators 2 4S 1VD 8VD 1000
gaseous suppressant. The system is arranged for two discharge applications, is started when one of the protected compartment fire detectors detects a fire, No.1/2 generator engines 9 4S 1VD 8VD 1000
using the water and gas supply to provide the total suppressant for at least and the protected space remote valve opens when the second fire detector in the No.3/4 generator engines 9 4S 1VD 8VD 1000
a twenty minute period. The system discharges operate automatically, one compartment is activated. Each protected space has at least two fire detectors Inert gas generator 2 4S 1VD 8VD 1000
after the other and can operate without electrical power after the first nitrogen which are of the heat and smoke type or are flame detectors.
cylinder discharge. The basic principle of the water mist system is that the very No.1 auxiliary boiler 1 4S 1VD 8VD 1000
fine droplets of water tend to exclude oxygen from the area of the fire, thereby Each protected space has a manual mist release pushbutton located outside No.2 auxiliary boiler 1 4S 1VD 8VD 1000
starving the burning material of oxygen. These droplets have a very effective of the compartment and this may be pressed to release water mist manually Incinerator 2 4S 1VD 8VD 1000
extinguishing effect on fires, even oil fires. The fine droplets remain suspended into the protected space. There are facilities at the pump starter panel and the Gas combustion unit 4 4S 1VD 8VD 1000
in the air and so they do not disturb the oil surface, nor do they settle to form remote panel for manual operation of mist release into any protected space. Gas combustion unit gas valve area 2 4S 1VD 8VD 1000
a water layer on which burning oil could float. When the fine water droplets

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 35 of 38

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System Control Panels b) Open the supply valve from No.1 distilled water tank, SP001F, • Local release pushbutton.
and confirm that the crossover valve from No.2 distilled water • Main release control panel.
The system has ?? release panels, one located in the fire control station, one tank, SP002F, is closed.
• Manual activation of a section valve.
on the bridge and one in the engine control room. The main panel has the
following controls and indications: Note: The FW tank system is such that neither tank would ever be empty, • Automatic activation by the fire detection system.
as the tank not being used to supply water to the domestic system would be
• Section test valve alarms and indicator lights/release buttons.
in the process of being filled by the FW generator. There should be sufficient Should the system have been activated from the control panel it may be stopped
• On/off automatic release selector switch. fresh water available to cover the largest section for a minimum of 20 by pressing the RESET pushbutton for one second.
• Control system on indication. minutes.
Note: After stopping the system there may be remnant gas pressure in the
• System fault indication. c) Ensure that the inlet valve to the water mist feeding pump unit lines. This can be removed by closing the gas cylinder valves and releasing
• Main and secondary supply on indication. is open. the pressure from the gas-driven pump by opening the test valve.
• Buzzer and reset button.
Note: At the water mist unit, each protected space has a manual bypass

SAMSUNG
• Lamp test pushbutton. valve and a remote-operated valve, after which is a plugged test valve and a Post Discharge Procedure
• System pressure gauge (standby pressure 25 bar). blocking valve. The test valve located between the remote-operated valve and
the blocking line valve must normally be closed. The following procedure assumes that a full system discharge was carried out
• Reset pushbutton. and the system is now empty and gas pressure has been expelled.
d) Ensure that the test valve is closed and the remote-operated and
Pressing the required section release pushbutton activates the section. A lamp a) Check all pipes and fittings, after which flush the pipes through
blocking valves on each section unit are operational.
sited beneath each section button illuminates when flow input is received. with clean fresh water to ensure that the system is clear of any
Pressing the RESET pushbutton closes the section valve, stopping the system unwanted particles.
e) Ensure that the nitrogen cylinders are ready for immediate use.
operation.

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f) Confirm that there is an adequate control air supply to the back- b) Refill the gas cylinders or have them replaced with full cylinders
The feed water pump starter panel comprises the following controls and at the earliest opportunity.
up air-driven pump.
indications:
• Battery charger on indication. The nozzle heads and valves should be checked at intervals in order to detect c) Check the contents of the distilled water tank and refill as
any leakage. The spray heads have plastic protective covers which should be necessary.
• Batteries in use indication.
kept in place; they blow off when the system operates.
• Control system on indication. d) Open the standby pump to maintain the standby pressure of
• 24V DC earth fault indication. A standby pressure of around 2.5MPa is maintained up to the individual 2.5MPa.
section valves. Upon activation of the system, either from the control panel
• On/off switch for the main pump and fresh water pump unit or manually, the standby pressure creates a water flow through the selected System Testing
heaters. section valve. The water flow induces a pressure drop which then opens the
• Reset pushbutton. hydraulic release valve which discharges the first gas pattern which in turn The fresh water mist system must be tested and inspected at regular intervals.
starts the gas-driven pump.
• Pressure gauge.
Weekly Inspection
• Manual start selector switch for the feed water pump. Upon release of the first discharge, the delta P valves is activated but is not
yet released by the system rising pressure. The first discharge utilises the A weekly inspection should be carried out and include items such as checking
initial bank of gas cylinders. When the first discharge pressure drops to around that the water supply valve is open, the standby pressure between the gas-
Procedure for Setting the Water Mist System for Operation driven pump and the section valves is around 2.5MPa, the pump unit test valves
7.0MPa, the delta P valve is released, causing the second discharge which in
turn activates the second cylinder group. are closed and checking the gas cylinder pressures.
a) Check that No.1 distilled water tank has sufficient water. The
water tank is fitted with a low level alarm which is activated
The system will now discharge water to the selected spray nozzle for a Semi-Annual Inspection
when the tank level falls to the point where there is only
minimum of twenty minutes or until the gas cylinders are empty. The system
sufficient water for 20 minutes operation of the water mist unit The system should be checked twice a year and include the weekly inspection
can be manually shut down at time by closing the activated section valve or
on the largest protected space. items along with confirming the water filter is clear, and a check that all
closing the pump outlet valve.
equipment and piping is in good order. A functional test of the system should
The system may be activated at the following locations: be carried out according the commissioning instructions. This is more fully
covered in the manufacturer’s instruction manual.

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The gas cylinders should be checked and any showing a low pressure should No.1/2 generator engines (starboard) By the generator room door on 4th
be refilled or exchanged for full cylinders. deck
No.3/4 generator engines (port) By the generator room door on 4th
The manufacturer’s recommend that an annual inspection be carried out which
deck
includes the six-monthly inspection and a check that all the section spary heads
are clear of any obstruction. Inert gas generator burner By the IGG room door on 3rd deck
No.1 auxiliary boiler burner Midships forward of the boiler on
2nd deck
Procedure for Testing the Fresh Water Mist System
No.2 auxiliary engine burner Midships forward of the boiler on
a) Close all line isolating valves located after the solenoid valves 2nd deck
and open the test/drain valve for the section to be tested. Incinerator By the incinerator room door on
upper deck
b) Release a section manually by pressing the section pushbutton
Gas combustion unit burner Outboard of No.2 boiler on upper
on the local control panel.
deck

SAMSUNG
c) Check that the pump starts, that the section solenoid valve Gas combustion unit valve unit area By the starboard gas valve unit door
opens, and that water is released at the test/drain valve. on A deck

d) Check that the section release alarm has been activated and
indicated on the console and in the wheelhouse.

e) When water has been released, reset the alarm at the control
panel and check that the section solenoid valve closes and that
the water mist pump stops.

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f) Close the test/drain valve.

g) Repeat the test procedure in steps a) to e) above for the other

sections.

h) When all tests have been completed, check that all test/drain
valves are closed and open all line isolating valves after the
solenoid valves.

i) Check that there is sufficient water in the port fresh water tank.

j) Record the water mist system test in the log book.

Engine Room Manual Pushbuttons

Each protected section has a local manual release pushbutton sited close by the
area. The positions are shown in the following table:

Protected Section Pushbutton Location

No.1/2 HFO separators (starboard) By the purifier room forward door
on 4th deck
No.3/4 HFO separators (port) By the purifier room forward door
on 4th deck

Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 37 of 38

Vendor reference material required.

SAMSUNG
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Draft: 2 - November 2011 IMO No: 9491812 Section 5.4 - Page 38 of 38

SAMSUNG
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Draft: 2 - November 2011 IMO No: 9491812 Section 5.5 - Page of 4

Cargo Motor Room Cargo Machinery Room

No.2 High Duty

WF517F TI TI Compressor
Lubricating Oil
Cooler
WF518F

No.2 High Duty

WF527F TI TI
Compressor
Motor
WF528F
WF
510F No.1 High Duty
WF515F TI TI Compressor
Lubricating Oil
Cooler

SAMSUNG
WF516F

No.1 High Duty

WF525F TI TI
Compressor
Motor
WF526F
TI WF708F
No.2 Low Duty
Air Compressor To/from Engine WF514F TI TI Compressor
for No.2 Nitrogen WF706F Room Cooling Lubricating Oil
Generator Water System Cooler
WF513F
TI WF705F TI Vent (A)

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No.2 Low Duty
WF524F TI TI
Compressor Drain Cooler for
Motor Cargo Heaters
Steering Gear Room WF523F PI (95m3/h)
TI
No.1 Low Duty Drain (B)
WF512F TI TI Compressor
Lubricating Oil
Cooler
TI
WF511F WF WF
WF704F 502F 501F
No.1 Low Duty
Air Compressor WF522F TI TI
Compressor
for No.1 Nitrogen WF702F Motor WF
Generator 503F
WF521F
TI WF701F

To/from Engine
Room Cooling
Water System

Vent TI PI

Bow Thruster
Hydraulic WG578F
Oil Cooler
Key
TI PI WG577F
Fresh Water Drain

Drawing Reference: MB10145 (2/2)

Draft: 2 - November 2011 IMO No: 9491812 Section 5.5 - Page of 4

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
5.5 Cargo Machinery Fresh Water COOLING WARNING Position Description Valve
System Care must be taken when handling chemicals to avoid direct skin, eye Open Bow thruster oil cooler inlet valve WG578F
or clothing contact. Approved eye protection and gloves MUST be worn Open Bow thruster oil cooler outlet valve WG577F
Cargo Machinery Cooling Fresh Water Pumps at all times. In the event of accidental contact, seek medical attention Open Cargo heater drains cooler inlet valve WF501F
immediately.
Manufacturer: Naniwa Open Cargo heater drains cooler outlet valve WF502F
No. of sets: 2 Closed Cargo heater drains cooler bypass valve WF503F
Type: Vertical, centrifugal Preparation for the Operation of the Cargo Machinery Closed Line drain valve WF530F
Model: FEV-125-2 Cooling Fresh Water System Operational Return line regulating valve WF169F
Capacity: 95m3/h at 40MWC Open Return line valve to starboard cooling fresh water WF094F
The following description assumes that No.1 low and high duty compressor system
Rating: 440V, 60Hz, 26kW at 1,750 rpm
fresh water coolers will be in service. Open No.1 nitrogen generator compressor inlet valve WF701F
Open No.1 nitrogen generator compressor outlet valve WF702F
a) Ensure that the cooling fresh water system is fully charged with

SAMSUNG
Introduction Open No.2 nitrogen generator compressor inlet valve WF705F
water and that all air is vented from the system.
Open No.2 nitrogen generator compressor outlet valve WF706F
The cargo machinery cooling fresh water system provides treated cooling
water to the low duty compressor lubricating oil and motor coolers and high b) Ensure all pressure gauge and instrumentation valves are open.
d) At the local control panel, start one of the fresh water cooling
duty compressor lubricating oil and motor coolers located in the motor room.
c) Ensure all vent valves are closed, then set up the valves as per pumps and set the other to automatic standby. Check that the
Branch lines are also fitted such that cooling water is also supplied to the
the following table: fresh water cooler 3-way temperature control valve is set at
bow thruster hydraulic system. Cooling water is also supplied to the nitrogen
38°C and that the valve is operating correctly.
generator air compressors located in the steering gear from the port central
cooling fresh water system. Position Description Valve
e) Check that sea water cooling is being supplied to the fresh

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Open No.1 cargo machinery cooling pump suction WF089F
The fresh water cooling system for the cargo machinery cooling fresh water water coolers in accordance with Section 2.4.1 of the Machinery
valve
system consists of two centrifugal pumps, which draw water through the two Operating Manual.
Open No.1 cargo machinery cooling pump discharge WF091F
100% duty starboard service low temperature cooling fresh water plate coolers valve
and circulate it around the cargo machinery cooling water systems. The cooling f) Vent individual coolers as necessary.
Open No.2 cargo machinery cooling pump suction WF090F
water returns to the plate coolers, which are cooled with sea water supplied by
valve g) Check the level of chemical treatment and dose as required.
two dedicated centrifugal pumps as detailed in Section 2.4.1 of the Machinery
Operating Manual. Open No.2 cargo machinery cooling pump discharge WF092F
valve h) Circulate the cargo machinery cooling water system and check
One cooling fresh water pump is normally in service, with the standby pump Open No.1 HD compressor motor cooler inlet valve WF525F all users are being supplied with cooling water at the required
set for automatic starting. A pressure switch located on the discharge manifold Open No.1 HD compressor LO cooler inlet valve WF515F temperature and pressure.
provides the start signal for the standby pump should the operational pump fail Open No.1 HD compressor motor cooler outlet valve WF526F
to maintain the pressure for any reason. The temperature of the cooling water i) With all of the machinery systems operating, check that
Open No.1 HD compressor LO cooler outlet valve WF516F the correct temperatures and pressures are being maintained
entering the cargo machinery cooling water system is controlled by a 3-way
valve, which regulates the flow of return water to the coolers or directly to the Open No.1 LD compressor motor cooler inlet valve WF521F throughout the systems. Check also for system leaks when at the
circulating pump suction. The temperature of the cooling water at the system Open No.1 LD compressor LO cooler inlet valve WF511F correct operating temperature.
inlet is maintained at a temperature of 38°C. Open No.1 LD compressor motor cooler outlet valve WF522F
Open No.1 LD compressor LO cooler outlet valve WF512F
The cargo machinery cooling fresh water pumps draw water from the starboard
Open No.2 HD compressor motor cooler inlet valve WF527F
service cooling fresh water system. The pumps draw their suction from the
return flow from the low temperature coolers from a smaller branch line off the Open No.2 HD compressor LO cooler inlet valve WF517F
larger supply line to the starboard service pumps. Open No.2 HD compressor motor cooler outlet valve WF528F
Open No.2 HD compressor LO cooler outlet valve WF518F
To prevent corrosion within the system, chemicals are added to the cooling Open No.2 LD compressor motor cooler inlet valve WF523F
water system. To facilitate this, the cooling water must be sampled and
Open No.2 LD compressor LO cooler inlet valve WF513F
analysed at regular intervals and the treatment chemical added as required to
maintain the correct water condition. Closed Compressor inlet and outlet line crossover valve WF510F

Draft: 2 - November 2011 IMO No: 9491812 Section 5.5 - Page of 4

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 5.5 - Page of 4

SAMSUNG
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Draft: 2 - November 2011 IMO No: 9491812 Section 5.6 - Page of 4

Key Leak Oil from From Pneumatic

Diesel Engine Pump
Bilge
Compressed Air

Oily Bilge BG633F

Storage BG634F
Tank
(1.0m3)
Bilge Discharge Trunk Bilge Discharge
BG636F BG635F for Passageway From Fire and From Fire and for Passageway
(Port & Starboard) W/D Line W/D Line (Port & Starboard)

From Fire From Fire

and Wash Deck Line and Wash Deck Line

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BG503F
Bilge for BG507F BG504F
Nitrogen No.2 No.1 Cargo Tank
Generator BG506F BG502F BG501F
L BG508F BG505F BG512F
K
J Engine Room Bilge Hat Forward Pump and From Fire
I (P&S) Bow Thruster Room and Wash
H Deck Line Fwd Void
Cofferdam

To Oily
Bilge
AR567F Storage
To Engine FD505F
Room Tank
BG511F
Bilge Well

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To Separated No.3 BG510F
Bilge Oil Tank
C.W.T. LAH LAH
Water Ballast Water Ballast
BG642F Tank (Port) Pipe Duct Tank (Starboard)
CB017 CB008

Sewage Discharge Bilge Discharge

Connection Connection
(IMO Standard) (IMO Standard) Bilge Hat for
Bosun Store
BG
LAH LAH
508F
CB005 CB001
BG BG
641F 639F LAH BG
CB015 506F From Fire
LAH Passageway and Wash
BG013
No.7 No.5 DeckLine
Spill Tray (159L) BG From Fire From Fire FD632F BG FD
Bilge LAH
524F and Wash and W/D 522F No.2 CL 503F
Hat BG011
FD634F Deck Line Line
No.1
BG504F
FD
Aft Peak 507F BG
LAH CL BG 501F
Bilge From Fire From Fire FD631F From Fire
BG015 LAH
and Wash 502F
Hat BG012 and W/D and W/D
LAH
No.6 FD633F Deck Line Line
No.4
Line BG503F
BG014
BG BG
523F Passageway 521F LAH BG505F
BG BG CB016
640F 638F LAH LAH
CB006 CB002
BG
507F
Bilge Hat for
Sewage Discharge Bilge Discharge Bosun Store
Connection Connection
(IMO Standard) (IMO Standard) Drawing Reference: MB601.20 (1/1)

Draft: 2 - November 2011 IMO No: 9491812 Section 5.6 - Page of 4

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
5.6 Forward Bilge System in the bosun’s store. The pump incorporates a bilge suction for the forward Void Space Bilges Using No.3 Eductor
HFO transfer pumps.
The void space bilges are discharged overboard using the eductor and valves
Bilge, Fire and General Service Pumps in the table below. When discharging bilges overboard, valve BG502F on
Procedure to Pump Out the Forward Bilges the discharge line from the bosun’s store bilges should be kept closed. Void
Manufacturer: Naniwa
space hydraulic valve BG510F, situated in this space, is operated remotely by
No. of sets: 2 To empty the bilge wells and spaces, proceed as follows: hydraulic operating unit, BG512F, in the bosun’s store.
Type: Vertical, centrifugal, motor-driven, self-priming
Model: FB2V-250-2 a) Set the designated bilge, fire and GS pump to supply sea water Position Description Valve
Capacity: 245/180m3/h at 0.35/0.9MPa to the required eductor from the fire and wash deck line. One Open No.3 eductor driving water inlet valve FD505F
Rating: 440V, 60Hz, 110kW at 1,750 rpm pump is normally left set-up for this purpose. Open No.3 eductor discharge valve BG505F
Open Overboard discharge valve BG501F
b) When an adequate vacuum has been established, the relevant
bilge suction valve can be opened. Open Void space bilge suction valve BG510F
Introduction
Closed No.1 eductor discharge valve BG502F

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The forward bilge systems operate to pump bilge water out of the chain c) When the selected bilge is empty, close the suction valve, stop
lockers, the port and starboard passageways, the focsle store areas and from the bilge, fire and GS pump and close the eductor valves. An air-driven pneumatic pump, having a capacity of 10m³/h at 45mth, is located
the forward spaces. in the forward pump and bow thruster room. This is used to transfer bilges
d) If any flanges have had their blank flanges removed, then these from the room spaces and forward HFO transfer pump area. The line contents
Any water leakage into the various spaces is removed using bilge eductors that are to be refitted. are transferred to a 1.0m³ oily bilge storage tank situated in the bosun’s store.
have their driving water supplied by the bilge, fire and GS pumps as shown Transfer to and from the tank outlet requires the use of a flexible hose that has
in illustration 2.11.2a of the Machinery Operating Manual. The monitoring to be connected between the tank and associated pipework.
Chain Locker Bilge Wells Using No.1 Eductor
of the bilge wells is achieved by the use of float switches linked to the IAS.
Unlike the engine room bilge system, there is no oil content monitor fitted to The chain locker bilges are discharged overboard using the eductor and the Position Description Valve

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the overboard discharges of the system, so care must be taken when emptying valves in the table below: Open Forward HFO transfer pump bilge suction BG642F
any of the bilge wells that no oil contamination exists. valve
Position Description Valve Open Forward pump and bow thruster room bilge BG511F
There are seven 5m³/h bilge eductors covering the forward bilge sections. The Open No.1 eductor driving water inlet valve FD503F suction valve
list below shows the various eductor locations and from where they derive their Open No.1 eductor discharge valve BG502F Open Pneumatic pump discharge valve BG637F
bilge suction.
Open Overboard discharge valve BG501F Open Pneumatic pump air supply valve AR567F
• No.1 eductor located in the bosun’s store - chain lockers. Open Port chain locker bilge well suction valve BG504F Open Oily bilge storage tank inlet valve BG633F
• No.2 eductor located in the bosun’s store - bosun’s store bilge Open Starboard chain locker bilge well suction BG503F Closed Oily bilge storage tank inlet/outlet cross- BG634F
wells. valve connection valve
• No.3 eductor located in the forward HFO pump room - void Closed No.3 eductor discharge valve BG505F Closed Oily bilge storage tank outlet valve to BG636F
space. handpump
• No.4 eductor located in the forward passageway - forward Bosun’s Store Bilge Wells Using No.2 Eductor Closed Oily bilge pump storage tank handpump BG635F
starboard passageway bilges. discharge valve
The bosun’s store bilges are discharged overboard using the eductor and valves
• No.5 eductor located in the forward passageway - forward port in the table below:
passageway bilges. Starboard Forward Passageway Bilges Using No.4 Eductor
Position Description Valve The starboard forward passageway bilge well is discharged using the eductor
• No.6 eductor located in the aft passageway - aft starboard
passageway bilges. Open No.2 eductor driving water inlet valve FD507F and valves in the table below. The discharge line is normally fitted with a blank
Open Overboard discharge valve BG506F flange, which will require removal before any bilge is discharged.
• No.7 eductor located in the aft passageway - aft port passageway
bilges. Open Port bosun’s store bilge well suction valve BG508F
Open Starboard bosun’s store bilge well suction BG507F Position Description Valve
In addition to the above, the forward pump and bow thruster room has a valve Open No.4 eductor driving water inlet valve FD631F
pneumatic pump which discharges to an 1.0m³ oily bilge storage tank located Open Starboard forward passageway bilge suction BG521F
valve

Draft: 2 - November 2011 IMO No: 9491812 Section 5.6 - Page of 4

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Port Forward Passageway Bilges Using No.5 Eductor
The port forward passageway bilge well is discharged using the eductor and
valves in the table below. The discharge line is normally fitted with a blank
flange, which will require removal before any bilge is discharged.

Position Description Valve

Open No.5 eductor driving water inlet valve FD632F
Open Port forward passageway bilge suction valve BG522F

Starboard Aft Passageway Bilges Using No.6 Eductor

The starboard aft passageway bilge well is discharged using the eductor and
valves in the table below. The discharge line is normally fitted with a blank

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flange, which will require removal before any bilge is discharged.

Position Description Valve

Open No.6 eductor driving water inlet valve FD633F
Open Starboard aft passageway bilge suction valve BG523F

Port Aft Passageway Bilges Using No.7 Eductor

The port aft passageway bilge well is discharged using the eductor and valves

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in the table below. The discharge line is normally fitted with a blank flange,
which will require removal before any bilge is discharged.

Position Description Valve

Open No.7 eductor driving water inlet valve FD634F
Open Port aft passageway bilge suction valve BG524F

Draft: 2 - November 2011 IMO No: 9491812 Section 5.6 - Page of 4

6.1 Interbarrier Space and Insulation Space Inerting

6.1.1 Insulation Space Inerting

6.1.2 In-Service Test

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.1 - Page of 6

SAMSUNG
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Draft: 2 - November 2011 IMO No: 9491812 Section 6.1 - Page of 6

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.1 Interbarrier Space and Insulation 3.5kPa for the IS above atmospheric. A manual bypass with a globe valve is d) Remove the safety relief valves on No.4 vapour dome and
Space Inerting provided for local venting and sweeping of a space if required. connect to the vacuum pump.

The nitrogen production plant is maintained in an automatic mode, but during e) Close the inlet valve on each of the twin water guard units.
6.1.1 Insulation Space Inerting normal operations, one generator (capacity 120m3/h) is able to maintain the
pressure in the buffer tank owing to the small demands placed upon the system.
On completion of a dry dock period, the insulation and interbarrier spaces may f) Start the vacuum pump and carefully bring the insulation spaces
When a high nitrogen demand is detected, the second generator will start
require inerting, and this can be carried out either by using the on board nitrogen down to a 20kPa absolute vacuum, monitoring the progress
automatically.
generator or having the nitrogen vapour supplied from ashore. Normally, the locally on the twin water guard system pressure gauges and the
ship’s nitrogen generators are sufficient for providing the nitrogen. local pressure gauge board.
Operating Procedure for Vacuum Process
Prior to any inerting of these spaces, either with the nitrogen being supplied g) When the insulation spaces reach a 20kPa absolute vacuum,
from ashore or on board, great care has to be taken to ensure that all sampling Because the insulated spaces must be at the same pressure during evacuation, a stop the vacuum pump and slowly open the nitrogen supply to
and control systems are fully operational and personnel are fully conversant temporary bypass is installed between the IBS and IS exhaust lines at the relief the spaces via the bypass valves, and fill to a pressure of 95kPa
with the operation. valve flanges on the gas dome, the relief valve having been removed. Similarly, absolute, open the inlet valve to the twin water guard system to

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a pressure gauge and twin water guard system is installed at the relief valve prevent over-pressurisation of the spaces.
If possible, the cargo tanks should be maintained at a pressure of at least 3kPa flanges on the liquid dome. During the vacuum process, the inlet valve to this
above atmospheric during the inerting and drying of the insulation spaces to unit must be closed. Position Description Valve
reduce the risk of over-pressurising the spaces.
Open IS supply bypass valve CN417
Assuming the No.4 cargo tank insulation space is to be evacuated and refilled,
In the extreme case where the oxygen content in the insulation spaces was Open IBS supply bypass valves CN420, CN424
proceed as follows:
above 10%, then the vacuum pumps would be required to pull a 20kPa absolute
vacuum in both the IBS and IS spaces simultaneously and back-fill with a) Set the nitrogen supply valves to the interbarrier and insulation h) Repeat the above process three times or until the nitrogen in the
nitrogen. insulation spaces contains less than 3% oxygen and dryer than
space.
10% dew point.

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The vacuum pump is supplied from shore as the vessel does not normally carry
these. Position Description Valve i) When the nitrogen content in the insulation space is within
Closed IS supply bypass valve CN417 the required limits, the system can be set up ready for normal
Before cooling down the cargo tanks, the nitrogen in the insulation spaces Closed IS supply control valve CN407 operations.
should contain less than 3% oxygen and be dryer than 10% dew point. The Closed IS supply control isolating valves CN415, CN416
nitrogen provides a dry and inert medium for the following purposes:
Closed IBS supply bypass valves via flow gauge CN420, CN424 CAUTION
• To prevent the formation of a flammable mixture in the event of Closed IBS supply control valve CN408 The pressure within the insulation spaces should be kept at atmospheric
an LNG leak. until the tank pressure increases sufficiently for it to be constantly
Closed IBS supply control isolating valves CN418, CN419
• To permit easy detection of a leak through a barrier. maintained at least 3kPa above the insulation spaces pressure during
b) Set up the nitrogen exhaust valves to the interbarrier and normal operations. This is because the insulation spaces MUST be
• To prevent corrosion. protected at all times against over-pressurisation which could result in
insulation space.
membrane failure.
The nitrogen is produced by two nitrogen generators located in the engine
room and is stored in a pressurised buffer tank, ready to be supplied to the Position Description Valve
pressurisation headers through make-up regulating valves. Closed IS exhaust control valve CN405
Closed IS exhaust control isolating valves CN409, CN410
From the headers, branches are led to the interbarrier and insulation spaces of
Closed IS exhaust control bypass valve CN411
each tank. Any excess nitrogen is vented through regulating exhaust valves to
the nitrogen vent mast on each tank from the IBS and to deck from the IS. Closed IBS exhaust control valve CN406
Closed IBS exhaust control isolation valves CN412, CN413
The system is automatically maintained by alternate exhaust and make-up as Closed IBS exhaust control bypass valve CN414
the atmospheric pressure and the temperature rises and falls between a pressure
of between 0.5kPa and 1.0kPa above atmospheric. c) Remove the safety relief valves on No.4 liquid dome and replace
with the twin water guard system units.
Both the IBS and IS spaces on each tank are provided with pressure relief
valves which open at a pressure, sensed in each space, of 3kPa for the IBS and

Draft: 2 - November 2011 IMO No: 9491812 Section 6.1 - Page of 6

Generator Engine Fuel Gas

Nitrogen PT
To/from Nitrogen Buffer Tank
Generation Plant (32m3)
CN553
VF

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CN603 CN514 CN515 CN517 CN510 CN511 CN512
VF
PT PT
Set: 60kPa
CN513 CN509
To Bilge
System CN552 CN551
Insulation Space
Pressurisation Header

Purging and
Sealing Header
CN435

To Gas For No.4 PI PT DPI

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Detector Liquid Dome

CN401
CN437
To Gas
Detector CN440
IS
CN425 CN409 CN405 CN410 IBS T Nitrogen
CN417 CN415 CN403 CN427 S
Vent Mast CN441
CN446 CN411 No4
PI PT PT DPI
CN407 IS K M Gas Dome
PT
IBS CN442
Q CN450
CN416 CN428
CN436
Pressure Gauge and Twin
No.4 Liquid I Chambers Water Guard System Detail CN443
Dome
PI
H
N CN404
G ABCDEF J L
CN444

Valve Closed
During IBS CN413 CN414 Nitrogen Purge
CN432 and IS Exhaust for
CN426
PT CN430 Vacuum CN406 Fuel Gas Line
CN422 To Gas
CN431 Process Water Detector
CN420 CN419 CN412
CN421

To Spray CN408
CN433 Twin Chambers Water Guard System is Used
Line CN402
to Protect Insulated Spaces During Filling
CN424 CN418
CN459 With Nitrogen Operation CN458

Drawing Reference: TBA

Draft: 2 - November 2011 IMO No: 9491812 Section 6.1 - Page of 6

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Operating Procedure for Normal Inerting Set Points
Space Set Point Action
a) The manual valves each side of the supply and exhaust control
valves, together with the valves to the liquid and gas dome IBS 0.2kpa Low pressure alarm
gauge boards, should be fully open. IBS 0.5kPa Nitrogen supply valve control
IBS 1.0kPa Nitrogen exhaust valve control
b) The IBS nitrogen supply control valves are normally set to open IBS 1.5kPa High pressure alarm
at 0.5kPa by the split range controller via the IAS, and the IS IBS 3.0kPa Pressure relief valve opens
supply control valves are set for IBS plus 0.2kPa, ie, 0.7kPa via
IS 0.0kPa Low differential pressure alarm
the split range controller for the space.
IS 0.4kPa Low pressure alarm
c) The IBS exhaust valves are set for 1.0kPa via the space split IS IBS + 0.2kPa (0.7kPa) Nitrogen supply valve control
range controller, and the IS exhaust valves are set for IBS plus IS 1.0kPa High differential pressure alarm
0.5kPa gauge, ie, 1.5kPa via the space split range controller. IS IBS + 0.5kPa (1.5kPa) Nitrogen exhaust valve control

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IS 2.5kPa High pressure alarm
Position Description Valve
IS 3.5kPa Pressure relief valve opens
Open IBS supply control valves CN108, CN208
CN308, CN408
Open IS supply control valves CN107, CN207 Illustration 6.1.1c IBS and IS Piping Arrangement
CN307, CN407
Nitrogen Exhaust, Safety Vent, Nitrogen Exhaust, Safety Vent,
Open IBS exhaust control valves CN106, CN206 Gas Detection and Portable Gas Detection and Portable
Gas Sampling for IBS Gas Sampling for IS
CN306, CN406
Exhaust Nitrogen

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Open IS exhaust control valve CN105, CN205
To Vent Mast
CN305, CN405 To Gas To Gas
Detector Detector

Note: Ensure that the manual bypass/isolating valves situated on both the
supply and exhaust lines on each tank are closed. Exhaust Nitrogen
To Deck

d) The pressure reduction valve from the nitrogen buffer tank

reduces the pressure from 1000kPa to 700kPa to supply the
IBS/IS pressurisation header.

e) Open the manual isolating valves (to purging and sealing

header) on the insulation space pressurisation header, and set the
control valve to 30kPa at the IAS, bypass valve is to be closed
to allow the supply of nitrogen to the headers from the nitrogen Pressure Sensor Pressure Sensor
buffer tank in the engine room. Connection to Controller Connection to Controller
and Indicator for IBS and Indicator for IS

In the event of cargo gas leakage into an insulation space, each space can be
swept with a continuous feed of nitrogen by opening the exhaust bypass valve
from the space and allowing a controlled purge. Close monitoring of the gas
analyser on this space will be necessary during purging. A portable elbow bend
can be connected to the IBS supply header for connection to the spray line for
Insulation Space
IBS stripping if required.
Interbarrier Space

CAUTION
The insulation spaces must be protected at all times against over- Deflection Plate
pressurisation which could result in membrane failure.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.1 - Page of 6

Classification Society regulations require that the barriers of a membrane tank

should be capable of being checked periodically for their effectiveness. The From Interbarrier Space
Pressurisation Header
following covers the practice, recommendations and precautions which should
be taken during the in-service examination of the interbarrier and insulation
From Insulation Space
spaces. Pressurisation Header
To N2 Vent Mast

To Gas Detector
Method for Checking the Effectiveness of the Barriers
Primary Barrier (304L Stainless Steel)
Each IBS space is provided with a permanently installed gas detection system
capable of measuring gas concentration at intervals not exceeding thirty
minutes. The results of this monitoring give a continuous indication of the

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membrane tightness; any gas concentration in excess with regard to the steady
rates would be the indication of membrane damage.

Depending on the degree of leakage, the gas concentration can be controlled Safety Valve
by purging with nitrogen, or alternatively it may be necessary to take the vessel Connection
for IBS
out of service to effect repairs.

Secondary Barrier (Triplex)

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The insulation space is monitored in the same manner and the same procedures
for purging in the way that the IBS would be carried out. Leakage through the
secondary barrier will show as a migration of nitrogen from the higher to lower
pressure space, ie, IS to IBS. The IS supply (make-up) and IBS exhaust valves
will be continually open.
IBS

m
erda
C off

N2 Distribution of Nitrogen at IBS Bottom and

Stripping of the Leaked Cargo in IBS (Bottom
Aft Part)

Portable Liquid Level Measuring (Bubbling Type)

and Portable Gas Sampling for IBS (Low Point)

Nitrogen Distribution at IBS Top and Portable

Gas Sampling High Point

Nitrogen Distribution in IS Safety Valve Connection for IS

(Bottom Through Cofferdam Aft)
Aft IS with Portable Liquid Level Gauge
Bilge IS Safety Valve Pilot Portable Gas
Bubbling Type and Manual Sounding (Aft)
Well Sampling for IS (High Point)
and Portable Gas Sampling for IS (Low Point Aft)

Draft: 2 - November 2011 IMO No: 9491812 Section 6.1 - Page of 6

6.2.1 Initial Insulation Space Inerting

6.2.2 Drying Cargo Tanks

6.2.3 Inerting Cargo Tanks

SAMSUNG
6.2.4 Gassing-Up Cargo Tanks

6.2.5 Cooling Down Cargo Tanks

NYK LINE

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Cubal Cargo Operating Manual
Illustration 6.2.1a Initial Insulation Space Inerting
Generator Engine Fuel Gas N2 Supply for Key
Purging Line in Engine Room Drain Trap A-F,JL - Nitrogen Distribution at IBS Bottom and Stripping
VF M M 917 918
922 (Port) Low Duty High Duty
Nitrogen of the Leaked Cargo in IBS (Bottom Aft Part)
Generator Engine Fuel Gas Compressor 906 907 Compressor G - Portable Liquid Level Measuring and Portable
Buffer 605 604 933 931 932
Tank Purging Line in Engine Room M M N2 Supply for Gas Sampling for IBS (Low Point)
(32m3) To Engine Room 921 (Starboard) Low Duty High Duty Main BOG H - Nitrogen Distribution at IBS Top and Portable
PT
Compressor 905 908 Compressor Line Purging Gas Sampling (High Point)
915 916 for GCU
VF I - Safety Valve Connection for IBS
902 910 K - Safety Valve Connection for IS
603 514 515 517 510 511 512 PT PT
516 N2 Supply for M - Portable Gas Sampling for IS (High Point)
VF 901 Main FG Line
911 912 N - Pressure Sensor Line for IBS Safety Valve
Key Purging for
509 To Aft Manifold To Fwd Manifold V - Nitrogen Distribution and Portable Level
Nitrogen DF Engines
Measuring in IS
All Valves 513
IS IBS Prefixed CN Interbarrier Space and Insulation Spaces Pressurisation Header
503 504 501 502 Gas
Unless Specified Purging and Sealing Header Sampling
STBD PORT STBD PORT 117 115 for IS 109
Bilge Well
Gas Nitrogen Gas Gas 101
435

SAMSUNG
Sampling Purge Sampling Sampling 135
for IS for IS for IS 107 105
417 415 409 Exhaust 317 315 309 217 215 209 146
Bilge Well for Fuel Bilge Well 335 Bilge Well 235
301 201
Gas Line 116 110 111
407 405 307 305 207 205 137 PT
446 346 505 246 128
GD
416 410 411 316 310 311 216 210 211
PT PT PT LNG
428 328 228 Mast
437 337 237
N2 136 135 GD
GD GD GD
GD GD Mast
401 LNG LNG LNG
GD Mast Mast Mast
125

NYK LINE
N2 N2 N2 103 127
403 427 425 303 327 325 203 227 225
Mast Mast Mast
336 236
K M
K M K M K M
436
No.1
No.4 No.3 No.2 No.1 Gas
No.4 Gas No.3 Gas No.2 Gas Liquid GB
Liquid Liquid Liquid Dome
Dome GB Dome GB Dome GB Dome
Dome Dome Dome
Aft B/W
Aft B/W Aft B/W Aft B/W I 204
N I 304 I 204
H N
I 404 N N
H H H G ABCDEF J L

G ABCDEF J L G ABCDEF J L G ABCDEF J L

GD
GD GD GD 126
426 326 226
119
130 GD
430 GD 330 358 GD 230 258 GD PT
108
PT PT PT 131
431 331 231 118
413 414 313 314 213 214 132
432 332 232
406 306 206 120 113 114
420 419 122 121
320 319 220 219
422 421 322 321 222 221 106
412 312 212 102
408
308 208
402 302 202 133
124 112
433 424 418 333 233 Spray Line
324 318 224 218
Spray Line Spray Line Spray Line

Drawing Reference: TBA

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6.2 Post Dry Dock Operation Operating Procedure for Evacuating Insulation Spaces Operating Procedure for Inerting with Nitrogen Generator

6.2.1 Initial Insulation Space Inerting Prior to any evacuation or re-inertion of these spaces, great care has to be taken Using the nitrogen generators in the engine room, pressurise the buffer tank to
to ensure all sampling and control systems are fully operational and personnel a maximum pressure of 120kPa and set the supply valve to the pressurisation
are fully conversed in the operation. headers at 50kPa. Prior to inerting/pressurising the insulation spaces, the cargo
Introduction tank pressure must be increased to maintain a minimum differential pressure
All valves are assumed to be closed. of 2.0kPa between the cargo tanks and the insulation spaces. At no time is the
Prior to putting a cargo tank into service after dry docking, it is necessary to cargo tank pressure to be less than 2.0kPa higher than the insulation space
replace the ambient humid air in the insulation space with dry nitrogen. a) Isolate any pressure gauge, transducer or instrument which could pressure. The twin chambers water guard system is still in place.
be damaged by the vacuum and install temporary manometers to
This is done by evacuating the insulation spaces with the vacuum pump and allow pressures in the insulation spaces to be monitored. a) The manual valves each side of the exhaust control valves for
refilling them with nitrogen. This procedure is repeated until the oxygen the IBS and IS, together with the valves to the liquid and gas
content is less than 2%. b) Check the installation of the twin chambers water guard system dome gauge boards, also the gas detection system, should be
to the relief vents for the interbarrier and insulation spaces at the fully open (not listed).

SAMSUNG
CAUTION liquid dome.
To avoid major damage to the secondary barrier, never evacuate the Position Description Valve
interbarrier space while leaving the associated insulation space under c) Prepare the vacuum pump for use. Open Tank No.1 IBS exhaust isolation valves CN112, CN113
pressure, and never fill an insulation space while the interbarrier space Open Tank No.2 IBS exhaust isolation valves CN212, CN213
is under a vacuum. d) Start the vacuum pump.
Open Tank No.3 IBS exhaust isolation valves CN312, CN313
e) Monitor the insulation spaces pressure. When it has been Open Tank No.4 IBS exhaust isolation valves CN412, CN413
Evacuation of all the insulation spaces takes approximately eight (8) hours.
Three (3) cycles are usually necessary to reduce the oxygen to less than 2% of reduced to -800kPa in both spaces, stop the pump. Open Tank No.1 IS exhaust isolation valves CN109, CN110
its volume. Open Tank No.2 IS exhaust isolation valves CN209, CN210

NYK LINE
During the evacuation of the insulation spaces, tightness of the interbarrier and Open Tank No.3 IS exhaust isolation valves CN309, CN310
CAUTION insulation spaces’ relief valves has to be confirmed, and if leaks are suspected,
Open Tank No.4 IS exhaust isolation valves CN409, CN410
use blanks until the operation is completed.
Change in temperature or barometric pressure can produce differentials
far in excess of 3.0kPa in insulation spaces which are shut in. With the b) The following IBS and IS supply flow meter and bypass valves
cargo system out of service and during inerting, always maintain the CAUTION
are to be set.
insulation space and interbarrier space at the same pressure. Severe Blanks must be clearly marked and notices posted. Blanks should
damage to the membrane will result if differentials exceed 3.0kPa. be removed and all relief systems confirmed as operational before
refilling. Position Description Valve
Before refilling with nitrogen, the insulation spaces are evacuated to -800kPa. Open Tank No.1 IBS supply flow meter valves CN120, CN124
The evacuation of the insulation spaces is also used in order to check the Open Tank No.2 IBS supply flow meter valves CN220, CN224
integrity of the barriers during periodical tests.
Inerting
Open Tank No.3 IBS supply flow meter valves CN320, CN324
On completion of a dry dock period, the insulation and interbarrier spaces Open Tank No.4 IBS supply flow meter valves CN420, CN424
To avoid possible damage to the membranes, both the insulation spaces are
require inerting and this can be carried out either by using the on board Open Tank No.1 IS supply bypass valve CN117
evacuated together. A temporary bypass is installed between the interbarrier
nitrogen generator or by having the nitrogen supplied from ashore. Open Tank No.2 IS supply bypass valve CN217
and insulation exhaust lines, at valve CN125 and valve CN126 on No.1 tank,
at the liquid dome. The vacuum pump is connected to this bypass to allow for Open Tank No.3 IS supply bypass valve CN317
Prior to any inerting of these spaces, either with the nitrogen being supplied
simultaneous evacuation.
from ashore or on board, great care has to be taken to ensure that all of the Open Tank No.4 IS supply bypass valve CN417
sampling, control and pressure relief systems are fully operational and that the
Note: The vacuum pump, together with the twin chambers water guard personnel involved are fully conversant in the operation.
system and hoses are supplied at refit either by the shipyard or owners
supply.

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Illustration 6.2.1a Initial Insulation Space Inerting
Generator Engine Fuel Gas N2 Supply for Key
Purging Line in Engine Room Drain Trap A-F,JL - Nitrogen Distribution at IBS Bottom and Stripping
VF M M 917 918
922 (Port) Low Duty High Duty
Nitrogen of the Leaked Cargo in IBS (Bottom Aft Part)
Generator Engine Fuel Gas Compressor 906 907 Compressor G - Portable Liquid Level Measuring and Portable
Buffer 605 604 933 931 932
Tank Purging Line in Engine Room M M N2 Supply for Gas Sampling for IBS (Low Point)
(32m3) To Engine Room 921 (Starboard) Low Duty High Duty Main BOG H - Nitrogen Distribution at IBS Top and Portable
PT
Compressor 905 908 Compressor Line Purging Gas Sampling (High Point)
915 916 for GCU
VF I - Safety Valve Connection for IBS
902 910 K - Safety Valve Connection for IS
603 514 515 517 510 511 512 PT PT
516 N2 Supply for M - Portable Gas Sampling for IS (High Point)
VF 901 Main FG Line
911 912 N - Pressure Sensor Line for IBS Safety Valve
Key Purging for
509 To Aft Manifold To Fwd Manifold V - Nitrogen Distribution and Portable Level
Nitrogen DF Engines
Measuring in IS
All Valves 513
IS IBS Prefixed CN Interbarrier Space and Insulation Spaces Pressurisation Header
503 504 501 502 Gas
Unless Specified Purging and Sealing Header Sampling
STBD PORT STBD PORT 117 115 for IS 109
Bilge Well
Gas Nitrogen Gas Gas 101
435

G ABCDEF J L G ABCDEF J L G ABCDEF J L

Drawing Reference: TBA

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c) The IBS exhaust regulating valves are set for 1.0kPa, and the IS h) Once the purging is complete, the manual isolation valves each Operating Procedure for Inerting with Shore Nitrogen
exhaust regulating valves are set for 1.5kPa gauge. side of the IBS and IS supply control valves should be opened.
After evacuation the insulation spaces are filled with nitrogen, the cycle is
Position Description Valve i) The supply control valves for the interbarrier spaces should be repeated until the oxygen content in the spaces is less than 2%.
Open Tank No.1 IBS exhaust regulating valve CN106 set to 0.5kPa and the insulation spaces 2.5kPa.
Open Tank No.1 IBS exhaust regulating valve CN206 Liquid nitrogen is supplied from the shore to the ship’s nitrogen manifold and
j) The IBS and IS supply and exhaust valves should be closed to distributed via the interbarrier and insulation space pressurisation header to
Open Tank No.1 IBS exhaust regulating valve CN306
allow the system to come up to normal working pressure. each insulation space. The ship’s nitrogen generators may not be used due to
Open Tank No.1 IBS exhaust regulating valve CN406 the large quantity required for initial filling.
Open Tank No.1 IS exhaust regulating valve CN105 CAUTION
Open Tank No.1 IS exhaust regulating valve CN205 It is assumed, but unlikely, that all valves are closed prior to use and the
The insulation spaces must at all times be protected against high
Open Tank No.1 IS exhaust regulating valve CN305 chambers water guard system is still in place.
pressure, which might otherwise result in membrane failure. Ensure
Open Tank No.1 IS exhaust regulating valve CN405 that the interbarrier pressure relief valves are correctly fitted and the
a) Set up the tank valves for the IBS and IS supply and exhaust as
valves are all certified as having a set opening pressure of 3kPa gauge.

SAMSUNG
per the previous section, Inerting with Nitrogen Generator.
The insulation space pressure relief valves are set to open at 3.5kPa.
When the buffer tank is up to pressure, raise the set point of the regulating
valve CN511 to 0.5kPa, this will pressurise the interbarrier space and insulation b) Adjust the set point on the supply demand valve from the
space pressurisation header. nitrogen buffer tank CN511 to zero, and close the manual
isolating valves CN512 and CN510 to shut off the supply of
d) The IBS and IS exhaust manual bypass valve are open. nitrogen from the on-board generating system.

Position Description Valve c) Crack open a manifold supply valve on the manifold which is
Open Tank No.1 IBS exhaust regulating bypass CN114 the connecting valve into the insulation space pressurisation
header. When ready, request the shore facility to start supplying

NYK LINE
valve
nitrogen at a slow rate.
Open Tank No.2 IBS exhaust regulating bypass CN214
valve
The supply of nitrogen is controlled by the rate of flow from the shore facility
Open Tank No.3 IBS exhaust regulating bypass CN314 and the use of the bypass valves.
valve
Open Tank No.4 IBS exhaust regulating bypass CN414 d) Monitor the nitrogen content at the IBS exhaust sample points
valve and at the IS exhaust vent pipes on deck.
Open Tank No.1 IS exhaust regulating bypass CN111
valve e) When the nitrogen content in the samples is within the required
Open Tank No.2 IS exhaust regulating bypass CN211 limits, that is the oxygen content is less than 2%, the manual
valve isolation valves each side of the IBS and IS supply control
Open Tank No.3 IS exhaust regulating bypass CN311 valves should be opened.
valve
Open Tank No.4 IS exhaust regulating bypass CN411 f) The supply control valves for the interbarrier spaces should be
valve set to 0.5kPa and the insulation spaces 2.5kPa.

g) When the insulation and interbarrier spaces have reached the

e) Adjust the pressure in the spaces using the bypass valves to
required pressure, stop the supply of nitrogen from ashore, close
purge equally at a pressure of 95kPa.
the manifold valve and set up the system for automatic make-up
from the on-board nitrogen generating system.
f) Monitor the nitrogen content at the exhaust sample points and at
the IS exhaust vent pipes on deck.

g) The purging of the insulation spaces takes about three changes

of atmosphere to bring the oxygen content down to 2%.

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Illustration 6.2.2a Drying Cargo Tanks (Summer) Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

Dry-Air
Ballast Line BA529F VAPOUR RETURN LINE
Ambient Air
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

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6.2.2 Drying Cargo Tanks Operating Procedure for Drying Tanks (Summer) i) Monitor the dew point at the gas dome through the sample
valves on the vapour header located between the two manual
All valves are assumed closed prior to operations. vapour valves.
Introduction
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. j) When the dew point has reached -20°C or less, close the filling
During a dry docking or tank inspection, the cargo tanks which have been and the vapour valves of the tank.
opened up and contain wet-air must be dried out before cargo can be carried
b) Install the elbow to connect the discharge line from the dry-air/
again. The drying process is necessary to avoid the formation of ice when the
inert gas plant with the liquid header. Note: No.1 tank should be the final tank processed to ensure that the system
tanks are cooled down, and to prevent the formation of corrosive agents if the
humidity combines with the sulphur and nitrogen oxides present in the inert is always full of inert gas.
c) Confirm the spectacle flanges on the vapour dome are in the
gas.
open position. k) Wet-air which may be contained in the discharge lines from the
Before gassing-up, the tanks are filled with inert gas to prevent the possibility cargo pumps, float level piping and any associated pipework in
d) Open the valve to supply dry-air to the liquid header. the cargo compressor room must also be purged with dry-air;
of any flammable air/LNG mixtures forming. Normal humid air is initially
displaced by dry-air and then the dry-air is displaced by inert gas produced this is normally carried out in conjunction with the drying of the

SAMSUNG
from the dry-air/inert gas plant. e) Using the IAS, open the individual tank loading valves in cargo tanks.
accordance with the following table:
The inert gas is primarily nitrogen and carbon dioxide, containing less than 1% l) When all of the tanks have been dried, stop the inert gas plant.
oxygen and with a dew point of -45°C or below. Position Description Valve Close the valves but leave CG701 open, as this is to be left open
Open Inert gas line to liquid header CL701 at all times, except for isolation or maintenance.
In the summer the dry-air is heavier than the ambient air, therefore the dry-air Open No.1 tank loading valves CL100, CL107
from the dry-air/inert gas plant is introduced to the bottom of the cargo tanks Note: It is necessary to lower the tank’s dew point by the use of dry-air to at
Open No.2 tank loading valves CL200, CL207
through the filling pipes. The ambient air is displaced from the top of each tank least -20°C, before feeding the tanks with inert gas to avoid the formation of
through the vapour header, and is discharged from the vent mast at No.1 tank. Open No.3 tank loading valves CL300, CL307
corrosive agents.

NYK LINE
This is followed by introducing inert gas using the same piping route and the Open No.4 tank loading valves CL400, CL407
displacement method. The nitrogen system should be ready to be brought into
use. f) Open the manual header valves to the vapour domes in
accordance with the following table:
In winter the dry-air can be lighter than the ambient air and in this case the
dry-air is introduced into the top of the tank through the gas dome and vapour Position Description Valve
header. The ambient air is displaced up the filling line into the liquid header Open No.1 tank vapour valves CG100, CG101
and then vented to atmosphere through the forward vent mast at No.1 tank.
Open No.2 tank vapour valves CG200, CG201
The drying operation can be carried out in port or at sea, taking approximately Open No.3 tank vapour valves CG300, CG301
20 hours to reduce the dew point to < -20°C, at which time the plant operation Open No.4 tank vapour valves CG400, CG401
is changed over to produce inert gas. Open Vapour header valve to No.1 vent mast riser CG701
Open Vapour header regulating valve to No.1 vent CG702
mast riser

g) Raise the set point of vapour header regulating valve to 10kpa

and maintain the cargo tank pressure at least 2kPa higher than
the insulation spaces, venting through the No.1 mast riser as
necessary.

h) Monitor the dew point of each tank by taking a reading with a

portable meter at the liquid dome sample lines. These sample
lines measure at the top, middle and bottom of the tank.

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Illustration 6.2.2b Drying Cargo Tanks (Winter) Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

Dry-Air
Ballast Line BA529F VAPOUR RETURN LINE
Ambient Air
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Operating Procedure for Drying Tanks (Winter) k) When the dew point has reached -20°C or less, close the filling
and the vapour valves of the tank.
All valves are assumed closed prior to operations.
Note: No.1 tank should be the final tank processed to ensure that the system
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. is always full of dry-air.

b) Install the elbow to connect the discharge line from the dry-air/ l) Wet-air which may be contained in the discharge lines from the
inert gas plant with the vapour header. cargo pumps, float level piping and any associated pipework in
the cargo compressor room must also be purged with dry-air.
c) Install the elbow to connect the liquid main to No.1 vent mast This is normally carried out in conjunction with the drying of
riser. the cargo tanks.

d) Confirm the spectacle flanges on the vapour dome are in the m) When all of the tanks have been dried, stop the inert gas plant.
open position. Close the supply valves CG704 and CG705 to the vapour header

SAMSUNG
and close CL700 to the venting system at the No.1 mast riser.
e) Open the valves to supply dry-air to the vapour header.
n) Open valve CG701, this is to be left open at all times, except for
f) Using the IAS, open the individual tank loading valves in isolation or maintenance.
accordance with the following table:
Note: It is necessary to lower the tank’s dew point by the use of dry-air to at
Position Description Valve least -20°C, before feeding the tanks with inert gas to avoid the formation of
Open Inert gas supply valves to vapour header CL704. CL705 corrosive agents.
Open No.1 tank loading valves CL100, CL107

NYK LINE
Open No.2 tank loading valves CL200, CL207
Open No.3 tank loading valves CL300, CL307
Open No.4 tank loading valves CL400, CL407

g) Open the manual header valves to the vapour domes in

accordance with the following table:

Position Description Valve

Open No.1 tank vapour valves CG101, CG104
Open No.2 tank vapour valves CG201, CG204
Open No.3 tank vapour valves CG301, CG304
Open No.4 tank vapour valves CG401, CG404
Open Liquid header valve to No.1 vent mast riser CL700

h) Raise the set point of regulating valve CG702 to 10kpa and

maintain the cargo tank pressure at least 2kPa higher than
the insulation spaces, venting through the No.1 mast riser as
necessary.

i) Monitor the dew point of each tank by taking a reading with a

portable meter at the liquid dome sample lines.

j) Monitor the dew point at the gas dome through the sample
valves on the liquid header located at the tank filling valves.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page of 20

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.2.3a Inerting Cargo Tanks Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

Inert Gas
Ballast Line BA529F VAPOUR RETURN LINE
Dry-Air
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 10 of 20

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.2.3 Inerting Cargo Tanks f) Open the manual header valves to the vapour domes in • Valve CG701 is to be left open at all times, except for
accordance with the following table: isolation or maintenance.
After the tanks have been dried to -20°C they must be inerted with inert gas to
reduce the oxygen content from 21% to less than 2%, and dry them to -40°C Position Description Valve Note: Until the ship is ready to load LNG, the tanks should be maintained
before LNG vapour can be allowed to enter the tanks. Open No.1 tank vapour valves CG100, CG101 under inert gas as long as necessary. If required, pressurise the tanks 3kPa
Open No.2 tank vapour valves CG200, CG201 above atmospheric pressure and to reduce leakage, isolate all the valves at
Inert gas, with an oxygen content less than 1% and a dew point of -45°C, is the forward venting system.
produced by the dry-air/inert gas plant with a flow rate of 15,000Nm³/h. Open No.3 tank vapour valves CG300, CG301
Open No.4 tank vapour valves CG400, CG401
The inert gas should be introduced at the bottom of each tank simultaneously Open Vapour header valve to No.1 vent mast riser CG701
through the filling pipes. The inert gas will be displaced from the top of each Open Vapour header regulating valve to No.1 vent CG702
tank through the vapour domes and discharged to atmosphere through LNG mast riser
vent mast No.1.
g) Raise the set point of regulating valve CG702 to 10kpa and

SAMSUNG
The inerting operation can be carried out alongside or at sea and will take
maintain the cargo tank pressure at least 2kPa higher than
about 20 hours to inert all four tanks to less than 2% oxygen and dry them to
the insulation spaces, venting through the No.1 mast riser as
-40°C.
necessary.
Emergency pump wells have to be inerted with nitrogen before inerting the
h) Monitor the dew point of each tank by taking a reading with a
cargo tanks, using a flexible connection to the sample point from the nitrogen
portable meter at the liquid dome sample lines. These sample
purge and sealing header.
lines measure at the top, middle and bottom of the tank.

Operating Procedure for Inerting Cargo Tanks i) Monitor the dew point at the gas dome through the sample

NYK LINE
valves on the vapour header located between the two manual
All valves are assumed closed prior to operations. vapour valves.

a) Prepare the dry-air/inert gas plant for use in the inert gas j) When the dew point has reached -40°C or less, close the filling
mode. and the vapour valves of the tank.

b) Install the elbow to connect the discharge line from the dry-air/ Note: No.1 tank should be the final tank processed to ensure that the system
inert gas generator with the liquid header. is always full of inert gas.

c) Confirm the spectacle flanges on the vapour dome are in the k) Dry-air which may be contained in the discharge lines from the
open position. cargo pumps, float level piping and any associated pipework in
the cargo compressor room must also be purged with inert gas.
d) Open valve to supply inert gas to the liquid header. This is normally carried out in conjunction with the drying of
the cargo tanks.
e) Using the IAS, open the individual tank loading valves in
accordance with the following table: l) When all of the tanks are inerted to less than 2% oxygen and
dried to -40°C dew point:
Position Description Valve • Stop the supply of inert gas.
Open Inert gas line to liquid header CL701
• Close the supply valve CL701 to the liquid header.
Open No.1 tank loading valves CL100, CL107
Open No.2 tank loading valves CL200, CL207 • Close the tank filling valves.
Open No.3 tank loading valves CL300, CL307 • Ensure vapour header vent valve, CG702 is set in auto to
Open No.4 tank loading valves CL400, CL407 3kPa.
• Remove the elbow piece.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 11 of 20

Produced by: Worldwide Marine Technology Limited, UK
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Cubal Cargo Operating Manual
Illustration 6.2.4a Gassing-Up (Venting) Stage One Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Warm)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
Inert Gas
Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 12 of 20

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.2.4 Gassing-Up Cargo Tanks Procedure to Purge the Manifolds, Spray Header and Procedure for Gassing-Up the Cargo Tanks with LNG Vapour
Vaporisers with Nitrogen Stage One
Introduction It has been assumed, though unlikely, that all of the valves are closed prior to
Pressurise the spray header to 1 bar via the forward manifold. Purge the spray
header into one tank at a time for approximately five minutes to ensure all the use.
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen.
If the purging has been carried out with inert gas, the cargo tanks then have to lines have been cleared with nitrogen, then open the sample point/purge valves
on each of the vaporisers for approximately five minutes to ensure the filters a) Install the following removable bends for liquid header to the
be purged with LNG vapour and cooled down when the vessel arrives at the compressors (only if compressors are required) and liquid
loading terminal. This is because that unlike nitrogen, inert gas contains 15% are completely purged, or until readings from the portable meters show the
nitrogen content exceeds 95% by volume and the carbon dioxide less than 1%. header to No.1 mast riser.
carbon dioxide which will freeze at around -60°C and produces a white powder
or foam which can block valves, filters and nozzles. To avoid any problems with Close the sample point valves.
b) Prepare the LNG vaporiser for use.
blocked valves, filters or nozzles; the liquid header, spray header and vaporisers
are purged with nitrogen prior to the purging of the cargo tanks with inert gas. a) Ensure both the nitrogen generators are on line, ready to supply
nitrogen to the system. c) Adjust the set point of the temperature control valve to +20°C
The inert gas in the cargo tanks is then replaced with ‘warm’ LNG vapour to for the LNG vaporiser.
remove any freezable gases such as carbon dioxide and to complete the drying

SAMSUNG
of the tanks. LNG is supplied from the terminal to the liquid manifold where b) Connect a purging hose between the nitrogen header manifold,
both the cargo manifolds and forward manifold (three hoses). d) Using the IAS system, adjust the set point of the flow control
it passes to the stripping/spray header via the appropriate ESDS liquid valve.
valve for the LNG vaporiser to a flow of 26m³/h, which will give
It is then fed to the LNG vaporiser and the LNG vapour produced is passed at
c) Open the nitrogen supply valves to the forward manifold and the an inlet pressure of 300kPa and an outlet flow of 13,245m³/h at
+20°C to the vapour header and then into each tank via the vapour domes.
crossover valve to the spray main, to pressurise the spray header 30kPa.
to approximately 1 bar. This could take about 2 hours. Purge the
Note: Care must be taken to ensure the supply of LNG vapour to the tanks e) Adjust the set point of the regulating valve at the No.1 mast
spray line to each tank for five minutes, opening the tank valves
is at a sufficiently slow rate that will not destroy the interface between the riser so that at all times the cargo tank pressure is at least 2.0kPa
one set at a time.
inert gas and the LNG vapour. No gas should be detected at the tank mid- higher than the insulation spaces.
height sample valve until 7-8 hours after the desired flow rate is fed from the

NYK LINE
vaporiser to the tanks. d) Set up the LNG and forcing vaporiser for nitrogen purge.
Position Description Valve
e) After five minutes purging each vaporiser using the local Set No.1 mast riser control valve CG702
The LNG vapour is lighter than the inert gas, which allows the inert gases in
the cargo tanks to be exhausted up the tank loading column to the liquid header. sample valves, until readings from the portable meters show Open Liquid header to No.1 vent mast crossover CL700
The inert gas then free-flows to shore through the HD compressors and vapour the nitrogen content exceeds 95% by volume and the carbon valve
manifold. The operation is considered complete when the hydrocarbon content dioxide less than 1% by volume, then stop nitrogen purging and
as measured at the top of the cargo filling pipe exceeds 95% by volume, 99% at set up for gassing-up. f) Set up the spray header to supply LNG to the LNG vaporiser in
the tank bottom, and the carbon dioxide less than 1% by volume. This normally accordance with the following table:
entails approximately 1.5 changes of the volume of the atmosphere in the cargo f) During the purging of the spray lines, open the sample valves
tank. On completion of the warm LNG vapour purging, the cargo tanks will at the extremities of the liquid line and purge the manifold Position Description Valve
normally be cooled down. crossover and lines to the liquid main. Open Spray crossover valve to spray main CS071
Open Spray header block valve CS701
It may be necessary to undertake the purging of one or more tanks at sea Procedure to Purge the Machinery Room with Nitrogen Open Spray header to vaporiser inlet valve CS702
using LNG liquid already on board. In this case the liquid will be supplied to
the vaporiser via the stripping/spray header using the stripping/spray pump Open LNG vaporiser inlet valve CS902
It is important to ensure that all the lines and machinery has been purged Auto LNG vaporiser control valve CS905
of a cargo tank containing LNG liquid. The first stage of the operation, while
with nitrogen to remove any traces of inert gas. Use should be made of the
venting to atmosphere will take approximately 10 hours, the second stage can Auto LNG vaporiser temperature control valve CS906
nitrogen inlet lines. Each line and associated unit should be purged for at
be in two forms, with either vapour returned to shore for 10 hours, or the use Open LNG vaporiser outlet valve CG932
least five minutes and the nitrogen level should exceed 95% by volume and
of the gas combustion unit which will take approximately 55 hours.
the carbon dioxide less than 1% by volume, including NBO mist separator Open Vaporiser crossover discharge valve to CG707
and spray cooler, FBO mist separator and spray cooler, LD compressors, HD supply line to vapour header
Note: It may be possible at some terminals to discharge the inert gas to compressors, boil-off/warm-up heaters and all associated lines
atmosphere until the 5% hydrocarbon (percentage figure will be specified by
the particular port authority) is detected at No.1 mast riser, the exhaust gas g) Open header valves to the vapour domes in accordance with the
is then directed ashore via the HD compressors, or to the GCU through the following table:
gas burning line.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 13 of 20

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.2.4b Gassing-Up (To Shore) Stage Two Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Warm)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
Inert Gas
Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 14 of 20

Produced by: Worldwide Marine Technology Limited, UK
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Cubal Cargo Operating Manual
Position Description Valve Note: It may be necessary to continue venting via the No.1 mast riser until Note: Ensure that valve CG075, vapour main to vapour manifold, is closed,
Open No.1 tank vapour valves CG100, CG101 the level of nitrogen in the vapour reduces to a level where the vapour can otherwise the vapour will recirculate around the system.
Open No.2 tank vapour valves CG200, CG201 be burnt in the power generating plant. (Nitrogen composition maximum is
30%.) e) With the vapour manifold valve CG072 (port side) open, this
Open No.3 tank vapour valves CG300, CG301
will enable a free-flow of gas to the terminal and is a check that
Open No.4 tank vapour valves CG400, CG401 Personnel should always be present when the heater is put into operation, to the pipeline layout on board has been arranged correctly.
locally monitor the temperature in the steam exhaust line and the vapour outlet.
h) Open the isolating valve to the stripping/spray line, if using the During local operation, all of the monitoring facilities are available via the IAS f) Confirm the manual valve CG701, the vapour header to vent
forward liquid manifold on the port side. display screens. During local operation, all of the alarms and trips are available mast riser, is open. Using the IAS, adjust the set point of the
and can be monitored through the IAS. No.1 mast riser control valve CG702 to the required value, for
i) Using the IAS, open the individual tank loading valves in example, 20kPag, so that this valve will remain closed during
accordance with the following table: CAUTION normal running of the compressors, but would act in a safety
The vapour heaters should be thoroughly preheated by steam before the capacity if necessary.
Note: For safety reasons, ensure that the hull water curtain on the connected admission of any natural gas vapour. This will prevent the formation of

SAMSUNG
side is in operation and that all purge/sampling valves are closed. ice inside. g) As the tank pressure increases, use the IAS system to start one
or both of the compressors as necessary, returning vapour to
Position Description Valve shore.
Open Port manifold spray line isolating valve CS012 Procedure to Purge the Cargo Tanks with LNG Vapour h) Using the IAS, monitor the pressure inside the tanks.
Open Port manifold ESD valve CL012
Stage Two
Open No.1 tank loading valves CL100, CL107 The automatic gas burning control system should be put into operation as
The second stage of the procedure is to bring the hydrocarbon content inside
Open No.2 tank loading valves CL200, CL207 soon as the vapour produced can be burnt in the gas combustion unit, whilst
the cargo tanks up to 99% by volume utilising the HD compressors, and
Open No.3 tank loading valves CL300, CL307 returning vapour to shore and the automatic gas burning control system. continuing to return gas to shore via the HD compressors. If the cargo tank

NYK LINE
Open No.4 tank loading valves CL400, CL407 pressure increases, request the terminal to reduce the supply of LNG. If the
a) Prepare both of the HD compressors for use. cargo tank pressure decreases, either shut down one of the compressors as
j) Using the IAS, open valve CL012, the forward ESD manifold necessary, or request the terminal to increase the LNG liquid supply to the
valve on the port side, and request the terminal to commence the vaporiser. When the cargo tank hydrocarbon content reaches 80%, throttle-in
b) Install the elbow connecting the liquid line to the suction for the
supply of LNG liquid to the ship at a slow rate. Slowly increase the individual tank loading valve until it is only just cracked open.
HD compressors if not already installed.
the rate of delivery until the required rate to the vaporiser is
attained. Whether rate or pressure is used will depend on the i) Request the terminal to stop the supply of LNG liquid.
c) Adjust the set point of both HD compressors’ pressure control
terminal. Either start at 100kPa (1 bar) and slowly build up to valve to 6.0kPag, or the required value.
300kPa (3 bar) or start at 2m³/h and slowly build up to 26m³/h. j) Stop both HD compressors.
d) On the HD compressors, open the following valves:
k) Adjust the No.1 mast riser pressure with CG702 to 10.0kPa. k) Close valve CS702, the isolating line to the stripping/spray
As a minimum, the cargo tank pressure must be at least 2.0kPa lines.
Position Description Valve
higher than the insulation spaces.
Open Liquid header to compressor line valve CL701 l) Do not shut down the vaporiser until it has been warmed-
l) Monitor the inert gas exhausting at each liquid dome using the Open Liquid header to compressor line valve CG705 through to the ambient temperature.
mid cargo tank sample cock initially, followed by the sample Open No.1 HD compressor inlet valve CG903
cock at the top of the loading line. Also monitor the inert gas Automatic No.1 HD compressor surge valve CG988 m) Remove and blank the removable bends after purging them with
exhausted at the No.1 mast riser, using the sample cock. nitrogen and testing the gas content.
Open No.1 HD compressor outlet valve CG915
Open No.2 HD compressor inlet valve CG904 n) Prepare the cargo system for cooldown.
m) When 5% hydrocarbon (or the quantity the port authority will
Automatic No.2 HD compressor surge valve CG990
allow) is detected at the No.1 mast riser and each vapour dome,
request permission from the terminal personnel to direct exhaust Open No.2 HD compressor outlet valve CG916 This operation can be carried out either by free-flow or by using one HD
gas to the terminal facilities or to CGU unit. Open Compressor supply to vapour manifold valve CG900 compressor supplying vapour to the GCU where there is no vapour return to
shore, however, the duration will be considerably extended. During the actual
Open Port vapour manifold ESD valve CG072
cooldown phase, if the GCU is to be used, then one LD compressor on high
speed will be required to generate sufficient pressure.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 15 of 20

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.2.5a Initial Cooling Down Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Warm)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 16 of 20

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.2.5 Cooling Down Cargo Tanks Cooling down cargo tanks from +30 to -130°C so they can be loaded requires The following table can be used as a guide to calculate the quantity of LNG
LNG to be sprayed into the tanks for about 10 hours at a rate of 90m³/hr, and the time required to complete cooldown of all four tanks that are not fully
or about 900m³ total. That quantity is sufficient to cool the tank vapour and cooled down to -130°C before loading can be started.
Introduction primary membrane to the desired -130°C temperature to permit the tanks to be
loaded within 12.5 hours. Initial Avg Tank Temp Time to Cool to Avg Temp -130°C Quantity
Arriving at the terminal to load the first cargo after refit or repairs where the
vessel was required to be gas free, the cargo tanks will be inert and at ambient °C Hours m³
temperature. After the cargo system has been purge-dried and gassed-up, the LNG Quantity Used for Cooldown in 10 Hours 30 10 900
headers and tanks must be cooled down before loading can commence. The 12 9 800
cooldown operation follows immediately after the completion of gassing-up, If all four cargo tanks are cooled simultaneously through the spray nozzles in -20 8 700
using LNG supplied from the terminal. one cooldown header for 10 hours continuously at an average spray header
pressure of 200kPa, then the LNG quantity used for cooldown will be about -47 7 600
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are 900m³ and the average temperature in each tank will be -130°C or colder. -67 6 500
not a significant limitation on the rate of cooldown. The rate of cooldown is -85 5 400
limited for the following reasons: The following table from Gaz Transport & Technigas is based on the average -100 4 300

SAMSUNG
cooldown data from other Mark 111 type membrane vessels, with 2 bar pressure
• To avoid excessive pump tower stress. -113 3 200
to the spray rail. This is only a guide and individual vessels may differ.
• Vapour generation must remain within the capabilities of the -118 2 100
HD compressors to maintain the cargo tanks at a pressure of Cooling Down Time Primary Barrier -125 1 50
between 5.0 and 7.0kPa gauge. Mean Temperature -130 0 0
• To remain within the capacity of the nitrogen system to maintain 0 hour 30°C
the interbarrier and insulation spaces at the required pressures. LNG is supplied from the terminal to the cooldown manifold, and from there
1 hour 12°C directly to the spray header which is open to the cargo tanks. Once the cargo
2 hours -20°C tank cooldown is nearing completion, the liquid manifold crossovers, liquid
If the terminal can handle the vapours, all four cargo tanks can be simultaneously

NYK LINE
cooled down to an average temperature in each of -130°C in 10 hours. 3 hours -47°C header and loading lines are cooled down.
4 hours -67°C
LNG is supplied from the terminal to one of the four liquid manifolds and 5 hours -85°C Cooldown of the cargo tanks is considered complete when the temperature
from there directly to the spray header which is open to one of the two spray sensors in each tank indicate an average temperature of -130°C or lower over
6 hours -100°C
headers in each tank, the other header is a 100% back-up. Once the cargo tank the whole tank. This applies only for the first cooldown after the tank has
7 hours -113°C been warmed-up, subsequent cooldowns only require the bottom temperature
cooldown is nearing completion, the liquid manifold crossovers, liquid header
and loading lines are cooled down. 8 hours -118°C sensors to be -130°C or lower. When this temperature has been reached, and
9 hours -125°C the Custody Transfer System (CTS) registers the presence of liquid, bulk
Cooldown of the cargo tanks is considered complete when the temperature 10 hours -130°C loading can begin.
sensors in each tank indicate an average temperature over the whole tank of
-130°C or colder at most terminals. Arzew requires a bottom temperature of Vapour generated during the cooldown of the tanks is returned to the terminal
-145°C before start of loading. When these temperatures have been reached, via the HD compressors and the vapour manifold, as in the normal manner for
and the Custody Transfer System (CTS) registers the presence of liquid, bulk loading.
loading can begin.
During cooldown, nitrogen flow to the IBS and IS spaces will significantly
Vapour generated during the cooldown of the tanks is returned to the terminal increase. It is essential that the rate of cooldown is controlled so that it remains
via either the terminals vapour return compressors (Arzew) or one of the within the limits of the nitrogen system to maintain the interbarrier space
ship’s HD compressors and the vapour manifold, as in the normal manner for pressures at 0.2-0.7kPa gauge and the insulation space pressure at IBS+0.2kPa
loading. gauge.

During cooldown, nitrogen flow to the IBS and IS spaces will significantly Once the cooldown is complete and the build-up to bulk loading has commenced,
increase as those spaces cool down. It is essential that the rate of cooldown in the tank membrane will be at or near to the liquid cargo temperature, but it will
the cargo tanks is controlled so that it remains within the limits of the nitrogen take some hours to establish fully cooled down temperature gradients through
system to maintain the interbarrier and insulation space at a minimum pressure the insulation. Consequently, boil-off from the cargo will be higher than
of at least 0.3kPa above atmospheric pressure. normal during the first 3-4 days after loading to fully cool all of the cargo tank
insulation to the loaded voyage operating temperature.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 17 of 20

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.2.5b Cooling Down Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 18 of 20

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Procedure to Prepare for Tank Cooldown b) Open the vapour valves on each tank as all the tanks are kept If the tank pressure continues to increase, request the terminal to reduce the
connected to the vapour header: supply of LNG.
Place in service the heating system for the cofferdams.
Position Description Valve If the tank pressure decreases, either shut down one of the compressors or
a) Prepare the records for the tank, secondary barrier and hull request terminal to increase supply of LNG.
Open No.1 tank vapour valves CG100, CG101
temperatures.
Open No.2 tank vapour valves CG200, CG201 This procedure will normally take approximately 10 hours.
b) Check that the nitrogen pressurisation system for the insulation Open No.3 tank vapour valves CG300, CG301
spaces is in automatic operation and lined-up to supply the Open No.4 tank vapour valves CG400, CG401 Note: Ensure that valve CG075, vapour main to vapour manifold, is closed,
additional nitrogen necessary to compensate for the contraction otherwise the vapour will recirculate around the system.
from cooling of the tanks. Prior to the cooling down, the c) Prepare both HD compressors for use.
nitrogen pressure inside the IBS will be raised to 0.7kPag and
the IS will be maintained at IBS +2mbarg. Pressurise the buffer d) Adjust the set point of both HD compressors pressure control
Procedure for Cooldown with Nil Vapour Return to Shore
tank to the maximum pressure. valve to 5.0kPa, or the required value.
and Using Spray Pump

SAMSUNG
c) Check that the gas detection system is in normal operation. e) On the HD compressors, open the valves in accordance with the
following: In this example it has been assumed that the gassing-up has been completed
alongside, as well as the cooling down of No.3 cargo tank and loading of LNG
d) Prepare the nitrogen generators for use.
to that tank with at least sufficient LNG to cool down the remaining three
Position Description Valve tanks. An LD compressor is to be prepared ready for use instead of an HD
e) Prepare both HD compressors for use. Open Vapour header valve to compressor supply CG704 compressor.
line
f) Automatic gas burning control system should be in operation.
Open No.1 HD compressor inlet valve CG903 Note: When cooling down, one spray rail should be sufficient for this
Auto No.1 HD compressor surge valve CG988 operation, experience will dictate whether the second rail needs to be used.

NYK LINE
Procedure for Cooldown with Gas Return Through the Open No.1 HD compressor outlet valve CG915
Vapour Header Open No.2 HD compressor inlet valve CG904 a) Open the spray header valves to each tank and the spray rails.
Start No.3 cargo tank stripping pump and open the pump
Auto No.2 HD compressor surge valve CG990
Assuming the ship is ready to prepare for cooldown after the completion of discharge valve and the stripping pump return line to tank.
Open No.2 HD compressor outlet valve CG916
gassing-up.
Open Compressor supply valve to vapour CG900 Position Description Valve
manifold
Note: When cooling down, one spray rail should be sufficient for this Open No.3 cargo tank stripping pump discharge CS301
operation, experience will dictate whether the second rail needs to be used. Open Vapour header to vapour manifold CG072 valve
Open No.3 cargo tank stripping pump tank return CS300
a) Open the spray header valves to each tank and the spray rails: f) Open the vapour manifold valve CG072 (port side). This will
valve
enable a free-flow of gas to the terminal and is a check that the
pipeline layout on board has been arranged correctly. Open Spray crossover valve to spray main CS014
Position Description Valve Open Spray line block valves CS071, CS700
Open Spray crossover valve to spray main CS014 g) Request the terminal to supply LNG liquid for the cooling down CS701
Open Spray line block valves CS071, CS700 operation at minimum flow. Open No.1 tank spray master valve CS103
CS701 Open No.1 tank spray rail inlet valves CS107, CS108
Open No.1 tank spray master valve CS103 h) When the vapour pressure inside the tanks rises to approximately Open No.2 tank spray master valve CS203
Open No.1 tank spray rail inlet valves CS107, CS108 5.0kPa, start one or both of the compressors as necessary using
Open No.2 tank spray rail inlet valves CS207, CS208
Open No.2 tank spray master valve CS203 the IAS. Increase the spray nozzle pressure.
Open No.3 tank spray master valve CS303
Open No.2 tank spray rail inlet valves CS207, CS208 Open No.3 tank spray rail inlet valves CS307, CS308
i) Using the IAS, monitor the pressure inside the tanks and
Open No.3 tank spray master valve CS303 temperature cooldown rate. Adjust the spray rail inlet valves to Open No.4 tank spray master valve CS403
Open No.3 tank spray rail inlet valves CS307, CS308 obtain an average temperature fall of 20/25°C per hour during Open No.4 tank spray rail inlet valve CS407, CS408
Open No.4 tank spray master valve CS403 the first 5 hours, thereafter 10/12°C per hour.
Open No.4 tank spray rail inlet valve CS407, CS408

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 19 of 20

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Cubal Cargo Operating Manual
b) Open the vapour valves on each tank as all the tanks are kept
connected to the vapour header. These should already be open
for the automatic gas burning system.

Position Description Valve

Open No.1 tank vapour valves CG100, CG101
Open No.2 tank vapour valves CG200, CG201
Open No.3 tank vapour valves CG300, CG301
Open No.4 tank vapour valves CG400, CG401

c) Using the IAS, monitor the pressure inside the tanks and
temperature cooldown rate. Adjust the spray rail master valves
to obtain an average temperature fall of 20/25°C per hour during

SAMSUNG
the first 5 hours, thereafter 10/12°C per hour.

Note: The rate of cooldown will be controlled by the ability of the GCU to
burn the vapour generated, therefore it will be necessary to increase or reduce
the pressure generated by the spray pump to maintain the tank pressures
within reasonable limits, while one LD compressor at high speed supplies the
GCU. Additional vapour cannot be burned in the engine due to the vapour
temperature from the LD compressor.

NYK LINE
d) Use of an HD compressor to supply the vapour to the CGU is
not possible, as it is necessary to use an LD compressor at high
speed to produce the necessary pressure.

e) Cooldown of the cargo tanks is considered complete when

the top (99%) and bottom (end) temperature sensors in each
tank indicate temperatures of -130°C or lower. When these
temperatures have been reached, and the Custody Transfer
System (CTS) registers the presence of liquid, bulk loading can
begin.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.2 - Page 20 of 20

6.3.1 Cooling Down Cargo Tanks Prior to Arrival

6.3.2 Sloshing Inside the Cargo Tanks

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 6.3 - Page of 6

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.3.1a Cooling Down Alongside Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.3 - Page of 6

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.3 Ballast Passage 2) During longer ballast voyages, the lighter parts of the liquid Fuel gas supply on the ballast voyage is carried out in the same way as on a
layer remaining in the tank will evaporate, thus making the loaded voyage, with the LD compressor controlling the cargo tank pressures
liquid almost LPG and at temperatures higher than -100°C. The and the forcing vaporiser providing the additional fuel gas as required by the
Introduction upper parts of the tanks will reach almost positive temperatures, main generators.
and under these conditions it will be necessary to cool down the
A characteristic of cargo tanks with the Gaz Transport & Technigaz (GTT) tanks before loading. If a long delay at the loading port is experienced, the remaining heel will
Mark III type membrane is that as long as some quantity of LNG remains at slowly boil-off and the gas available as fuel gas will reduce. Therefore, care
the bottom of the tanks, the temperature at the top will normally remain below Three methods of cooling down are possible, and the one selected will depend must be taken to stop gas burning as the tank system pressures continue to drop
-50°C. on the operating conditions of the ship. as the temperature rises. The degree of natural warm-up will depend on the
time factor, voyage and weather conditions.
However, if the ballast voyage is overly extended, the lighter fractions of the 1) Cool down the tanks with LNG supplied from shore.
liquid may evaporate. Eventually, most of the methane disappears and the After refit, the first ballast voyage will have to be made using diesel oil
liquid remaining in the tanks at the end of the voyage is almost all LPG with a 2) Cool down the tanks just before arrival at the loading terminal. only. The ships are designed to burn gas all the time which will necessitate
high temperature and a very high specific gravity, which precludes pumping. At the previous cargo discharge, an LNG heel is retained in one appropriate levels of heel retention. If it becomes necessary to “heel out” and

SAMSUNG
or more of the tanks, provided that the heel does not exceed 10% run on MDO, operation will be very uneconomical, apart from any logistical
Cooling down of the cargo tanks is carried out primarily to reduce vapour of the tank height (to avoid sloshing). On top of the quantity to difficulties replenishing MDO.
generation during loading and to prevent any thermal shock on the heavy be sprayed, the amount of the LNG heel to be retained will be
structures such as the pump tower. Loading then takes place when the tanks are Due to the different calorific values of diesel oil and gas, power requirements
calculated by assuming a boil-off equivalent to 50% of the boil-
in a cold state, ie, colder than -130°C. need to be carefully controlled to prevent overloading the diesel generators.
off under laden conditions.

Cold Maintenance During Ballast Voyage 3) Maintaining the cargo tanks cold during the ballast voyage by
periodically spraying with LNG so that the average temperature
Different methods are used to keep the cargo tanks cold during ballast voyages inside the tanks does not exceed -120°C/-130°C. As before, an
LNG heel is kept in one of the tanks, provided that the level does

NYK LINE
and these are detailed as follows:
not exceed 10% of the tank height (see sloshing). On top of the
1) For short voyages of up to eighteen days, a heel of LNG is quantity to be sprayed, the amount of the LNG heel that needs to
retained in each tank at the end of the discharge. The level must be retained will be calculated by assuming a boil-off equivalent
never be above 10% of the height of the tank, and the quantities of 50% of the boil-off under laden conditions.
can be calculated by considering a boil-off of approximately
0.18% per day and the need to arrive at the loading port with Cooling down is carried out by spraying LNG inside the tanks for whichever
a minimum layer of 10cm of liquid spread over the whole method is used. Each tank is provided with two spray rings.
surface of the tank bottom (with the ship on an even keel). For
voyages over seven days, increase the minimum layer to 12cm, Note: It is obvious that this system will generate more boil-off than the first
progressively increasing the depth of the layer according to proposed system. The quantity of LNG to be retained on board will have to
voyage length. In addition, a further quantity will need to be be calculated with enough margin to avoid the situation at mid-voyage where
kept in No.2, No.3 and No.4 tanks for use with the fuel pumps the residual is too heavy for the pump to operate.
to provide additional fuel to the power generation plant.
Conservation of bunkers is important, consequently, the co-operation of all
The actual quantities will have to be confirmed after a few voyages and are for members of the management team is essential to ensure as much boil-off gas as
guidance only. possible is used to supply the power generation plant fuel demand, thus keeping
diesel oil consumption to a minimum. The target is 100% fuel gas supply using
With this method of cold maintenance, the tank bottom temperature should be the forcing vaporiser for requirements in addition to natural boil-off.
below -130°C and the top below -80°C, which allows loading without further
cooling down.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.3 - Page of 6

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Cubal Cargo Operating Manual
Illustration 6.3.1b Cooling Down on Ballast Passage Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
LNG Vapour (Warm)
Inert Gas/Dryer
Plant from Engine Room

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CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

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6.3.1 Cooling Down Cargo Tanks Prior to Arrival As the insulation barrier space and insulation space spaces cool down, the set Position Description Valve
points can be lowered to the normal operating settings.
Open Spray cooler line inlet valve CS963
Introduction Position Description Valve Automatic NBO mist separator spray cooler control CS909
Open No.1 tank vapour valves CG100, CG101 valve
It is assumed all valves are closed, with the exception of those in use for the Open Cooler line master valves CS971,
forcing vaporiser, spray coolers and LD compressor as part of the automatic Open No.2 tank vapour valves CG200, CG201
CS972
gas control system using the heel in No.4 cargo tank. The heel retained in No.4 Open No.3 tank vapour valves CG300, CG301
Automatic No.2 LD compressor spray cooler control CS911
cargo tank is also for cooling down No.1, No.2 and No.3 tanks that have been Open No.4 tank vapour valves CG400, CG401 valve
allowed to warm-up due to the length of the voyage. A fuel spray pump can Open No.1 vent mast vapour header block valve CG701
be used for the fuel gas and one spray pump for the cargo tanks to the spray Open No.2 LD compressor spray manual valve CS935
Automatic No.1 vent mast control valve CG702
main.
d) Set up the valves on No.2 LD compressor.

Cooling Down Cargo Tanks Prior to Arrival with the Set-Up for Automatic Gas Control
Position Description Valve

SAMSUNG
Automatic Gas Control System in Use Automatic No.2 LD compressor inlet control valve CS902
a) Set up the valves on the spray line header and the forcing
vaporiser. Open No.2 LD compressor outlet valve CG914
a) Prepare the records for the tank, secondary barrier and hull
temperatures. Open Compressor crossover valve CG926
Position Description Valve
b) Check that the nitrogen pressurisation system for the insulation Open Fuel gas line block valve CS706 e) Set up the valves on No.1 heater and gas burning line.
spaces is in automatic operation and lined-up to supply the Open No.4 cargo tank fuel pump discharge valve CS410
additional nitrogen necessary to compensate for the contraction Position Description Valve
Open No.4 cargo tank fuel pump tank return valve CS409
from cooling of the tanks. Prior to the cooling down, the Open No1. heater manual inlet valve CG917
Open No.4 cargo tank fuel pump control valve CS412

NYK LINE
nitrogen pressure inside the IBS will be raised to 0.7kPag and Automatic No.1 heater inlet control valve CS922
the IS will be maintained at IBS +0.2kPag. Pressurise the buffer Open Forcing vaporiser inlet valve CS901
Automatic No.1 heater temperature control valve CS921
tank to maximum pressure. Automatic Forcing vaporiser control valve CS903
Open No.1 heater outlet valve CS928
Automatic Forcing vaporiser temperature control valve CS904
c) Check that the gas detection system is in normal operation. Open Gas burning supply valve CG939
Open Forcing vaporiser outlet valve CS929

d) Place in service the heating system for the cofferdams if not b) Set up the valves on the NBO and FBO mist separators to drain Note: Demand from No.4 cargo tank to the generators is automatically
already operating. into No.4 cargo tank. controlled by the engine requirements. Spraying is carried out in No.4 tank
to maintain temperature.
e) The automatic gas burning control system will maintain the tank Position Description Valve
pressure at 6.0kPa during cooling down of the cargo tanks.
Open NBO mist separator drain valve CS961
f) The fuel pump in No.4 cargo tank is supplying the forcing Automatic NBO mist separator drain valve CS907
vaporiser and spray coolers as required by the generators. Open FBO mist separator drain valve CS962
Automatic FBO mist separator drain valve CS908
g) The spray pump in No.4 cargo tank is supplying the cooling Open FBO mist separator outlet valve CG509
medium for all cargo tanks.
c) Set up the valves on the spray coolers for the No.2 LD
h) Open the vapour dome outlet valves to the vapour header. compressor and NBO mist separator.

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Set-Up for Cooling Down g) On completion of cooldown, stop No.4 spray pump and close 6.3.2 Sloshing Inside the Cargo Tanks
the discharge valve. Close the valves to allow the spray line to
a) Set up the valves on the spray line header for cooling down drain back to No.4 tank.
Nos.1, 2, 3 and 4 cargo tanks.
Sloshing
h) Reset the nitrogen supply system to normal operating set points.
Continue supplying fuel gas from No.4 cargo tank via the From the experience gained on the first LNG ships put into service and from a
Position Description Valve large number of model tests and computer analyses, Gaz Transport Technigaz
vaporiser with the LD compressor controlling the cargo tank
Open Spray line block valves CS700, CS701 have designed the Mark III system which is reasonably free from any sloshing
pressure.
Open No.1 tank spray master valve CS101 risk.
Open No.2 tank spray master valve CS201 Cooling down the cargo tanks from +30°C to -130°C, over a period of 10
hours will require a total of approximately 900m³ of LNG using the starboard The ship’s cargo tanks are designed to limit the impact forces and the safety
Open No.3 tank spray master valve CS301
spray rail at 200kPa. At a mean cooling rate of 20°C per hour over the first 5 margin has been considerably enlarged. However, operators should be always
Automatic No.4 tank spray master valve CS401 be aware of the potential risks to the cargo containment system and also on the
Automatic No.4 tank spray return valve CS402 hours, this should correspond to a mean cooling rate of 8°C to 9°C per hour
for the secondary barrier, giving a temperature of approximately -80°C after tank equipment due to sloshing.

SAMSUNG
10 hours.
b) No.4 spray pump is started after the spray discharge valve is
opened 20% to allow minimum flow. Precautions to Avoid Damage Due to Sloshing
Cargo Tank Levels in Metres
Note: Due to the level of vapour generation during cooldown, usually only The first precaution is to maintain the level of the tanks within the required
one tank at a time would be cooled down. GTT and Class limits:
c) Open slowly the spray rail inlet control valves on the cargo • Lower than a level corresponding to 10% of the height of the
tanks and slowly open the discharge valve to No.4 spray pump tank.
to maintain a pressure of 20kPa in the spray main.

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Tank 4 Tank 3 Tank 2 Tank 1
Position Description Valve X.XXXXm X.XXXXm X.XXXXm X.XXXXm
Open No.1 tank spray rail inlet valve CS107 XXXX.Xm³ XXXX.Xm³ XXXX.Xm³ XXXX.Xm³
Open No.2 tank spray rail inlet valve CS207
Open No.3 tank spray rail inlet valve CS307 • Higher than a level corresponding to 70% of the height of the
Open No.4 tank spray rail inlet valve CS407 tank.

Care should be taken to maintain control of the vapour pressure either by Tank 4 Tank 3 Tank 2 Tank 1
use in the power generating plant as fuel or burned in the GCU. Venting to X.XXXXm X.XXXXm X.XXXXm X.XXXXm
atmosphere via the forward mast riser is for safety reasons only. XXXX.Xm³ XXXX.Xm³ XXXX.Xm³ XXXX.Xm³
(Author’s Note: To be confirmed.)
d) Once all of the spray headers are cool, increase the flow to the
tanks by adjusting the spray pump discharge valve to maintain Ship’s Movement
an even cooldown and control of vapour pressure whilst keeping
200kPa pressure in the spray main. The second precaution is to try to limit the ship’s movement, which would
generate sloshing in the tanks. This can be done by requesting that the ship’s
e) Using the IAS, monitor the pressure inside the tanks and heading be changed to reduce the ship motion. Alteration of course and/or
temperature cooldown rate. Adjust the spray rail inlet valves to speed could be used to provide sufficient time for an internal transfer of cargo
obtain an average temperature fall of 20/25°C per hour during if this were feasible. A reduction in speed alone may be the only alternative if
the first 4 hours, thereafter 10/12°C per hour. the destination cannot be reached due to the alteration of course and an internal
transfer is not possible to limit the sloshing.
f) When all of the tanks have reached the required temperature
(-100°C at the top, -130°C at the bottom), either continue to The amplitude of sloshing depends on the condition of the sea (wave pattern),
spray the tanks until the required heel remains or stop the spray the trim and the speed of the ship.
pump.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.3 - Page of 6

6.4.1 Preparations for Loading

6.4.2 Cargo Lines Cooldown

6.4.3 To Load Cargo with Vapour Return to Shore Via the

SAMSUNG
High Duty Compressor

6.4.4 Draining and Inerting Manifold Pipes and Loading Arms

6.4.5 Deballasting

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Illustration 6.4.1a Preparations for Loading
Terminal Ship
Prior To Terminal Ship
Arrival Terminal advises ship of arm Ship advises terminal of tank Test ESD
Witness and log ESD1 operation Test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
1: LNG loading Warm terminal control room before opening ship's manifold
Lines are 2: LNG loading Inerted valves
Numbered from Vapour return etc
Forward 3:LNG loading Boil-Off
4:LNG loading Ship confirms ETA When ship's vapour return manifold Fully open ship's vapour return
to Shore
is open, open loading arm vapour valve
Ship advises systems operational
return valve
Ship advises changes (if any) Ship's cargo tanks will balance with
Cofferdam heating on If ship Inerted, vapour return to shore tank at approximately 4kPa
line-up with shore flare
Arrival Secure ship at jetty
Cool Down

SAMSUNG
Cool down loading arms and Ship advises terminal of readiness
Pilot/loading master advises
Ship checks communications ship's liquid lines to start cooldown of loading arms
terminal on completion
and ship's liquid lines.
Ship continuously monitors Terminal advises ship when ready
loading frequency CCR requests start
Main propulsion on standby Cool both arms simultaneously
Fire fighting equipment ready until frosted over entire length
Secure gangway Fire main pressurised OR Operation controlled by loading
Pilot/loading master advises (approximately 45/60 minutes)
terminal staff
OR
If ship is in inerted condition, If ship is in inerted condition,
Check gangway advise ship when ready to start CCR advises terminal when ready

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Hand over crew list cooldown of first loading arm to start cooldown of first loading
Pre-loading
Meeting Pilot/loading master Display appropriate signage and liquid line arm and liquid line
Relevant terminal personnel Ship's CCR specifies flow rate
Review loading schedule (approximately 20m3/h)
Relevant ship's personnel
Review loading schedule ESD Test
(Warm) Initiate ESD1 signal from shore Witness and log ESD1 operation
Connecting of all ship's valves
Up Vapour return arm connected first
Witness and log ESD1 operation
Position safety locks
of all shore hydraulic valves
Pressure test with N2 Loading strainers in place
Manifold blanks removed
Gas-Up
(If Inerted) Terminal confirms readiness to Ship's CCR confirms readiness to
Check gas-up ship's lines and tanks gas-up lines and tanks
System Terminal control room checks
System line-up Total Gas-Up
Line-Up Vapour return lined up to shore Ship's CCR specifies liquid flow rate
Time
If ship inerted, vapour return to Monitor from CCR flare until CO2 content below 10% Ship's CCR requests start Approximately
line-up with shore flare When below 10%, line-up for 20 Hours
normal vapour return recovery When CO2 content below 10%
inform terminal
Safety Continue gassing-up until CO2
Carry out safety inspection Carry out safety inspection
Inspection content is below 1% by volume
Complete and sign safety checklist Complete and sign safety checklist
Start side water curtain at manifold
Cool Down
Terminal confirms readiness to Ship's CCR confirms readiness to Total Gas-Up
Tanks
cool down ship's lines and tanks cool down tanks and
CTS Carry out initial CTS gauging Carry Out
out initial
Carry Initial CTS gauging
Gauging Initial cooldown flow rates approx: Ship's CCR specifies liquid flow rate Cooldown
before opening ship's manifold 100m3/h for 4 hours Time
valves Ship's CCR requests start Approximately
150m3/h for 2 hours
200m3/h for 4 hours Ship's CCR informs terminal when 30 Hours
cooldown complete

Ready For Loading

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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6.4 Loading On completion of loading, the liquid header and other liquid lines are drained
to No.4 cargo tank. The liquid remaining in the inclined part of the liquid
manifolds is pushed inboard using nitrogen pressure from shore, and the
Introduction loading arms are then purged and disconnected. If the vessel is not sailing
immediately, the power generating plant and GCU will burn any excess boil-
After cooldown is complete, the vessel is ready to load LNG. The cargo tanks off gas.
are loaded simultaneously and deballasting is carried out at the same time.
6.4.1 Preparations for Loading
Loading is complete when all of the tanks are 98.5% full by volume.
Prepare for loading as follows:
During loading, the boil-off and displaced gas is returned to the shore facilities.
It will normally be necessary to use at least one HD compressor whilst loading • The chief officer is to prepare a detailed loading and deballasting
to reduce and maintain the cargo tank pressure to the required pressure at plan which includes the trim and stability conditions during
between 5.0kPa and 10.0kPa gauge. Both compressors can be used in parallel loading.
if required. While loading, it is also possible to operate the generators on fuel

SAMSUNG
• The pre-arrival checklists are to be completed.
gas, however, the number of terminals where this is permitted is minimal at
present. Normally, no gas burning is permitted between CTS measurements. • A pre-loading meeting is to be held together with the terminal
In this instance the No.1 LD compressor will supply the fuel gas requirements, representatives. The ship/shore safety list is to be filled in.
with the excess being returned to shore, as only one generator is required for • The Custody Transfer Measurement (CTM) is to be carried
power requirements. The fuel gas demand for one generator is lower than out together with the terminal representatives, surveyors and
the minimum flow from the LD compressor that is required to avoid the authorities (customs).
compressor surging. Valve CG900 in the automatic mode is utilised to provide
additional flow rather than use of the GCU. • All connections (bonding wire, telephones, loading and
bunkering arms) at the manifold are to be carried out according

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to the terminal’s cargo handling manual.
Operation
• The HD compressors are to be made ready for use in sending
vapour to the shore.
LNG is loaded via the loading manifolds to the liquid header and then to each
tank filling valve. • The chief officer is to supervise all loading operations on
board.
The boil-off and displaced vapour leaves each tank via the gas domes to the • The sounding, temperature and pressure on all cargo tanks is to
vapour header. The vapour is initially free-flowed to shore via the vapour be checked and noted according to the schedule for the loading.
crossover manifold. As the tank pressure rises, one HD compressor is brought The Cargo Monitoring Record is to be filled in.
into operation to increase the gas flow to shore and limit the vapour main and
hence cargo tank pressure. • Vessel is ready to cool down the loading arms.

Deballasting is undertaken at the same time as cargo loading and the

deballasting sequence is arranged to keep the vessel within the required limits
of draught, trim, stress and stability.

Deballasting takes normally about 10 hours and so will be completed shortly

before the end of loading.

The flow of nitrogen to the interbarrier space (IBS) and the insulation space (IS)
is increased to maintain a positive pressure in these spaces during completion
of cooldown and start of loading. The automatic nitrogen control system will
maintain the pressure in the insulation spaces, however, raise the set point of
the IBS from +0.2kPag to +0.7kPag prior to cooldown (with experience it may
be found unnecessary to do this).

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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Cubal Cargo Operating Manual
Illustration 6.4.2a Cargo Line Cooldown Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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Cubal Cargo Operating Manual
6.4.2 Cargo Lines Cooldown When it is agreed between the ship and the shore that the vessel is ready to j) Using the IAS, adjust the set point of No.1 mast riser control
cool down: valve to the required value, for example 23kPa, so that this valve
will remain closed during normal running of the compressors,
Pre-cooling of Liquid Pipes Before Loading f) Open the tank valves in accordance with the following table: but would act in a safety capacity if necessary.
The cargo tanks will normally be maintained at -130ºC or colder during a k) Set up the port manifold, numbered from forward to aft as
ballast voyage by drawing off the LNG vapour and using it as fuel in the main Position Description Valve
Open No.1 tank vapour valves CG100, CG101 follows. Most terminals only provide three loading arms.
generator engines. As long as the tanks are at this temperature, the cooling
down of the cargo liquid lines can begin. This operation must be started in Open No.2 tank vapour valves CG200, CG201
sufficient time before loading commences, with approximately 90 minutes Position Description Valve
Open No.3 tank vapour valves CG300, CG301
being required. Close Vapour free-flow valve to vapour manifold CG075
Open No.4 tank vapour valves CG400, CG401
Set No.1 mast riser control vent valve CG702
Open Vapour header block valve to No.1 mast CG701
LNG is introduced into the liquid crossover and liquid header at a limited flow Open No.1 port manifold double-shut valve CL014
riser
rate. The liquid flashes-off immediately due to the high temperature within the
Open No.1 tank liquid branch valve CL107 Open No.2 port manifold double-shut valve CL024
pipes, and the vapour that is generated is introduced to all of the tanks via the

SAMSUNG
filling valves which are 10% open and the pre-cooling is then carried out. Open No.2 tank liquid branch valve CL207 Open No.3 port manifold double-shut valve CL034
Open No.3 tank liquid branch valve CL307 Open No.4 port manifold double-shut valve CL044

Procedure for Cooling Liquid Lines Open No.4 tank liquid branch valve CL407
l) Request shore to supply LNG at a slow rate through all four
Open 10% No.1 tank filling valve CL100 loading arms.
In this case it has been assumed that the vessel is berthed port side to. Open 10% No.2 tank filling valve CL200
Open 10% No.3 tank filling valve CL300 The pre-cooling must be thoroughly monitored by observation of the
a) Check the connection of the liquid and vapour arms, temperatures and pressures. Temperature monitoring at the liquid header
Open 10% No.4 tank filling valve CL400
communications with shore, ship/shore electrical and pneumatic crossover connection and at each cargo tank is available at the IAS. As the filling

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connection and ESDS safety devices. Carry out safety tours. valves are already open, the pressure in the tanks will start to rise, bringing the
g) Prepare both HD compressors for use. Adjust the set point of
both HD compressors’ pressure control valve to 5.0kPa, or the tank pressures up together. As the pressure rises the HD compressors should be
b) Complete the relevant ship/shore safety checklist. started and controlled from the IAS.
required value.
When the shore terminal is ready to purge the manifold connections with m) When the temperature at the liquid header for the tanks has
h) On the HD compressors, open the following valves:
nitrogen. fallen to approximately -100°C, the liquid line is cooled down
and loading can commence.
c) Open liquid manifold ESDS valves. Position Description Valve
Open Compressor supply from vapour header CG704 Once the ship and shore pipelines have cooled down (about 90 minutes, but
Position Description Valve valve will vary with terminals), open all of the tank filling valves fully and commence
Open Port liquid manifold ESD valves CL012, CL022 Open Vapour free-flow valve to vapour manifold CG075 loading at the agreed rate. Ensure that the HD compressors are working in
CL032, CL042 Open No.1 HD compressor inlet valve CG903 automatic mode, and that as the loading rate increases, they are able to limit the
Open Shore vapour manifold valve CG072 Open No.2 HD compressor inlet valve CG904 tank pressure to 5.0kPa~10.0kPa gauge. If the compressors are unable to cope
with the volume of boil-off and displaced gas, it will be necessary to reduce
Open No.1 HD compressor outlet valve CG915
the loading rate.
d) Pressurise the loading arms and manifold, then leak test. Purge Open No.2 HD compressor outlet valve CG916
to atmosphere via the manifold drain valves until a reading of Automatic No.1 HD compressor surge control valve CG988
1% oxygen is obtained, then close the ESD valves. Note: It is important to patrol the deck area to monitor for cargo leaks. All
Automatic No.2 HD compressor surge control valve CG990 leaks, no matter how small, must be corrected immediately, even if this
e) Pressurise the vapour arm/manifold with nitrogen and leak test. Open Compressor supply valve to vapour CG900 requires slowing down or stopping the loading.
This is carried out with the vapour manifold closed. Purge the manifold
vapour arm to atmosphere via the manifold vent valve.
i) With the vapour manifold valve (port side) open, it will enable a
free-flow of gas to the terminal and is a check that the pipeline
layout on board has been arranged correctly.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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Cubal Cargo Operating Manual
Illustration 6.4.3a Cargo Loading with Vapour to Shore Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

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CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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6.4.3 To Load Cargo with Vapour Return to Position Description Valve h) Increase the loading rate in stages as agreed with the terminal at
Shore via the High Duty Compressor the pre-loading meeting.
Open Compressor supply from vapour header CG704
valve
It has been assumed for clarity of the following description that all of the valves i) Start the deballasting programme. Keep the draught, trim
Open Vapour free-flow valve to vapour manifold CG075 and hull stresses within permissible limits by controlling the
are CLOSED prior to use and that the ship is port side alongside.
Open No.1 HD compressor inlet valve CG903 deballasting.
Open No.2 HD compressor inlet valve CG904
Preparations Before Loading a Cargo Open No.1 HD compressor outlet valve CG915 j) Monitor the tank pressures in order to achieve a pressure of
Open No.2 HD compressor outlet valve CG916 about 5.0kPa-10.0kPa.
To prepare for cargo loading operations, proceed as follows:
Automatic No.1 HD compressor surge control valve CG988
• Switch on the unblocking level alarms in the custody transfer k) Start one or both of the HD compressors as necessary.
Automatic No.2 HD compressor surge control valve CG990
system and run a custody transfer print-out for official tank
gauging. Open Compressor supply valve to vapour CG900 Note: Ensure valve CG712 is closed once the HD compressor is started,
manifold otherwise vapour will circulate around the system.
• Confirm that the cargo system has been cooled down correctly.

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d) With the vapour manifold valve (port side) open, it will enable a l) Adjust the opening of the tank filling valves to maintain an even
Procedure for Loading Cargo with Vapour Return free-flow of gas to the terminal and is a check that the pipeline distribution.
layout on board has been arranged correctly.
a) Set up the loading valves on the cargo tanks as follows: m) Ease in the filling valve of each tank as the tank approaches full
e) Using the IAS, adjust the set point of No.1 mast riser control capacity. Arrange to terminate the tanks at 15 minute intervals
valve to the required value, for example 23kPa, so that this valve or in accordance with the terminal’s procedure.
Position Description Valve
will remain closed during normal running of the compressors,
Open No.1 tank vapour valves CG100, CG101 but would act in a safety capacity if necessary. n) The level alarms will sound when the tanks are at the following
Open No.2 tank vapour valves CG200, CG201

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levels: (Authors note: to be confirmed)
Open No.3 tank vapour valves CG300, CG301 f) Set up the port manifold, numbered from forward to aft as
follows. Most terminals only provide three loading arms. • High level alarm sounds at 97%, No.1 tank XX.XXXm,
Open No.4 tank vapour valves CG400, CG401
No.2 tank XX.XXXm, No.3 tank XX.XXXm and No.4 tank
Open Vapour header block valve No.1 mast riser CG701 XX.XXXm.
Open No.1 tank liquid branch valve CL107 Position Description Valve
Close Vapour free-flow valve to vapour manifold CG075 • High high level alarm sounds at 98%, standby to close
Open No.2 tank liquid branch valve CL207 valve. No.1 tank XX.XXXm, No.2 tank XX.XXXm, No.3 tank
Open No.3 tank liquid branch valve CL307 Set No.1 mast riser control vent valve CG702
XX.XXXm and No.4 tank XX.XXXm.
Open No.4 tank liquid branch valve CL407 Open Port liquid manifold ESD valves CL012, CL022
CL032, CL042 • The tanks are topped-off at 98.5% capacity in Nos.1, 2, 3
Open No.1 tank filling valve CL100 and 4 tanks. The filling valve will be manually closed from
Open No.1 port manifold double-shut valve CL014
Open No.2 tank filling valve CL200 the IAS. No.1 tank XX.XXXm, No.2 tank XX.XXXm, No.3
Open No.2 port manifold double-shut valve CL024 tank XX.XXXm and No.4 tank XX.XXXm.
Open No.3 tank filling valve CL300
Open No.3 port manifold double-shut valve CL034
Open No.4 tank filling valve CL400
Open No.4 port manifold double-shut valve CL044 Note: The independent extremely high level alarm will operate at 99%
b) Prepare both HD compressors for use. Adjust the set point of capacity and initiate an emergency shutdown. There is a preparatory alarm at
both HD compressors’ pressure control valve to 5.0kPa, or the g) Request shore to supply LNG at a slow rate through all the 98.5% which closes the individual tank loading valve if still open.
required value. loading arms. During the time of slow loading it is important
to patrol the whole deck area to monitor for all potential cargo CAUTION
c) On the HD compressors, open the following valves: leaks. All leaks, even the smallest one, must be corrected
The very high level alarms and shutdowns are emergency devices only
immediately, even if this requires slowing down or even
and should on no account be used as part of the normal topping-off
stopping the loading.
operation.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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o) Before topping-off the first tank, request the shore to reduce
the loading rate and continue reducing when topping-off each
following tank. When a tank is at its required level, close the
corresponding loading valve.

p) Slow down and stop the HD compressors as falling tank

pressures require. When the compressors are stopped, free-flow
vapour to shore via vapour crossover valve CG075.

q) Stop loading when the final tank reaches 98.5% capacity, minus
an allowance for line draining, and leave the tank loading valve
open. The final tank independent level alarm system is put into
OVERRIDE operation to prevent inadvertent automatic closing
at the 98.5% alarm and to allow draining of the lines.

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r) Return the nitrogen supply set points for IBS to +2mbarg and
IS equal to IBS +2mbar (with experience it may be found
unnecessary to raise the set points prior to cooldown).

s) Complete the deballasting operation to obtain an even keel

situation for final measurement. When the measurement is
completed, adjust the ballast tank levels for sailing condition.

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Note: An even keel is not strictly required, but many terminals prefer
the vessel to be upright and on an even keel for the final custody transfer
measurements.

t) Drain lines to final tank and carry out final custody transfer.

u) Disconnect the liquid and vapour arms.

v) Set up the LD compressor system for gas burning at sea if

the automatic gas burning control system is not already in
operation.

w) Adjust the ballast for departure trim condition.

x) Inhibit the high level alarms prior to proceeding to sea.

y) Open all tank valves to allow warming-up. These are normally

the loading valves, pump discharge valves and spray valves on
the tank domes.

WARNING
Per the IGC Code, no cargo tank can be loaded to more than the
maximum fill limit of 98.9% capacity. If a tank is accidentally loaded
to more than 98.9% capacity, then a pump in that tank shall be used to
pump the excess LNG to another tank or back to the loading terminal
before the final CTS measurement is taken by the gauging surveyor.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page of 14

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page 10 of 14

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Cubal Cargo Operating Manual
6.4.4 Draining and Inerting Manifold Pipes and b) Operate the following manually operated valves locally at the
Loading Arms manifold:

Position Description Valve

Introduction
Close No.1 port manifold manual shut-off valve CL014
When the loading operations are completed, draining and purging operations Open No.1 port manifold cooldown valve CS012
are carried out to remove all trapped liquid and vapour in the manifold
liquid pipes and loading arms in order that the loading arms can safely be c) Request the shore terminal to start the nitrogen gas supply and
disconnected. The system is provided with two-valve protection to prevent an to raise the pressure in the liquid arm to 300kPa (3 bar). That
accidental release of LNG. pressure is sufficient to force the liquid trapped in the large
cargo manifold piping to enter the 80mm diameter cooldown
To further prevent against accidental spillage, only one loading arm is to be pipe and be forced by the nitrogen vapour to rise up the 5 metre
disconnected at a time. The ship manifold is fitted with hinged manifold blanks, high vertical cooldown pipe into the spray main and flow into
which allow the blank flange to easily and quickly be swung into position after

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No.4 cargo tank.
the loading arm is disconnected. The gasket must be installed and at least four
bolts inserted and tightened in the blank flange before the next loading arm can It should take about 5 minutes to blow the liquid up the cooldown pipe. When
be disconnected. The ship’s staff are to complete the bolting of the blank flange the pressure in the liquid arms suddenly decreases to about 40kPa (0.4 bar),
at the same time the next loading arm is being disconnected. it indicates the liquid has been forced up and out of the large manifold pipes.
Continue the nitrogen purge for one minute, then close manual manifold
The cargo manifold is located about five metres below the crossover piping on cooldown valve CS001.
this ship, so the trapped LNG cannot drain by gravity to the cargo tanks.
Check for remaining LNG liquid by opening the liquid manifold manual drain
Nitrogen vapour from the shore terminal is used to blow the LNG liquid and valves.

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vapour in the liquid arms and ship manifold piping to the ship’s cargo tanks
through the spray piping system connecting the cargo manifolds to the cargo If LNG liquid is still in the pipe, repeat the above operations.
tanks.
When hydrocarbon readings obtained from a portable meter are less than 1.0%
Vapour in the vapour manifold is blown to the cargo tanks through the vapour HC by volume at the vent cocks, close the liquid manifold ESD valve and the
header by nitrogen gas supplied from the shore terminal. manifold cooldown valve.

Request the shore terminal to stop the nitrogen supply.

Operation
Slowly open the liquid manifold manual drain valves to ensure the pressure in
The procedure described below is based on draining and inerting the port side
the arm is at atmospheric, then close the valves and advise the shore terminal
No.1 cargo manifold to No.4 cargo tank.
it is safe to disconnect the loading arm.

Operation Procedure Repeat the above operation for each loading arm and manifold.

a) Operate the following valves: When all the liquid lines have been purged and disconnected, shut the ESD
valve on the vapour manifold and open the vapour bypass valve.
Position Description Valve
Request shore to purge with nitrogen until the portable meters read less than
Open No.4 tank spray valves CS408, CS409 1% HC by volume, close the vapour bypass valve.
Open No.4 cargo tank block spray valve CS403
Open Spray header valves CS701, CS071 Disconnect the vapour arm.
Open No.1 port manifold ESD valve CL012
Note: The above are a guide, individual terminals may require a different
disconnection sequence and procedure.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page 11 of 14

LIAH LIAH LIAH LIAH Sea and Ballast Water

Void
BA
501F

BA BA BA BA BA C.L.

Ship Side Ship Side Ship Side

Valve Control Valve Control Valve Control
To Inert Gas
ZI VC ZI ZI VC ZI Generator Z! VC ZI ZI VC ZI ZI VC ZI
BA481 BA481 BA481 BA025 BA025 BA025 BA027 BA027 BA027 BA480 BA480 BA480 BA490 BA490 BA490

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ZS ZS055 ZS ZS ZS059 ZS ZS ZS060 ZS ZS ZS056 ZS ZS ZS057 ZS
BA024F

BA481F VC ZI BA025F VC ZI BA027F VC ZI BA480F BA490F

From Fresh Water Spray

BA004F BA016F Pump and Bilge, Fire and
PIAHL
MM249 Gerneral Service Pump
Discharge

Low
High Sea Water Main Crossover Line Sea Chest
Sea Chest

Drawing Reference: MB601.15

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page 12 of 14

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6.4.5 Deballasting Operating Procedure to Deballast by Pumping Operating Procedure to Strip the Ballast Tanks Via the
Ballast Eductor
It is assumed that the main sea water crossover pipe is already in use, supplying Following on from gravitating:
other sea water systems, such as the main circulating system, therefore ballast Assuming all valves initially closed.
should not be run out through this line. a) Prepare the required number of ballast pumps for discharge to
sea via the port and starboard high overboard discharge valves. a) Set up ballast eductor using the water spray pump to supply the
(Normally only one or two pumps are used during deballasting, drive water.
Operating Procedure to Deballast by Gravity No.1 and No.3 in this following example.)
a) Set up the ballast system to run to sea via the ballast main Position Description Valve
overboard discharge line. Position Description Valve Open Eductor drive overboard discharge valve BA490F
Open No.1 ballast pump suction valve BA002F Open Eductor discharge valve BA101F
Position Description Valve Open No.3 ballast pump suction valve BA012F Open Eductor drive valve FD052F
Open Ballast line filling valves BA007F, BA015F Close Ballast pump suction bypass valves BA007F, BA015F Open Eductor suction valve BA036F

SAMSUNG
Open Ballast pump discharge line to overboard BA025F, BA027F Open Ballast main crossover valves BA004F, BA016F
crossover valves b) Confirm that the required ballast tank valves are open.
Open Ballast high overboard discharge valves BA481F b) Start the water spray pump to supply the eductors.
c) From the IAS, start the ballast pump(s).
Open Ballast main crossover valves BA004F, BA016F
Open Ballast rail main forward crossover valve BA501F c) Open the valve on first tank to be stripped.
d) Open the discharge valve on the pumps in use.

b) Open the valves on the tank(s) to be emptied as per the Position Description Valve Position Description Valve
deballasting plan, ensuring the vessel remains upright and
Open No.1 ballast pump discharge valve BA006F Open Forward port BA503F
stability is within the acceptable limits at all times.

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Open No.3 ballast pump discharge valve BA014F Open Forward starboard BA502F
Position Description Valve Open No.1 port BA505F
Ensure that ballast lines are not put under vacuum when changing from one set Open No.1 starboard BA504F
Open Forward port BA503F of tanks to another by opening the next set of tanks before those currently in
Open Forward starboard BA502F Open No.2 port BA507F
use reach the final level.
Open No.1 port BA505F Open No.2 starboard BA506F
Open No.1 starboard BA504F e) When the suction has been lost on all tanks, stop the pumps and Open No.3 port BA509F
Open No.2 port BA507F close the main ballast system down. Open No.3 starboard BA508F
Open No.2 starboard BA506F Open No.4 port BA511F
f) Strip the ballast tanks as required, it may be necessary to do this Open No.4 starboard BA510F
Open No.3 port BA509F after sailing.
Open No.3 starboard BA508F
d) When all tanks have been stripped, stop the spray pump and
Open No.4 port BA511F Note: Ballast main pressures are monitored via the IAS; pressure and close the eductor system down.
Open No.4 starboard BA510F vacuum alarms are provided in the IAS. Tank valves are interlocked with the
four level switches in the ballast ring main.
Note: The water spray pump is to be available at all times during cargo
c) Run ballast to the sea until it becomes necessary to start the operations, therefore educting during cargo operations may not be possible.
ballast pumps.

CAUTION Other Ballast Tanks

Great care must be taken in the operation of the ballast system to
The discharge of these tanks is carried out in the same manner as that used for
prevent damage to the glass reinforced plastic pipework. Damage is
the main ballast system, using the ballast pumps and stripping eductor.
generally caused by pressure surge due to sudden changes in the flow
rates. During deballasting, this can be caused by the opening of a full
or partly full tank into the main lines when under vacuum. Under no
circumstances should a vacuum be drawn on a closed ballast main.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page 13 of 14

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.4 - Page 14 of 14

6.5.1 Gas Burning Overview

6.5.2 Operational Overview of the Fuel Gas System

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page of 16

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page of 16

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Cubal Cargo Operating Manual
6.5 Loaded Voyage with Boil-Off Gas The cargo tank natural boil-off gas enters the vapour header via the cargo tank Forced Boil-Off Gas Burning
Burning gas domes where it is directed via the natural boil-off (NBO) mist separator to
one of the LD compressors. If the fuel consumption of the generators cannot be met by the gas supplied
by natural boil-off from the tanks, additional gas can be obtained by utilising
6.5.1 Gas Burning Overview The LD compressor then discharges the gas to No.1 or No.2 warm-up/boil-off the forcing vaporiser. This is fed by the fuel pumps, which are located in cargo
heaters. These heaters are sized and controlled so that they deliver the gas from tanks No.2,3 and 4, to supply the LNG liquid to the vaporiser via the spray
Natural Boil-Off Gas Burning the deck cargo system to the generators or the GCU at a nominal temperature main. The gas is then delivered from the forcing vaporiser, via the FBO mist
of 25°C, with the temperature being controlled by the operation of the bypass separator to the inlet of the fuel gas heaters. The outlet temperature of the gas
The primary objective of the two low duty (LD) compressors fitted in the cargo valves for the heaters. The heated gas is then delivered to the engine room for from the vaporiser is automatically controlled by the bypass valve that passes
machinery room is to maintain the cargo tank pressures and temperatures at the generators or for the GCU. the forced boil-off gas to the forced boil-off (FBO) mist separator and regulates
a preset level and to deliver the boil-off gas to the engine room at a constant the gas inlet temperature to the heaters.
pressure. Because the compressors are used to control the tank pressures in The LD compressor’s inlet guide vane position is governed by the cargo tank
this way, the compressor output can vary and will correspond directly to the pressure in relation to the required pressure, while the flow of gas through The LNG vapour from the vaporiser then passes directly to the warm-up/
conditions in the tank. the operating compressor is controlled by adjusting the variable guide vane boil-off heaters, No.1 and No.2, where it mixes with the output from the LD

SAMSUNG
position. compressor to maintain a pressure of 510kPa (5.1 bar) in the fuel gas line to
During all periods that the vessel is in service and is ‘gassed up’, the boil-off the engine room.
from the tanks will be burnt as fuel in the ship’s main generating plant or During periods of minimum flow, the gas delivered to the compressor should be
disposed of in the gas combustion unit (GCU). This gas burning operation is around -140°C in order to provide sufficient pressure for feeding the generators The forcing vaporiser is automatic in operation and will be started through the
initiated from the cargo tanks and controlled by the ship’s engineers from the with gas at 650kPaA. A spray cooler is situated before the NBO mist separator IAS if the natural boil-off rate from the cargo tanks is insufficient to maintain
engine control room (ECR). and can be used as necessary to cool the vapour by liquid injection. The cooled the system pressure and meet the generator demand.
vapour then passes through the mist separator unit to remove any droplets of
Under normal operating conditions when the vessel is at sea, one LD LNG. As detailed in the section for natural boil-off gas, when the vessel is in port,
compressor and one fuel pump for the spray coolers will be running to supply only one generator will be required to be in use. In this situation the output
Note: If the cargo tank pressure continues to increase because the fuel gas from the vaporiser and the LD compressor will be in excess of the fuel gas

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fuel gas to the engine room to ensure that a stable gas supply to the generators
is achieved. consumption of the power generating plant is not sufficient to burn all of the demand of the engine, therefore the forcing vaporiser will be shut down.
boil-off gas, the GCU is used to burn any excess gas.
When a fuel pump is in operation it will maintain a pressure of 800kPa (8 bar) in
Note: Any of the fuel pumps can be used to supply the LNG liquid for the
An additional spray cooler is situated on the outlet from each LD compressor the spray main, but should the pressure exceed 800kPa, the spray return valves
spray coolers and vaporisers, with the condensate from the mist separators
to the heaters and can be used, as necessary, to cool the vapour by liquid for tank No.3 or No.4 will open and return the excess LNG to the tank.
being returned to the tank supplying the LNG liquid.
injection down to the heaters design inlet temperature of -40°C for boil-off gas
operations. If switched to AUTOMATIC, the fuel pumps can be controlled by the IAS. The
If for any reason the boil-off cannot be used by the generators, or if the volume
fuel pumps are arranged not to stop automatically and so this must be done
is too great for the requirements of the generating plant, any excess gas will be
The cargo and gas burning piping system is arranged so that excess boil-off gas manually through the IAS, but they are protected with a time delayed trip if
burnt in the gas combustion unit.
can be vented should there be any inadvertent stopping of gas burning in the a low pump discharge pressure is detected after starting, and they can also be
engine room or GCU plant. The automatic control valve at the main mast riser stopped through the emergency shutdown system (ESDS). If the fuel pumps
When the vessel is either alongside a shore side terminal or at anchor, only one
can be used for this purpose, but only as a last resort. are switched to MANUAL, they can both be started and stopped remotely/
main generator will normally be in operation and connected to the switchboard.
manually through the IAS workstation mimic.
In this situation the fuel gas demand may be lower than the minimum discharge
capacity of one compressor. During these conditions, and to prevent the If the gas header pressure falls to less than 2.0kPa above the IBS pressure, an
alarm will sound. If a LD compressor only is running to supply gas to the generators, its load
compressor from surging, sufficient gas flow is maintained by returning the
is controlled by engine demand. If the forcing vaporiser is in use as well, the
excess gas from the compressor, either ashore via the vapour main or to the
In the event of automatic or manual shutdown of the gas burning system, or compressor is controlled by the tank pressure and the vaporiser by engine
(GCU) where it is burnt. The LD compressor automatic anti-surge valves
if the tank pressure falls to 1.0kPa above the insulation space’s pressure, the demand.
have been connected to the vapour crossover, because connecting them to the
compressor suction as on a single-stage machine would lead to a rapid increase automatic valves will close and the gas burning supply line to the engine room
in suction temperature when they are open. will be purged with nitrogen.

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Illustration 6.5.2a Gas Firing Without Forcing Vaporiser Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
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CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
LNG Vapour (Warm)
Inert Gas/Dryer
Plant from Engine Room

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CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page of 16

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6.5.2 Operational Overview of the Fuel Gas Position Description Valve
System Open Fuel gas supply valve to engine room CG938

Introduction c) Prepare No.1 warm-up/boil-off heater to supply the engine

room with boil-off gas for the power generating plant and CGU
There are two basic operating modes on the fuel gas system and these are line.
forcing or non-forcing vaporisation, which may occur under the following
situations: Position Description Valve
• The vessel is at sea or in port but has no liquid or vapour line Open Inlet valve to No.1 warm-up/boil-off heater CG917
connections to the shore terminal. Automatic No.1 warm-up/boil-off heater control valves CG921, CG922
• The vessel is in port with vapour and liquid connections to the Open Fuel gas supply valve to engine room CG936
shore terminal. (It is not necessary to burn the excess vapour
generated by the automatic gas control system in the GCU, but d) Prepare the spray cooler for cooling of vapour from No.1

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to return the excess vapour to shore). compressor and open the valves in accordance with the
following table:

Operating Procedure Without Forcing Vaporisation Position Description Valve

It has been assumed that No.1 LD compressor is to be used and that all valves Open Liquid inlet valves to spray cooler CS971, CS972
are closed prior to use. Automatic Temperature control valve to the spray CS910
cooler
a) Prepare NBO separator and the pre-cooler with the following Locked Inlet valve to spray cooler CS934

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valves open: open

Position Description Valve e) Open the vapour dome valves to the vapour line and the vapour
Open Vapour header to compressor supply line CG704 line to:
Open Inlet to NBO mist separator CG907
Position Description Valve
Automatic Temperature control valve to the spray CS909
cooler Open No.1 vapour dome outlet valves CG100, CG101
Locked Inlet valve to spray cooler CS963 Open No.2 vapour dome outlet valves CG200, CG201
open Open No.3 vapour dome outlet valves CG300, CG301
Open Cargo tank return drain valve CS961 Open No.4 vapour dome outlet valves CG400, CG401
Automatic Cargo tank return drain control valve CS907
f) Prepare No.4 fuel pump for operation and then open the
b) Prepare No.1 LD compressor to supply the engine room with following valves:
boil-off gas for the power generating plant.
Position Description Valve
Position Description Valve Open Fuel gas line block valve CS706
Open No.1 LD compressor inlet valve CG901 Open No.4 cargo tank fuel pump discharge valve CS410
Open No.1 LD compressor outlet valve CG913 Open No.4 cargo tank fuel pump tank return valve CS409
Automatic Surge valve for No.1 compressor CS905 Open No.4 cargo tank fuel pump tank control valve CS412
Open Surge control isolating valve CS941
Open No.1 LD compressor fuel gas surge supply CG985,
valves CG987
Automatic No.1 LD compressor fuel gas surge supply CG986
valve

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page of 16

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Illustration 6.5.2b Gas Firing With Forcing Vaporiser Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
LNG Vapour (Warm)
Inert Gas/Dryer
Plant from Engine Room Condensate

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CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page of 16

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Operating Procedure With Forcing Vaporisation Position Description Valve
Open Liquid inlet valves to spray cooler CS971, CS972
It has been assumed that No.1 LD compressor is to be used and that all valves
are closed prior to use. Automatic Temperature control valve to the spray CS910
cooler
a) Prepare NBO separator and the pre-cooler with the following Locked Inlet valve to spray cooler CS934
valves open: open

Position Description Valve e) Open the vapour dome valves to the vapour line and the vapour
line to:
Open Vapour header to compressor supply line CG704
Open Inlet to NBO mist separator CG907
Position Description Valve
Automatic Temperature control valve to the spray CS909
Open No.1 vapour dome outlet valves CG100, CG101
cooler
Open No.2 vapour dome outlet valves CG200, CG201

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Locked Inlet valve to spray cooler CS963
open Open No.3 vapour dome outlet valves CG300, CG301
Open Cargo tank return drain valve CS961 Open No.4 vapour dome outlet valves CG400, CG401
Automatic Cargo tank return drain control valve CS907
f) Prepare No.4 fuel pump for operation and then open the
following valves:
b) Prepare No.1 LD compressor to supply the engine room with
boil-off gas for the power generating plant.
Position Description Valve
Position Description Valve Open Fuel gas line block valve CS706

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Open No.1 LD compressor inlet valve CG901 Open No.4 cargo tank fuel pump discharge valve CS410
Open No.1 LD compressor outlet valve CG913 Open No.4 cargo tank fuel pump tank return valve CS409
Automatic Surge valve for No.1 compressor CS905 Open No.4 cargo tank fuel pump tank control valve CS412
Open Surge control isolating valve CS941
g) Prepare the forcing vaporiser and set the following valves:
Open No.1 LD compressor fuel gas surge supply CG985,
valves CG987
Position Description Valve
Automatic No.1 LD compressor fuel gas surge supply CG986
valve Open Forcing vaporiser inlet valve CS901
Open Fuel gas supply valve to engine room CG938 Automatic Forcing vaporiser supply control valve CS903
Automatic Forcing vaporiser temperature control valve CS904
c) Prepare No.1 warm-up/boil-off heater to supply the engine Open Outlet valve from forcing vaporiser CS929
room with boil-off gas for the power generating plant and CGU
line. h) Prepare the FBO separator as follows:

Position Description Valve Position Description Valve

Open Inlet valve to No.1 warm-up/boil-off heater CG917 Automatic Temperature control valve to the spray CS912
Automatic No.1 warm-up/boil-off heater control valves CG921, CG922 cooler
Open Outlet valve to fuel gas line CG936 Open Inlet valve to spray cooler CS960
Open Cargo tank return drain valve CS962
d) Prepare the spray cooler for cooling of vapour from No.1 Automatic Cargo tank return drain control valve CS908
compressor and open the valves in accordance with the Open FBO oultlet valve CS920
following table:

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page of 16

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To Prepare the Gas Combustion Unit for Operation e) Press the Operation pushbutton, followed by the LOCAL Ship in Open Sea After Loading
(Authors’ Note: No information available, all to be confirmed.) operation key. When the ship has been loaded and is in open sea mode, the gas inlet to the
The description detailed below applies to the operation of the gas combustion forcing vaporiser is normally blocked and only allowed to operate if the inlet
unit with the valve numbers being as detailed in illustration 2.6.8a of the f) Press the Manual Mode Status pushbutton and ensure that the temperature is less than -135°C. After loading, this temperature could be as
Machinery Operating Manual. It has been assumed that power is available to Manual mode is activated. high as -80°C, and so until the temperature has been sufficiently reduced, the
the BCC and PCC control panels and that the GCU is switched to manual/ engines power will be ramped (blocked) until the inlet temperature has dropped
remote operation. g) Press the acknowledge Alarm pushbutton on the bottom right- and the forcing vaporiser brought into operation.
hand side of the screen to cancel any alarms.
a) Check the gas combustion unit is secure and that the burner Fuel gas is now being supplied to the main generators by both the LD
module is correctly mounted. This is particularly important after h) Press the Operation pushbutton. compressor and the vaporiser, with excess vapour being burnt in the GCU and
any maintenance periods where the burner has been removed or excess liquid being returned to the tank it came from.
disturbed. i) Press the Line Activate pushbutton.
Note: If the vaporiser has been stopped during cargo operations, it is
b) Ensure that control air is available to the unit for use by the j) Select which mode is required, in this case Free Flow.
necessary to start it before the vessel’s departure.

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pneumatic valves and for the MDO burner and pilot burner
atomisation.
Procedure for Testing Gas Combustion Unit Procedure For Testing the Gas Combustion Unit on Free-Flow
c) Check that the fuel gas and gas oil and diesel oil supplies to the When at Sea
burners are in order and ready for service. CAUTION (Author’s Note: No information available, all to be confirmed.)
The vapour heaters and the forcing vaporiser should be thoroughly Note: The vaporiser header pressure is to be above 14kPa to prevent the GCU
d) Confirm the gas combustion unit safety features are operational preheated with steam before the admission of LNG vapour. This protects tripping on minimum gas pressure, which is set at 5kPa.
and that the controllers are set in accordance with their the heat exchangers from the formation of ice.
specifications.
Fuel Gas System Condition

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Note: Personnel should always be present when the heater and vaporiser are
e) Press the Lamp Test pushbutton to ensure that all indicator put into operation, to locally monitor the temperature in the steam exhaust
lamps are operational. • One LD compressor in use on high speed, supplying the
line and the vapour outlet. During local operation, all monitoring facilities
generator engines at a pressure of 510kPa.
are available via the IAS display screens.
• Forcing vaporiser may also be in use with the LD compressor on
Procedure for Starting the Plant for Local Operation
NBO control.
Harbour Mode
To start the burner, proceed as follows: • GCU screen 141 Fuel Gas Management - GCU in BOG Disposal
When in harbour mode there is normally only one generator engine connected mode.
to the switchboard, and with the vapour line connected to the shore terminal,
a) Switch on the burner control by the master switch to the ON
the GCU reverts to its standby mode. In harbour mode, an LD compressor GCU screen 133 - Fuel Gas Network:
position 1.
will be running, the vapour line will be connected to shore, a fuel gas pump
running, but the forcing vaporiser shut down. • CGXXXX open.
The Control Voltage On lamp will show a steady green light.
• CGXXXX open.
b) Press the Acknowledge pushbutton on the HMI operating panel Ship in Empty Condition and Leaving Port on Ballast Voyage • CGXXXX shut and in Remote and Automatic mode.
to reset any alarms. With the vessel having been discharged but with the vapour line still connected, • CGXXXX open.
close the connection to the shore terminal. The GCU will then operate to burn
The GCU will be on operation level 7 and will require to be changed to any excess gas that cannot be used in the main generator(s). The gas flow • CGXXXX open.
operation level 6. from the LD compressors will reduce, the forcing vaporiser will not be in use • CGXXXX open.
but a fuel gas pump will be running. Switching the forcing vaporiser to the
c) To gain access to operation level 6, login as OPE6 (insert MANOEUVRING condition (which is only applicable in the ballast condition)
- PRESS ENTER) and enter the password (insert - PRESS provides the system with time to remove gas from the vaporisers supply line a) Switch the CGU off BOG Disposal mode.
ENTER). until an inlet temperature of -135°C has been attained at its inlet. This may take
between 10 and 13 minutes to achieve. As the load on the engines increases, b) Close valve CGXXXX.
d) Press the Login pushbutton, which allows the changeover to the forcing vaporiser will then be started by the IAS, and after reaching a
operation level 6. predetermined flow rate through the vaporiser, the GCU will be switched to c) Open valve CGXXXX.
standby mode.

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OPERATIONAL SCREENSHOTS TO BE INERTED TO FLOW WITH TEXT
OVER THE NEXT PAGES (to be obtained on verification trip)

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d) Reset the activated alarm - CGU Line Pressure 30PT5BA and i) Close valve CGXXXX and then go to the Use Operator Set Point q) On GCU screen 132, select the arrow transfer load set point at
30PT5BB Excessive Difference. box and deselect, which will put the Fuel Gas High Pressure the bottom of the GCU Control column, which transfers to IAS
controller back into Remote Manual mode. screen 133 Fuel Gas Network.
e) Close valve XXXX.
The SV box is greyed-out. r) Select Tank Pressure Control With GCU - Tank Pressure PID
The fuel gas high pressure controller changes to Remote Manual mode. Controller to GCU SV and change over to Manual mode and
j) Close valve CGXXXX. adjust the GCU load as required.
f) On GCU screen 130 - LD Compressor Aft Cooler, open the
either valve CGXXXX or CGXXXX, Hot Gas to CGU, on the k) Open valve CGXXXX. s) Stop the GCU by lowering the load to zero.
compressor which is not in use.
The Fuel Gas High Pressure controller goes back to Remote Automatic mode. t) Select the GCU screen 110 Vent Mast and raise the Laden or
The following alarms are activated when the Hot Gas to the GCU valve is Ballast gauge pressure SV to 1kPa above the Vapour Header
open: l) Select GCU screen 141 Fuel Gas Management and select CGU pressure.
• LD compressor external FGS trip. BOG Disposal mode.

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The GCU will go to Standby mode, the main gas burner will extinguish and the
• LD compressor common trip. gas igniter will flash and operate continuously.
To Test the BOG Disposal Mode Operation on Both the A and B Trains
• LD compressor emergency stop.
m) Confirm that: u) Increase the SV by 2kPa above the Vapour Header pressure.
• GCU line flow to CGU unhealthy.
• Gas Train Selection/Status for A and B trains remote control
is available The GCU will stop and the gas igniter will extinguish.
The gas combustion unit can now be operated on Free Flow mode.
• Common alarms and trips are cleared Although the GCU is indicating Stopped on the GCU screen 132 Control
Procedure to Put the GCU Back into BOG Disposal Mode • One gas train is selected column, it is still ready to cut-in automatically. On the local GCU control
panel screens, a message informs the operator that the GCU is stopped but on

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a) Close either valve CGXXXX or CGXXXX, Hot Gas to CGU, on standby.
n) Select GCU screen 110 Vent Mast and select either Laden
the compressor which is not in use. or Ballast gauge pressure CTRL PID SV box (refer to IAS To test the other gas train, deselect the gas train used, wait until the Duty
screen 141 Fuel Gas and BOG Management - Voyage Mode Selection box stops flashing and click on the other duty selection box.
b) On the GCU screen 133, open valve CGXXXX. Condition).

This valve is not normally in operator control and is controlled by the Cargo Carry out the same procedure for this gas train by adjusting the Laden/Ballast
The control window appears with the current reference (SV will be set at 17 Pressure CTRL set point.
Tank Low Pressure controller and the Fuel Gas High Pressure controller. to 18kPa).

c) On the GCU screen 133, click on the Fuel Gas High Pressure o) Lower the Laden or Ballast gauge pressure SV down to the same Procedure for Starting No.2 LD Compressor With Two BOG
Controller SV box to reveal the PID controller. value as the Vapour Header gauge pressure, as measured by 8- Heaters in Use
PX-VR63. (Authors Note: No information available, all to be confirmed.)
d) Select PID RESPONSE configuration to reveal the Fuel Gas
High Pressure Controller screen. Spray System Line-Up
On GCU screen 132, in the top right-hand corner, the Start Required light will
turn green and the GCU will go to Standby mode, with the gas igniter operating a) Open the valve CSXXXX, LNG supply to vaporisers via the IAS
e) At the bottom left-hand corner, select the Use Operator Set continuously. screen 102 Fuel Gas Management Overview.
Point to reveal the Confirm screen and select OK.
p) Lower the Laden or Ballast gauge pressure SV to 1kPa below b) Manually open the valves in the following table:
f) Return to the GCU screen 133, where the Fuel Gas High the Vapour Header pressure measured by 8-PX-VR63.
Pressure Controller SV box is no longer coloured grey and valve
Position Description Valve
CGXXXX can now be opened manually. The GCU will go to Normal burner operation with the main gas burner
Open LNG supply to sprayer cooler CSXXXX
operating and the gas igniter extinguishing.
g) Open valve CGXXXX slowly to a maximum of 10% and equalise Open Recirculation master CSXXXX
the pressure in the CGU and the fuel gas lines. Note: Take care at this point, as the GCU load setting may ramp-up rapidly, Open Recirculation to cargo tank No.4 or CRXXXX or
depending how far the SV has been lowered. recirculation to cargo tank No.3 CRXXXX
h) Once the pressure is equalised, open valve CGXXXX. Open Pre-cooler manual needle valve CSXXXX

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page 11 of 16

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Position Description Valve Engine After-Cooler Vapour Path i) Select PID RESPONSE Configuration, to reveal the Fuel Gas
The vapour path to the generator engines is via valves CGXXXX, CGXXXX, High Pressure Controller screen, in the bottom left-hand corner
Open After cooler manual needle valve CSXXXX
the engine after-cooler valve CGXXXX, through No.2 BOG heater and valves select the Use Operator Set Point, a confirm window appears,
Open Generator engine after-cooler manual needle CSXXXX select OK.
valve CGXXXX and CGXXXX.

Valve CGXXXX is open; valve CGXXXX is in Remote Manual control and j) Return to screen 133, the Fuel Gas High Pressure Controller
Vapour System Line-Up valves CGXXXX and CGXXXX are closed. SV box is no longer greyed-out and valve CGXXXX can now be
opened manually to 100% to gas-up the fuel lines.
c) Open the valve CS-601, LNG supply to compressors via the IAS
screen 102 Fuel Gas Management Overview. Gassing-Up the GCU and the Fuel Gas Lines Sequence Allow 15 minutes for gassing-up of the fuel gas lines via GCU Free Flow mode
a) Select screen 133 Fuel Gas Network and open CGXXXX. to ensure gassed right up to valves CGXXXX and CGXXXX.
d) Manually open the valves in the following table:
b) Select screen 132 Gas Combustion Unit and select the Line Gas k) Open valves CGXXXX, CGXXXX and CGXXXX; open valve
Position Description Valve Up Mode (By Vent). CGXXXX 100% and gas-up the fuel gas and GCU lines at the

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Open NBO supply valve to mist separator CSXXXX same time.
• The GCU Gas A train bypass valve XXXX, safety shut-off
Open No.1 LD BOG compressor suction valve CSXXXX
valve (also called main gas valve) 151 and automatic vent l) Select Line Gas Up Mode (By Vent), the sequence duration is
Open No.2 LD BOG compressor suction valve CSXXXX valve 153 open.
20 minutes.
Open No.2 LD BOG compressor hot gas valve to CSXXXX
• Approximately 15 seconds later the GCU Gas B train
GCU
bypass valve XXXX, safety shut-off valve (also called main m) At some point during the 20 minutes, open valve CGXXXX for
Close No.1 LD BOG compressor hot gas valve to CSXXXX gas valve) XXXX and automatic vent valve XXXX open. a few minutes to gas-up this short section of line, then close the
GCU valve again.
Note: Opening up the manual vent valves situated on each gas train by the
e) If using No.4 cargo tank spray pump, manually close valve CS-

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gas pilot burner lines can enhance the gassing-up procedure. n) Close valve CGXXXX, then go to the Use Operator Set point
703, aft spray main isolator. box and deselect. This will put the Fuel Gas High Pressure
The line Gas Up Mode (By Vent) duration time is 20 minutes. Controller back into Remote Manual mode and the SV box will
f) The time for the initial line cooldown can be reduced by be greyed-out.
clearing the spray header of vapour via valve CSXXXX and No.3
Wait until the sequence selects GCU Burner Stop before proceeding.
cargo tank spray return valve CSXXXX. Valve CSXXXX is then
closed. Procedure for Starting No.1 LD Compressor
c) Close the manual vent valves.
(Author’s Note: No information available, all to be confirmed.)
g) If using No.3 cargo tank spray pump, open valve CSXXXX. The Procedure assumes the selected spray pump is started and the spray main
d) Once the sequence has finished select Free Flow on gas train
time for the initial cooldown can be reduced by clearing the pressure is set at 850kPa.
selected.
spray header of vapour via No.4 tank return valve CSXXXX.
e) Locally check the combustion chamber pilot burner and main Note: It takes approximately one hour to cool down the spray line.
h) Ensure that the forward spray main isolator manual valve
flame condition, fuel system, compressed air system, dilution
CSXXXX, spray crossover isolator manual valve CSXXXX and a) Select screen 129 NBO Mist Separator and open valve CSXXXX
fan, combustion fan(s) and cooling fan.
the liquid line cooldown manual bypass valve CSXXXX are all 15 to 20% to cool down.
closed.
f) Select screen 133 Fuel Gas Network and open Master Gas
Valves CGXXXX and CGXXXX to gas-up the fuel line. b) Once down to –105ºC to -115ºC, put into auto, using auto level
i) Ensure that the liquid to vaporisers isolator valve CLXXXX is control or timed level control.
closed.
g) Select screen 133 and open valve CGXXXX.
Note: Regularly check that the compressor house vapour line is free of
Valve CLXXXX can be opened momentarily to reduce the line cooldown time, liquid.
This valve is not normally in operator control and is controlled by the Cargo
then closed.
Tank Low Pressure Controller and Fuel Gas High Pressure Controller.
c) Once frosting of pre-cooler nozzle line is observed, select
GCU After-Cooler Vapour Path h) On screen 133, click on Fuel Gas High Pressure Controller SV screen 132 GCU Operating on Free Flow mode and select GCU
Opening valve CGXXXX provides the vapour path to the GCU via the after- box to reveal the PID controller window. Compressor Start mode.
cooler, CGXXXX, No.1 BOG heater and valves CGXXXX and CGXXXX.
d) Check the No.1 LD VDV 1st stage are at 0%.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page 12 of 16

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e) Select screen 126 and select LD Comp. Sequence Status. On screen 133, Fuel Gas Network valve CGXXXX is not normally in operator u) Select screen 141, Fuel Gas and BOG Management and select
control, as Cargo Tank Low Pressure Controller and Fuel Gas High Pressure GCU tick box for BOG disposal (at least one engine has to be
On screen 280 there are four options: Controller controls it. If required, open valve CGXXXX manually to equalise on gas).
the pressures in engine line and GCU line.
1. Start compressor on GCU.
v) Select screen 110, Vent Mast and select ballast/laden gauge
2. Select compressor to maintain tank pressure by GCU. l) To change to Manual mode, click on Fuel Gas High Pressure pressure setting and adjust to at least 1kPa above vapour header
3. Select compressor to fuel gas control (gas burning engines Controller SV box, then select PID Response Configuration, pressure. The GCU will change over to Standby mode.
already running). tick box Use Operator Set Point. The manual set value is no
longer greyed-out and valve CGXXXX can be opened. If the vapour header pressure drops to 2kPa below the ballast/laden gauge
4. Select compressor to fuel gas control (gas burning engines not pressure setting, the standby indication is removed and the GCU screen
already running). m) Once the pressures have equalised, shut valve CGXXXX and put indicates GCU burner stop.
Fuel Gas High Pressure Controller back into Auto by removing
f) Select option 1, tick box and start No.1 LD on automatic the tick in the Use Operator Set Point box. If the vapour header pressure rises to the value set on screen 110, Vent Mast
sequence, select steps to the right-hand side of that option. with the LD running and the GCU in Standby mode (gas pilot burner in use,

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n) Open valve CGXXXX and close valves CGXXXX and CGXXXX. one cooling fan, one dilution fan and one combustion fan running) it will
g) Select screen 281 - LD 1 Compressor Start sequence. GCU after-cooler changes back to Manual, valve CSXXXX change over to normal burner operation – gas burner in use.
closes to 0%.
Once -90ºC is achieved at LD suction, maintain the suction temperature below If the GCU is changed to Standby Eco mode (gas pilot burner in use with one
–80ºC for 5 minutes (compressor discharge high temperature alarm -110ºC, o) Open valve CGXXXX, the Fuel Gas High Pressure Controller cooling fan running) and the vapour header pressure rises to the value set on
trip -115ºC). goes into Auto and will open if the fuel gas line pressure reaches screen 110 Vent Mast with the LD running, an alarm will be activated to advise
530kPa in Ballast, and 550kPa in Laden. the operator to start the GCU.
h) Select screen 130. At the same time as waiting for LD suction
line to cool down, open the GCU after-cooler control valve p) Immediately after opening valve CGXXXX, select LD compressor
CSXXXX to cool down line, then put into auto at SV of -45ºC. Procedure for Starting No.2 LD Compressor When No.1 LD

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flow control, select Cascade Control – fuel gas control, then put
engine after-cooler into Auto with an SV set at 20ºC. Compressor is Already Running and Supplying Fuel Gas to
i) Manually open valve CSXXXX 5% to cool down line to engine the Generator Engines
after-cooler. The gas pressure gradually builds up to 510kPa, which is delivered to the GCU (Author’s Note: No information available, all to be confirmed.)
and up to valves CGXXXX and CGXXXX. Current condition:
j) Chime (select) for high speed, 1st VDV change to 6% open, shut
• Spray pump running supplying the compressor house with fuel
valve CGXXXX. q) Select screen 133 Fuel Gas Network and open valve CGXXXX. gas requirements.
Keep eye on 2nd stage VDV position and allow time for surge valve to close. r) Once valve CGXXXX is open and sequence 51 has commenced • No.2 LD compressor running at high speed on Engine Fuel
on screen 287 Gassing up Sequence Status, select steps on right- Gas line (510kpa) via Engine After Cooler, No.2 BOG Heater,
k) Select tick box - High speed selected, there is a delay to check hand side. valves CGXXXX, CGXXXX and XXXX.
back-pressure, 1st stage VDV ramped to 8%, there is a delay to • Engine Fuel Gas line crossed-over into GCU line via valve
check back-pressure, 1st stage VDV ramped to 10%, there is Confirm that the sequence is successful on screen 288 Port/Stbd Gas Valve CGXXXX.
a delay to check back-pressure, GCU changes over to normal Hood Room Supply Lines Gassing Up Sequences.
burner operation. • Over-pressure system set up as normal – valve CGXXXX in
auto set at 530kpa (Ballast) 550kpa (Loaded), valves CGXXXX,
s) Inform engine control room that engines can be changed over to CGXXXX and CGXXXX are open. All tank vapour dome valves
On screen 126, No.1 LD is now automatically changed to GCU pressure gas.
control SV 400kPa. open.
Wait till engines are on gas and stable before putting GCU on standby.
Note: When the system is running as above and you want to start an
t) On screen 133 Fuel Gas Network, manually reduce the load on additional LD compressor on the GCU to control tank pressure, follow the
procedure below implicitly, otherwise you risk tripping the compressor that
the GCU using Tank Pressure Control with GCU.
is already running and having to vent due to high tank pressures.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page 13 of 16

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a) Step 1 – Isolate the Engine Line from the GCU Line: e) Step 4 – Start No.1 LD compressor in high speed, supplying the Procedure for Starting the Forcing Vaporiser
GCU. (Author’s Note: No information available, all to be confirmed.)
• Reduce the load on the GCU (if running) to minimum and
stop the GCU. • Ensure BOG Disposal mode by the GCU is not selected on With the low duty BOG compressor is on high speed, supplying gas to the gas
page 141 Fuel Gas and BOG Management. combustion unit and/or the engines, proceed as follows if the forcing vaporiser
• Close valve CGXXXX (this will cause the high pressure is required.
controller to switch to manual) • Close No.1 LD compressor vanes to 6%.
• Close valve CGXXXX • Start No.1 LD compressor in High Speed. (Keep a good a) Open the drains cooler fresh water inlet valve FCXXXX and
check on NBO mist separator.) outlet valve FCXXXX.
• Close valve CGXXXX
• Select the GCU line pressure controller and set it to AUTO.
• Open valve CGXXXX4 b) Open the drains cooler inlet valve CSXXXX and outlet valve
This will increase the GCU line pressure to 400kpa.
• Wait until the GCU line pressure falls to 25kPa CSXXXX, and close the drains cooler bypass valve CSXXXX.

You have now isolated the Engine Line from the GCU Line and are ready to f) Control the GCU load using the Tank Pressure Control by GCU c) Open the gas vent drain tank outlet valve CSXXXX.
start the GCU in Free Flow or Compressor Start mode. on page 133 Fuel Gas Network.

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d) Ensure that the cargo steam supply system is up to pressure and
The operator can now put the Tank Pressure Controller by GCU in Auto mode, that the forcing vaporiser steam supply valve CSXXXX is open
b) Step 2 – Start the GCU in Free Flow or Compressor Start mode. and that the shell has been vented.
maintaining a desired Vapour Header Pressure, or use the controller in Manual
Start No.1 LD compressor in Manual mode.
mode using the load percentage.
• Open the GCU after-cooler valve CSXXXX 10% to begin e) Check that the drain pot level isolating valves are open.
cooling. Keep a good eye on the GCU after-cooler temperature PID set point.
f) Check that the condensate return valves CSXXXX and CSXXXX
• Select Free Flow or Compressor Start mode on the GCU. are open and ensure that the drain trap bypass valve CSXXXX is
The oil burner ignites. Sequence to Shut Down the LD Compressor and the GCU closed.

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• Ensure all start permissives are available on No.1 LD
• Ramp-down the load on the GCU to a minimum.
compressor. g) Check that the following valves are open:
• Change to Manual control on the LD compressor vanes and
• Start No.1 LD compressor in Manual mode at low speed. • Cargo spray system supply valve CSXXXX to the forcing
reduce to 0.
(You can start the LD in sequence if you wish.) vaporiser
• Stop the LD compressor.
• Open valve CGXXXX. • Forcing vaporiser outlet valve CGXXXX and FBO mist
• Stop the GCU. separator outlet valve CGXXXX.
• Main gas burner on.
• Shut valve CGXXXX (No.1 heater outlet).
• Set the GCU after-cooler to 45°C in Auto mode. h) Check that the LNG vaporiser emergency crossover valve
• Open valve CGXXXX. CGXXXX is closed.
• Open valve CGXXXX to 5% and allow the line pressures to
c) Step 3 – Cool No.1 LD compressor suction down to <-90°C, i) Select screen 123:
equalise.
maintain <-80°C for 5 minutes.
• Shut valve CGXXXX and untick operator Set Point. • Ensure forcing vaporiser Vaporiser High Pressure Control is
in automatic with a set value of 800kPa.
Note: Keep a good eye on the NBO pre-cooler during this time. It might be • Close valve CGXXXX.
prudent to change over to manual on valve CSXXXX until you have cooled • FBO Liquid Separator - put the FBO liquid separator level
No.1 LD compressor suction down to temperature. • Open valve CGXXXX. control into automatic and then enter a set value of 25%.
• Open valve CGXXXX (valve CGXXXX changes to Auto on the
fuel gas pressure line). j) Select screen 124:
d) Change back over to Auto, maintaining -100°C at NBO mist
separator outlet. • Open valve CGXXXX slowly. • Forcing vaporiser - with only temperature in manual control,
open valve CSXXXX to 10%.
• Reset the BOG disposal to the GCU.
• Forcing vaporiser – with flow in manual control, open valve
• Check the outlet temperature on the NBO separator.
CSXXXX to 15%.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page 14 of 16

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k) Select screen 123: Changing Over the Spray Pumps • Open up No.2 tank spray master valve CSXXXX gradually in
(Author’s Note: No information available, all to be confirmed.) 10% increments until fully open. This will allow the spray
• FBO spray cooler - with only temperature in manual control,
header to pressurise gradually.
open valve CSXXXX to 10%. Procedure for Changing Over the Cargo Tanks With No.3
• Put the spray return controller into Auto mode and start
Cargo Tank in Use increasing the spray header pressure (forward of valve CSXXXX)
Wait until there is a temperature change and adjust valves CSXXXX and
CSXXXX as required to achieve an outlet temperature of between 0°C and 10ºC gradually in 50kPa increments until 850kPa is achieved.
Current operating conditions are:
(valve CSXXXX open maximum of 35%). The inlet liquid temperature should
be at least around –120°C to –130ºC. The spray header should now be pressurised to 850kPa either side of valve
No.3 spray pump in use and supplying the fuel gas system.
CSXXXX, which is closed.
l) Slowly bring the forcing vaporiser on line, producing a flow • Valve CSXXXX – closed.
• Ensure that the pressure at the forward end is steady before
which does not cause the LD BOG compressor to be unstable. • Valve CSXXXX – closed. proceeding. Check line for leaks.
m) Select screen 123 and gradually open valve CSXXXX to achieve • Valve CSXXXX – open. • Keep one person in the CCR, monitoring the spray header
an outlet temperature from the FBO liquid separator of -100ºC. • Valves CSXXXX and CSXXXX - closed. pressure to the fuel gas system, and have one person standing

SAMSUNG
by the spray header forward isolation valve CSXXXX.
• No.3 tank spray master – open.
Once the forcing vaporiser inlet temperature, outlet temperature and FBO • Open valve CSXXXX slowly until fully open, ensuring that there
liquid separator outlet temperature are within limits, proceed as follows: • No.3 tank spray return in Auto mode with spray header pressure is a steady 850kPa supplying the fuel gas system.
set at 850kPa.
n) Select screen 124 and select Temperature and Ratio Control and • No.3 tank spray discharge in Auto mode set at 65% load. Both No.2 and No.3 tanks are now supplying the fuel gas system at a pressure
Output Correction and put into Automatic mode with a set value of 850kPa.
of 0ºC. • No.4 tank spray master valve CSXXXX – closed.
• No.4 tank spray return – open. No.3 tank spray pump can now be taken off the FG system as follows:
o) Select screen 123 and select FBO liquid separator Temperature
• Slowly close No.3 tank spray master valve CSXXXX.

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and Ratio Control and put into Automatic mode with a set value No.1 and No.2 cargo tanks are isolated in way of valve CSXXXX and the
of -100ºC. masters and returns are open to avoid trapped pressure in the spray branch • Put No.3 tank spray return in Manual control and open the valve
line. 100%. This will reduce the pressure down to +/- 450kPa.
Note: Maximum temperature is –85ºC, above this and the engines will start • Stop No.3 spray pump by clicking on the pump icon and
to knock and automatically de-rate. Sequence to Change Over to No.2 Tank Supplying the FG System selecting STOP.
• Ensure that the No.3 tank spray return valve CSXXXX remains
p) Select screen 124: • Close No.1 tank spray master valve CSXXXX. in the open position.
• Once stable, put Flow Control into Automatic mode. • Close No.2 tank spray master valve CSXXXX.
• When ready, select forcing vaporiser Cascade from FG • Ensure No.2 tank spray return CSXXXX is open.
Controller.
• Open No.2 tank spray discharge valve CSXXXX - 20%.
Forcing vaporiser is now on-line with a flow of just over minimum 400kg/hr. • Start permissive will now be available on No.2 tank spray
pump.
The forcer will remain on minimum until three conditions are met which are
• Start No.2 spray pump in Manual mode by clicking on the pump
as follows:
and selecting START.
1. Vapour header pressure 0.5kPa below NBO calculator screen
• A current low confidence alarm will sound and clear almost
140 set point.
instantaneously.
2. Calculated gas flow through engines is greater than the NBO
• Allow the pressure to fall after the initial pressure surge, it
reference + forcing vaporiser minimum flow (400kg/hr) +
should settle out at +/-450kPa.
200kg/hr (hysterisis).
• Select No.2 spray pump discharge valve controller and set in
3. Fuel gas pressure is less than 510kPa.
Auto mode at 65% load.
Fuel gas pressure is controlled by the forcing vaporiser and the NBO pressure
control is by the LD compressor.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page 15 of 16

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.5 - Page 16 of 16

6.6.1 Preparations for Discharging

6.6.2 Liquid Line Cooldown Before Discharging

6.6.3 Arm Cooldown Before Discharging

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6.6.4 Discharging With Vapour Return from Shore

6.6.5 Discharging Without Vapour Return from Shore

6.6.6 Ballasting

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Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

Terminal Ship
Prior To
Cargo lines at -100ºC Terminal Ship
Arrival Terminal advises ship of arm
Check System
configuration to be used: Ship checks communications Terminal staff Relevant ship's personnel
Line-Up
LNG unloading Ship continuously monitors
Vapour return loading frequency
Fire fighting equipment ready CTS
Main propulsion on standby Carry out initial CTS gauging Carry Out
Carry out initial
Initial CTS gauging
Gauging
Check fender system Fire fighting equipment ready before opening ship's manifold
Check ship/shore communication valves
Fire main pressurised
Position spotting line ESDS checked
Check speed of approach meter Gas/fire detection checked Test ESD
Valve remote control system tested (Warm) Witness and log ESD1 operation Initiate ESD1 signal from ship/shore
of all shore hydraulic valves
CTS activated Witness and log ESD1 operation

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Water in manifold spill trays of all ship valves
Cargo pumps insulation tested
Ship confirms ETA
Open Vapour
Ship advises systems operational Manifold Valve Fully open shore vapour ESD valve When shore vapour ESD valve is
open, open ship's vapour ESD valve
Ship advises changes (if any)
Ship's cargo tanks will balance
with shore tank at 7~10kPa

Arrival
Secure ship at jetty Main propulsion on standby
Hand over crew list Ship advises terminal of readiness
Pilot/loading master advises

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Display appropriate signage Cool Down to start cooldown of loading arms
terminal on completion
Cool down unloading arms
Use of main communication CCR advises terminal and sends
equipment and radars prohibited Terminal advises ship when ready low flow of cargo via cargo pump
Hot work prohibited
Observe port regulations Cool all arms simultaneously
until frosted over entire length
Continuously check mooring tension Operation controlled by loading
master (approx. 45/90 minutes)

Rig
Witness and check rigging of ESD Test
Gangway Terminal staff gangway (Cold) Terminal advises ship when ready Initiate ESD1 signal from ship/shore

Witness and log ESD1 operation Witness and log ESD1 operation
of all shore valves of all ship's valves
Safety Carry out safety inspection
Inspection Carry out safety inspection
Complete and sign safety checklist Complete and sign safety checklist
Check O2 levels at sampling points Safety Carry out safety checks jointly Check through terminal safety
Checks with ship checks jointly with terminal staff

Pre-discharge
Terminal staff Relevant ship's personnel
Meeting
Review discharge schedule Review discharge schedule
Confirm safety checks Confirm safety checks
Ready For Discharging

Connect
Arms Vapour return arm connected first Start manifold water curtain
Position safety locks Loading strainers in place
Pressure test with N2 Manifold blanks removed
Inert to <1% O2
Connect ESD/Communications link

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

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6.6 Discharging Operation Due to the manifold configuration, it is necessary to purge the cargo lines using
nitrogen at a pressure of at least 300kPa (3 bar). This is done several times to
The main cargo pumps discharge LNG to the main liquid header and then to ensure successful draining at the manifold connections.
Introduction shore via the amidships liquid crossover manifold connections.
The vapour arm is normally disconnected and the resumption of gas burning
In co-ordinating LNG operations, the ship must be compatible with the shore As the discharge rate is increased, it then becomes necessary to supply LNG will cope with any vapour evolution.
side terminals. The ship and shore-based personnel must also be familiar with vapour from shore via the manifold and crossover to the vapour header into the
each other’s equipment and the division of all of the responsibilities. cargo tank gas domes in order to maintain a pressure of 6.0kPag. 6.6.1 Preparations for Discharging
Each terminal has its own procedures which have to be strictly followed Should the vapour return supply from shore be insufficient to maintain the tank Preliminary preparation:
regarding the following operations: pressures, other means of supplying vapour to the tanks either by using the tank
• The chief officer is to prepare a detailed discharge and ballasting
• Approaching the terminal sprays or the main vaporiser.
plan which includes the trim and stability conditions during
• Mooring discharge.
Ballasting is undertaken at the same time as discharging. The ballasting

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• Connecting operation should be programmed to keep the vessel within the required limit • The pre-arrival checklists are to be completed.
of draught, trim, hull stress and stability following indications obtained from • A pre-discharge meeting is to be held together with the terminal
• Loading
the loading calculator. representatives. The ship/shore safety list is to be filled in.
• Disconnecting
During the discharge period, the ship is kept on an even keel. If it is necessary • The Custody Transfer Measurement (CTM) is to be carried out
• Departure
to empty a cargo tank, the ship is trimmed according to the terminal maximum with the terminal representatives, surveyors and authorities.
During a normal discharge, only the main cargo pumps will be used and a draught by the stern to assist in the stripping of the tank. • All connections (bonding wire, telephones, loading and
quantity of cargo will be retained on board for cold maintenance and for fuel bunkering arms) at the manifold are to be carried out according
gas supply to the power generating plant. Forced vaporising will be used in Each tank is normally discharged down to a level of approximately 0.2m in to the terminal’s Cargo Handling Manual.
tanks other than the heel tanks. The level in the heel tank or tanks will depend

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addition to the boil-off gases to provide fuel on passage. • The chief officer is to supervise all of the discharge operations
upon the length of the ballast passage, and will be adjusted accordingly. One or
more of the tanks are discharged to a level of which will allow the fuel pumps on board.
Whilst in port, the gas supply to the propulsion plant is suspended and the
vessel uses the diesel bunkers. to be used to supply the forcing vaporiser during the voyage. • The sounding, temperature and pressure on all cargo tanks is
to be checked and noted according to the schedule during the
The quantity being retained in tanks varies according to the length of ballast loading. The Cargo Monitoring Record is to be completed.
Note: At the present time, gas burning between CTS measurements is not voyage, expected elapsed time before loading and the volume of boil-off and
normally permitted. forced vaporising that is estimated to be burned in the ship’s power generating • Vessel is ready to cool down the discharging arms.
plant.
The quantity of LNG to be retained on board will be in accordance with the
voyage duration of the ballast passage. One pump of the two pumps in each tank is stopped at a level of approximately
0.6m to avoid excessive turbulence at the tank bottom which creates a
If the ship has to warm-up tanks for technical reasons, the stripping/spray disturbance at the suction of both pumps.
pumps will be used to discharge the remaining cargo on the completion of the
bulk discharge with the main cargo pumps. If the vessel is to warm-up one or more tanks for technical reasons, the ship
should be trimmed according to the terminal maximum draught. The cargo
During the cargo discharge, LNG vapour will normally be supplied from the remaining in the tanks to be warmed-up will be discharged to shore or to other
shore terminal to maintain pressure in the cargo tanks. tanks using the stripping/spray pumps on completion of the bulk discharge.

The stripping/spray pump is run together with the remaining main pump until
the main pump stops on low discharge pressure cut-out or low current.

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.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.6.2a Liquid Line Cooldown Before Discharge Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
LNG Vapour (Warm)
Inert Gas/Dryer
Plant from Engine Room Condensate

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.6.2 Liquid Line Cooldown Before Discharging d) The vapour dome outlet valves to the vapour header would
normally be open.
Introduction
Position Description Valve
The cargo lines are cooled down and the cargo plant is prepared to the highest Open No.1 tank vapour valves CG100, CG101
possible level before arrival at the loading or discharging port. This is to allow Open No.2 tank vapour valves CG200, CG201
the discharging to commence as soon as the vessel is moored and all procedures Open No.3 tank vapour valves CG300, CG301
have been completed. The spool pieces and reducers with their required filters Open No.4 tank vapour valves CG400, CG401
are to be mounted. The liquid line cooldown is carried out using the spray
pump in No.4 tank to pump LNG from No.4 cargo tank through the spray
e) The automatic gas control system will be in use. Adjust the set
header to the liquid manifold pipework, and the fuel pump in No.4 cargo tank
point of the LD compressor pressure control valve to 6.0kPa (or
providing fuel gas to the generating plant. Other combinations can be utilised.
the required value).
Vapour displaced from the crossover pipework passes through the liquid header

SAMSUNG
f) Using No.4 tank spray pump, LNG is passed via the spray
and then back to No.4 cargo tank via the filling line. Vapour from the tanks
header to the manifold, then through the spray line to liquid
will be supplied as fuel to the power generating plant using the LD compressor
header crossover valves into the liquid header, returning to No.4
(which is maintaining tank pressure) and the fuel gas heater. The vaporiser will
also be in use to supply any additional fuel gas requirement. cargo tank via the loading line.

g) From the IAS, start No.4 spray pump to allow cooldown to

Operating Procedure to Cool Down the Liquid Lines commence.

a) Prepare the spray header system for cooling down. It is assumed h) As cooldown of the header progresses, open and close each

NYK LINE
that the No.4 fuel pump is already running. of the tank loading valves in turn to permit cooldown of the
complete liquid header.
Position Description Valve
Open 15% No.4 spray pump discharge valve CS401 i) During line cooldown, monitor the following:
Open No.4 tank spray master to spray main CS403 • Cargo tank levels.
Open Spray header block valve CS701 • Liquid crossover pressure.
Open Spray header block valve CS071 • Liquid crossover temperature.
Open Spray pump return valve to No.4 tank CS400
• Liquid header temperature.
b) Prepare the liquid header system for cooling down. • Vapour header pressure.

Position Description Valve j) Line cooldown will be complete when the liquid header
temperature falls below -100°C and frosting occurs at the
Open No.1 tank liquid master valve CL107
loading valves.
Open No.2 tank liquid master valve CL207
Open No.3 tank liquid master valve CL307 k) When the cooldown is completed, stop No.4 spray pump from
Open No.4 tank liquid master valve CL407 the IAS.
Open 10% No.4 tank liquid loading valve CL400
l) If the time between cooldown completion and berthing is
c) Prepare the port manifold for cooling down. lengthy, the spray pump may be restarted.

Position Description Valve Note: Return of cooldown liquid to the bottom of the tank via the loading
Open Manifold spray to liquid header valves CS707, CS078 line can give rise to localised temperature increase at the tank bottom sensor.
Sufficient time should be allowed for this to stabilise prior to gauging.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

SAMSUNG
NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

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Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.6.3 Arm Cooldown Before Discharging Position Description Valve Operating Procedure for Cooling Down the Shore Liquid
Open No.1 ESD liquid manifold valve CL012
Arms Using a Cargo Pump
Introduction Open No.2 ESD liquid manifold valve CL022 On completion of testing the discharge arm connections, the vessel uses one
Open No.3 ESD liquid manifold valve CL032 main cargo pump circulating on its own tank to cool down the shore arms.
After the discharging arms are connected to the ship’s manifold, they are Open No.4 ESD liquid manifold valve CL042 Where pre-cooling of the ship’s liquid line has not been carried out, this can be
pressurised with nitrogen and purged to atmosphere until the oxygen content
done at the same time as the shore arms.
is below 1%. The nitrogen is delivered from the shore at a pressure of up to
c) From the IAS, start No.4 spray pump circulating on No.4 cargo
300kPa (3 bar). The connections are then tested for leaks using soapy water.
tank. a) Set up the port main cargo pump in No.2 tank ready to cool
down the shore arms and manifolds via the double-shut bypass
The cooldown procedure of the discharging arms follows the terminal’s
d) Adjust No.4 spray pump return valve to pressurise the spray line valves. The port side to be used.
procedure and is carried out using the ship’s spray pump or a cargo pump in co-
and port manifold. Monitor the progress of frosting on the shore
operation with the shore terminal. Reference should be made to the terminal’s
arms. Position Description Valve
Cargo Operation Manual. The ship/shore safety checks will have been
completed, the BOG burning shut down if required by terminal (normally the Open 20% No.2 port cargo pump discharge valve CL201

SAMSUNG
e) The cooling down is complete when the manifold, ship’s liquid
case), the custody transfer completed and the ship/shore vapour line opened. Open 20% No.2 cargo tank loading valve CL200
line and shore arms are approximately -130°C. This will take
approximately 80 minutes, but will vary with terminals. Once Open No.2 tank liquid branch valve CL207
Operating Procedure for Cooling Down the Shore Liquid the shore arms are cooled down, open the double-shut valves
and close the manifold cooldown valves. b) Open the port manifold ESD valves, ready to cool down the
Arms Using a Spray Pump
shore arms.
f) Stop No.4 spray pump and open the pump return valve to drain
On completion of testing the discharge arm connections, the vessel uses one spray header back to tank. c) From the IAS, start No.2 port cargo pump circulating on No.2
spray pump circulating on its own tank to cool down the shore arms. Where cargo tank.
pre-cooling of the ship’s liquid line has not been carried out, this can be done

NYK LINE
Position Description Valve
at the same time as the shore arms. d) Adjust No.2 loading valve to pressurise the liquid line and port
Close No.1 manifold cooldown valve CS012 manifold. Monitor the progress of frosting on the shore arms.
For the purposes of clarity, all four manifolds are shown in use. The manifolds Close No.2 manifold cooldown valve CS022
used will depend on the requirements of the terminal being discharged at. Close No.3 manifold cooldown valve CS032 Position Description Valve
Close No.4 manifold cooldown valve CS042 Open No.1 port manifold double-shut valve CL014
a) Set up No.4 spray pump ready to cool down the shore arms and Open No.1 port manifold double-shut valve CL014
manifolds via the double-shut bypass valves. The port side to be Open No.2 port manifold double-shut valve CL024
Open No.2 port manifold double-shut valve CL024 Open No.3 port manifold double-shut valve CL034
used.
Open No.3 port manifold double-shut valve CL034 Open No.4 port manifold double-shut valve CL044
Position Description Valve Open No.4 port manifold double-shut valve CL044
Open 15% No.4 spray pump discharge valve CS401 e) The cooling down is complete when the manifold, ship’s liquid
The terminal will require the vessel to carry out a cold ESD test on completion line and shore arms are approximately -130°C. This will take
Open No.4 cargo tank spray master to spray main CS403 of the arm cooldown. approximately 80 minutes, but will vary with terminals.
Open Spray header block valve CS701
Open Spray header block valve CS071 f) Stop No.2 cargo pump, ready for an ESDS test.
Open Spray pump return valve to No.4 cargo tank CS400
The terminal will require the vessel to carry out a cold ESD test on completion
b) Prepare the port manifold ready to cool down the shore arms. of the arm cooldown.

Position Description Valve

Open No.1 manifold cooldown valve CS012
Open No.2 manifold cooldown valve CS022
Open No.3 manifold cooldown valve CS032
Open No.4 manifold cooldown valve CS042

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.6.4a LNG Discharge With Vapour Return Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.6.4 Discharging with Vapour Return From Shore 3. Pump No.1 starts, recirculating via the filling valve. Completion of Discharge

c) Continue the sequence for No.2 cargo pump (P) in No.1 cargo Towards the end of the discharge, the flow of the pumps will diminish. In order
Introduction to maintain the pressure differential over the pump, the discharge valve will have
tank. The automatic sequence will perform the following four-
step sequence: to be throttled-in. This should be done at the 2 metre low level alarm from the
This section follows on from the completion of loading arm cooldown and
IAS screen. If any fluctuations are observed on the motor ammeter or the pump
either starts with a cold ESD test or starting of the remaining cargo pumps. 1. Confirm closure of liquid branch valve CL107. discharge pressure gauge during final pumping, the discharge flow rate should
2. Opening of cargo pump discharge valve CL102 to 20%. be further reduced until the readings stabilise. When the flow is throttled-down
a) On completion of a cold ESD test, operate the following
to about 658m³/h, the minimum continuous flow, the required non-pumpable
valves: 3. Confirm opening of the tank filling valve CL100.
suction height (NPSH) will be about 20cms. This level represents the minimum
4. Cargo pump No.2 starts, recirculating via the filling valve. level attained by pumping. Artificially increasing the tank pressure can help to
Position Description Valve reduce the NPSH (see SIGGTO Liquified Gas Handling Principles).
Open No.1 port manifold double-shut valve CL014
d) Continue the sequence:
Open No.2 port manifold double-shut valve CL024 When the discharging operations are completed, draining and purging

SAMSUNG
1. Liquid branch valve CL107 starts to open to 100%. operations are carried out to remove all trapped liquid and vapour in the
Open No.3 port manifold double-shut valve CL034
2. Filling valve CL100 starts to close. manifold liquid pipes and cargo arms in order that the arms can safely be
Open No.4 port manifold double-shut valve CL044
disconnected. The system is provided with two-valve protection to prevent an
Open No.1 manifold liquid ESD valve CL012 3. Steps 1 and 2 continue until the branch valve CL107 is fully accidental release of LNG.
Open No.2 manifold liquid ESD valve CL022 open and the filling valve CL100 is fully closed.
Open No.3 manifold liquid ESD valve CL032 Subject to trading patterns, charterer’s requirements and forced vaporisation
Open No.4 manifold liquid ESD valve CL042 e) Start the remainder of the cargo pumps according to shore needs, a heel may be required for maintaining the tank temperatures during the
Open Manifold vapour ESD valve CG072 terminal requests. Once all the pumps are in operation, adjust ballast voyage. The actual quantity is allowed for in the discharge plan and the
the discharge valves to obtain the required flow or pressure. pumps are to be stopped at the required ullages.
Open Vapour return crossover valve CG075

NYK LINE
Open No.1 vapour dome outlet valves CG100, CG101 f) Request the shore terminal to supply return gas to the ship. Note: When the liquid level reaches 2 metres or less, avoid stopping the
Open No.2 vapour dome outlet valves CG200, CG201 pump if at all possible until the cargo has been fully discharged. If the shore
Open No.3 vapour dome outlet valves CG300, CG301 Note: Check the pump motor ammeter carefully, the current should be steady facility is unable to accept the liquid for intermittent periods, it is better to
Open No.4 vapour dome outlet valves CG400, CG401 after the motor has been running for 3 seconds. During starting, while the keep the pump going and recirculate it back into the tanks until discharge can
Automatic Liquid branch valve CL107 discharge line is being filled, the current reading may be above normal. be resumed and completed.
Automatic Liquid branch valve CL207
CAUTION All LNG remaining in the downward leg of the cargo arms and manifold
Automatic Liquid branch valve CL307 connection is to be drained to the tanks through the liquid line, assisted by
Automatic Liquid branch valve CL407 Do not exceed the maximum rated current by 50% for more than 2 or
nitrogen pressure from ashore. The LNG and vapour manifolds are then purged
3 seconds when the tank is full. If the running current after this time is
Automatic No.1 cargo tank filling valve CL100 with nitrogen until an acceptable hydrocarbon content is reached.
more than 150% of the maximum rated current, the overcurrent trip
Automatic No.2 cargo tank filling valve CL200 will be activated and the pump stopped. Determine the cause of high
Automatic No.3 cargo tank filling valve CL300 Vapour in the vapour manifold is blown to the cargo tanks through the vapour
current (possible blockage) before attempting to restart.
header by nitrogen gas supplied from the shore terminal.
Automatic No.4 cargo tank filling valve CL400
CAUTION
With the valves on automatic, ensure that the branch valves close and the filling
During a normal restart sequence the following times apply:
valves open.
• 1st restart: minimum 5 minutes after shutdown
Discharge will normally commence from No.1 tank, then No.2 tank, followed • 2nd restart: 15 minutes after 1st restart
by No.3 tank and No.4 tank, or as decided by the chief officer.
• 3rd restart: 15 minutes after 2nd restart
b) Select a sequence start for No.1 cargo pump (S) in No.1 cargo • No more than 4 restarts within one hour
tank. The automatic sequence will perform the following:
1. Closing the tank branch valve.
2. Opening of cargo pump discharge valve CL101 to 20%.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.6.5a LNG Discharge Without Vapour Return Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page 10 of 14

Produced by: Worldwide Marine Technology Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.6.5 Discharging without Vapour Return From c) Continue the sequence for No.2 cargo pump (P) in No.1 cargo CAUTION
Shore tank. The automatic sequence will perform the following four-
During a normal restart sequence the following times apply:
step sequence:
• 1st restart: minimum 5 minutes after shutdown
Introduction 1. Confirm closure of liquid branch valve CL107.
• 2nd restart: 15 minutes after 1st restart
2. Opening of cargo pump discharge valve CL102 to 20%.
This section follows on from the completion of loading arm cooldown and • 3rd restart: 15 minutes after 2nd restart
3. Confirm opening of the tank filling valve CL100.
either starts with a cold ESD test or starting of the remaining cargo pumps. • No more than 4 restarts within one hour
4. Cargo pump No.2 starts, recirculating via the filling valve.
a) On completion of a cold ESD test, operate the following e) Start the remainder of the cargo pumps according to shore
valves: d) Continue the sequence: terminal requests. Once all the pumps are in operation, adjust
1. Liquid branch valve CL107 starts to open to 100%. the discharge valves to obtain the required flow or pressure.
Position Description Valve
Open No.1 port manifold double-shut valve CL014 2. Filling valve CL100 starts to close.
Completion of Discharge

SAMSUNG
Open No.2 port manifold double-shut valve CL024 3. Steps 1 and 2 continue until the branch valve CL107 is fully
Open No.3 port manifold double-shut valve CL034 open and the filling valve CL100 is fully closed.
Towards the end of the discharge, the flow of the pumps will diminish. In
Open No.4 port manifold double-shut valve CL044 order to maintain the pressure differential over the pump, the discharge valve
Open No.1 manifold liquid ESD valve CL012 e) Start the remainder of the cargo pumps according to shore will have to be throttled-in. This should be done at the 2 metre low level alarm
Open No.2 manifold liquid ESD valve CL022 terminal requests. Once all the pumps are in operation, adjust from the IAS screen.
the discharge valves to obtain the required flow or pressure.
Open No.3 manifold liquid ESD valve CL032
If any fluctuations are observed on the motor ammeter or the pump discharge
Open No.4 manifold liquid ESD valve CL042 f) Prepare the vaporiser, setting the valves in the following table: pressure gauge during final pumping, the discharge flow rate should be further
Open No.1 vapour dome outlet valves CG100, CG101 reduced until the readings stabilise. When the flow is throttled-down to about

NYK LINE
Open No.2 vapour dome outlet valves CG200, CG201 Position Description Valve 658m3/h, the minimum continuous flow, the required non-pumpable suction
Open No.3 vapour dome outlet valves CG300, CG301 Open Liquid header to vaporiser inlet valve CS703 height (NPSH) will be about 20cms. This level represents the minimum level
Open No.4 vapour dome outlet valves CG400, CG401 Open LNG vaporiser inlet valve CS902 attained by pumping. Artificially increasing the tank pressure can help to
Automatic LNG vaporiser control valve CS905 reduce the NPSH (see SIGGTO Liquified Gas Handling Principles).
Automatic Liquid branch valve CL107
Automatic Liquid branch valve CL207 Automatic LNG vaporiser temperature control valve CS906
Subject to trading patterns, charterer’s requirements and forced vaporisation
Automatic Liquid branch valve CL307 Open LNG vaporiser outlet valve CG932 needs, a heel may be required for maintaining the tank temperatures during the
Automatic Liquid branch valve CL407 Open Vaporiser crossover discharge valve to CG707 ballast voyage. The actual quantity is allowed for in the discharge plan and the
Automatic No.1 cargo tank filling valve CL100 supply line to vapour header pumps are to be stopped at the required ullages.
Automatic No.2 cargo tank filling valve CL200
Automatic No.3 cargo tank filling valve CL300 g) The vaporiser supply from the liquid header is used to supply Note: When the liquid level reaches 2 metres or less, avoid stopping the
the LNG vapour return. pump if at all possible until the cargo has been fully discharged. If the shore
Automatic No.4 cargo tank filling valve CL400
facility is unable to accept the liquid for intermittent periods, it is better to
Note: Check the pump motor ammeter carefully, the current should be steady keep the pump going and recirculate it back into the tanks until discharge can
With the valves on automatic, ensure that the branch valves close and the filling
after the motor has been running for 3 seconds. During starting, while the be resumed and completed.
valves open.
discharge line is being filled, the current reading may be above normal.
All LNG remaining in the downward leg of the cargo arms and manifold
Discharge will normally commence from No.1 tank, then No.2 tank, followed
connection is to be drained to the tanks through the liquid line, assisted by
by No.3 tank and No.4 tank, or as decided by the chief officer. CAUTION
nitrogen pressure from ashore. The LNG and vapour manifolds are then purged
Do not exceed the maximum rated current by 50% for more than 2 or with nitrogen until an acceptable hydrocarbon content is reached.
b) Select a sequence start for No.1 cargo pump (S) in No.1 cargo 3 seconds when the tank is full. If the running current after this time is
tank. The automatic sequence will perform the following: more than 150% of the maximum rated current, the overcurrent trip
1. Closing the tank branch valve. will be activated and the pump stopped. Determine the cause of high
current (possible blockage) before attempting to restart.
2. Opening of cargo pump discharge valve CL101 to 20%.
3. Pump No.1 starts, recirculating via the filling valve.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page 11 of 14

LIAH LIAH LIAH LIAH Sea and Ballast Water

Void
BA
501F

BA BA BA BA BA C.L.

Ship Side Ship Side Ship Side

Valve Control Valve Control Valve Control
To Inert Gas
ZI VC ZI ZI VC ZI Generator Z! VC ZI ZI VC ZI ZI VC ZI
BA481 BA481 BA481 BA025 BA025 BA025 BA027 BA027 BA027 BA480 BA480 BA480 BA490 BA490 BA490

NYK LINE
ZS ZS055 ZS ZS ZS059 ZS ZS ZS060 ZS ZS ZS056 ZS ZS ZS057 ZS
BA024F

BA481F VC ZI BA025F VC ZI BA027F VC ZI BA480F BA490F

From Fresh Water Spray

BA004F BA016F Pump and Bilge, Fire and
PIAHL
MM249 Gerneral Service Pump
Discharge

Low
High Sea Water Main Crossover Line Sea Chest
Sea Chest

Drawing Reference: MB601.15

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page 12 of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.6.6 Ballasting Operating Procedure to Ballast by Pumping Other Ballast Tanks
It is assumed that the main sea water crossover pipe is already in use, supplying In continuation from filling by gravity. The engine room ballast tanks, port, starboard and aft peak tanks, are not
other sea water systems, such as the main circulating system. generally used during cargo operations, but are filled when the vessel sails to
a) Prepare the required number of ballast pumps for loading dampen vibration.
ballast. (Normally only one or two pumps are used during
Operating Procedure to Ballast by Gravity ballasting, No.1 and No.3 for the following example). The filling and discharge of these tanks is carried out in the same manner as
that used for the main ballast system using the ballast pumps and stripping
a) Set up the ballast system to run from sea to the ballast main eductor.
line. Position Description Valve
Close Ballast line connection to sea water BA010F
crossover line valve Note: Ballast main pressures are monitored via the IAS; pressure and
Position Description Valve vacuum alarms are provided in the IAS. Tank valves are interlocked with the
Open Ballast line connection to sea water BA010F Close Ballast pump crossover valves BA001F, BA005F
four level switches in the ballast ring main.
crossover line valve Open No.1 ballast pump sea suction valve BA003F

SAMSUNG
Open Ballast pump crossover valves BA001F, BA005F Open No.3 ballast pump sea suction valve BA013F
Open Ballast main crossover valves BA004F, BA016F Open Ballast pump discharge line to overboard BA025F, BA027F
Open Ballast rail main forward crossover valve BA501F crossover valves
Open Ballast line filling valves BA007F, BA015F
b) Open the valves on the tank(s) to be filled as per the ballasting
plan, ensuring the vessel remains upright and stability is within b) Confirm that the required ballast tank valves are open.
the acceptable limits at all times.
c) From the IAS, start the ballast pump(s).
Position Description Valve

NYK LINE
d) Open the discharge valve on the pumps in use.
Open Forward port BA503F
Open Forward starboard BA502F
Position Description Valve
Open No.1 port BA505F
Open No.1 ballast pump discharge valve BA006F
Open No.1 starboard BA504F
Open No.3 ballast pump discharge valve BA014F
Open No.2 port BA507F
Open No.2 starboard BA506F Ensure that ballast lines are not put under stress when changing from one set of
Open No.3 port BA509F tanks to another by opening the next set of tanks before closing those currently
Open No.3 starboard BA508F in use.
Open No.4 port BA511F
Note: Ballast main pressures are monitored via the IAS; pressure and
Open No.4 starboard BA510F
vacuum alarms are provided in the IAS. Tank valves are interlocked with the
four level switches in the ballast ring main.
c) Run ballast from the sea until it becomes necessary to start the
ballast pumps.
e) When the required levels have been reached in all tanks, stop the
pumps and close the main ballast system down.
CAUTION
Great care must be taken in the operation of the ballast system to
prevent damage to the glass reinforced plastic pipework. Damage is
generally caused by pressure surge due to sudden changes in the flow
rates. During ballasting, this can be caused by the opening of a full or
partly full tank into the main lines when under vacuum.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page 13 of 14

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 6.6 - Page 14 of 14

6.7.1 Stripping and Line Draining

6.7.2 Tank Warm-Up

6.7.3 Gas Freeing

SAMSUNG
6.7.4 Aerating

NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.7.1a Stripping to No.4 Cargo Tank Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.7 Pre Dry Dock Operations Position Description Valve level in the cargo tanks down to that which is considered maximum out-turn
and the stripping pumps may not be used.
Open No.2 cargo tank spray header master valve CS203
Introduction Open No.2 cargo tank spray pump discharge valve CS201 Procedure for Draining Lines Using Shore Supplied Nitrogen
Open No.3 cargo tank spray header master valve CS303
This section describes the cargo operations covering the period from the last The procedure described below is based on draining and inerting the port side
Open No.3 cargo tank spray pump discharge valve CS301
discharge port up to the dry docking of the vessel. No.2 cargo manifold to cargo tank No.4, assuming it will be used as the heel
cargo tank for the ballast voyage.
f) Discharge as much as possible with the main cargo pumps and
6.7.1 Stripping and Line Draining stop when they lose suction, drain the respective cargo tank
liquid header back to the cargo tank. Continue to drain the Operation Procedure
maximum quantity to No.4 cargo tank from No.2 and No.3
Procedure to Strip Cargo Tanks and Drain the Lines
cargo tanks with the spray pumps until the pumps lose suction. a) Operate the following valves from the IAS:
No.4 cargo tank will in this instance be the final cargo tank, the final quantities
g) Stop No.2 and No.3 cargo tank spray pumps when they lose Position Description Valve
of Nos.1, 2 and 3 cargo tanks are to be consolidated into No.4 cargo tank

SAMSUNG
suction and close down.
prior to being discharged ashore. Discharge is via the port side manifold as Open No.4 cargo tank spray valves CS407, CS408
follows:
h) When No.4 cargo tank reaches approximately 1.0 metre, start
b) Request the shore to start the nitrogen gas supply and raise the
a) When the No.1 cargo tank is approaching approximately 1.5 No.4 cargo tank spray pump on recirculation while the cargo
pressure in the liquid arm to 300kPa (3 bar). This is sufficient
metres, set up the No.1 spray pump to cool down the spray pumps discharge as much as possible to shore. Stop the main
to force the liquid trapped in the large cargo manifold piping to
header to No.4 cargo tank. pumps when they lose suction. Drain the liquid header back
enter the 80mm diameter cooldown pipe and be forced by the
to No.4 cargo tank and prepare to discharge final drainings
nitrogen vapour to rise up the 5 metre high vertical cooldown
ashore.
Position Description Valve pipe into the spray main and flow into No.4 cargo tank.
Open No.1 cargo tank spray header master valve CS103

NYK LINE
Position Description Valve It should take about 5 minutes to blow the liquid up the cooldown pipe. When
Open No.1 cargo tank spray pump discharge valve CS101 Open No.4 cargo tank spray pump discharge valve CS401 the pressure in the liquid arms suddenly decreases, about 40kPa (0.4 bar), it
Open Spray header block valve CS700 Close No.4 cargo tank spray return valve CS400 indicates the liquid has been forced up and out of the large manifold pipes.
Open Spray header block valve CS701 Close Nos.1, 3 and 4 liquid manifold ESD valves CL012, CL032 Continue the nitrogen purge for one minute, then close the manual manifold
Open Spray header to manifold block valve CS071 CL042 cooldown valve CS022.
Open No.2 manifold to spray line valve CS022 Close No.2 manifold double-shut valve CL024
Check for remaining LNG liquid by opening the liquid manifold manual drain
Open Spray main return valve to No.4 cargo tank CS400 Open No.4 filling valves to drain liquid line CL406, CL407 valves. If LNG liquid is still in the pipe, repeat the above operations. After the
Open No.4 cargo tank spray master valve CS403 liquid draining is complete and the hydrocarbon meters read less than 1% by
i) Discharge No.4 cargo tank to shore via the spray header using volume, close the liquid manifold ESD valve and the manifold cooldown valve
b) Start the No.1 cargo tank spray pump and cool down the spray the No.4 spray pump. Continue the discharge until the spray CS022. Request the shore terminal to stop the nitrogen supply.
header to No.4 cargo tank. pump loses suction.
Slowly open liquid manifold manual drain valves to reduce the pressure to
c) Discharge as much as possible with the main cargo pumps, then j) When all of the cargo has been stripped ashore, drain the system atmospheric, then close the valve and advise the shore terminal it is safe to
stop when they lose suction, continue to transfer the remaining back to the final cargo tank. All LNG remaining in the downward disconnect the loading arm. Repeat the above operation for each loading arm
cargo to No.4 cargo tank via the spray main line until all cargo leg of the shore arms and at the manifold connection is to be and manifold.
has been discharged from No.1 cargo tank. drained to the cargo tanks through the spray line assisted by
nitrogen pressure from ashore. The LNG and vapour manifolds When all the liquid lines have been purged and disconnected, shut the ESD
d) Stop No.1 cargo tank spray pump when it loses suction and are then purged with nitrogen until an acceptable hydrocarbon valve on the vapour manifold and open the vapour bypass valve. Request shore
close down. content is reached. to purge with nitrogen until the hydrocarbon meters read less than 1% by
volume, close the vapour bypass valve. Disconnect the vapour arm.
e) When No.2 and No.3 cargo tanks reach approximately 1.5 An alternative method of stripping is to strip each cargo tank ashore rather
metres, start the respective spray pumps and drain to No.4 cargo than consolidate in one cargo tank. Here the stripping pumps are started on
tank. recirculation at about the 1 metre level, and when the main cargo pumps lose
suction are used to discharge the maximum quantity ashore via the stripping
main and one liquid arm. In practice, the main cargo pumps can usually get the

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.7.2a Cargo Tank Warm-Up Step 1 Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid (Warm)
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.7.2 Tank Warm-Up Rolling and pitching of the vessel will assist evaporation and temperature Position Description Valve
sensors at the aft end of the tank will give a good indication of the progress of
Open Warm-up heater outlet crossover to liquid CG706
warm-up. Slight listing of the vessel will assist in correcting uneven warm-up
Introduction in any one tank.
header valve
Open Liquid header to HD supply line CL701
Tank warm-up is part of the gas freeing operations carried out prior to a dry Burning gas in the engines requires a LD compressor to be running at high Open Supply to engine room gas power unit valve CG938
docking or when preparing tanks for internal inspection purposes. speed, which in turn necessitates the use of the spray pre-cooler to maintain
the suction temperature below -100ºC. It will not be possible to burn gas in the CAUTION
The maximum amount of cargo will be discharged from all of the tanks to engines during warm-up. The amount that can be burned in the GCU will be
reduce the time necessary to vaporise the remaining liquid. The warm-up heaters should be thoroughly preheated with steam before
severely restricted due to the low pressure available from a HD compressor or the admission of methane vapour. This is to prevent ice formation.
LD compressor running at low speed.
When all of the cargo has been discharged, the vessel will either proceed to
sea or remain alongside the terminal, where any remaining liquid is vaporised e) The automatic gas control system should contain and distribute
Gas burning should continue as long as possible, normally until all the liquid
before the tanks are warmed-up. the generated vapour.
has evaporated and the tank pressures start to fall. If not all of the tanks have

SAMSUNG
to be warmed-up, the same procedure as for all tanks has to be followed. Any
In the first step, hot vapour is introduced through the filling lines to the bottom tanks that are to be inspected have to be completely isolated from the other CAUTION
of the tanks to facilitate the evaporation of any liquid remaining in the tanks. tanks. When returning heated vapour to the cargo tanks, the temperature
The second step, when the tank pressures have stabilised and any liquid at the heater outlet should not exceed +80°C. This is to avoid possible
hydrocarbons remaining in the cargo tanks have vaporised, is to introduce hot damage to the cargo piping insulation and safety valves.
vapour through the vapour piping at the top of the tanks. Procedure to Use the Liquid Header for LNG Vaporisation
(Step 1) f) Set up the valves on the cargo tanks in accordance with the
Excess vapour generated during the warm-up operation is directed to the GCU following table:
when at sea and the vent mast if required, or returned to shore if in port. During the tank warm-up, gas burning may be used by directing some vapour
output via the HD compressors and warm-up heaters to the GCU, while the
Position Description Valve

NYK LINE
Note: The instructions that follow apply to the normal situation, ie, burning bulk is sent to the cargo tanks. Manual control of the operation is carried
out from the CCR. Gas venting through the gas header to mast riser may be Open No.1 tank filling valves CL100, CL107
excess vapour via the ship’s GCU when at sea or a shore vapour return.
Venting to atmosphere is normally for safety reasons only. necessary. Open No.2 tank filling valves CL200, CL207
Open No.3 tank filling valves CL300, CL307
After all the liquid which cannot be pumped has been vaporised, the flow in the a) Fit the elbow piece in the warm-up heater output line to the Open No.4 tank filling valves CL400, CL407
tanks is reversed to increase the thermal exchange. Cold gas is sucked from the liquid header line at valve CL701, and the liquid header to vent Open No.1 tank vapour valves CG100, CG101
tank bottom and warm gas is sent to the tank top so that the gas heater may be line at No.1 tank at valve CL700.
Open No.2 tank vapour valves CG200, CG201
used with its maximum output.
b) Fit the elbow piece to the gas main at No.4 tank. Open No.3 tank vapour valves CG300, CG301
The warm-up operation continues until the temperature at the coldest point Open No.4 tank vapour valves CG400, CG401
of the insulation space barrier of each tank reaches +5°C, ie, higher than the c) Swing the spectacle flange at CG700 to the open position to
dew point of the inert gas. This is to avoid the water content in the inert gas connect the gas main to the forward vent mast. Venting, if g) On the HD compressors, open the following valves:
condensing in the tank. required, will be operated via the gas main in order to have a
substantial warming-up of the cold gas. Position Description Valve
The warm-up operation requires a period of time depending on both the amount Open HD outlet crossovers to No.1 warm-up CG925, CG926
and the composition of liquid remaining in the tanks, and the temperature of d) Prepare both the warm-up heaters for use. heater valves
the tanks and insulation spaces. Generally, the warm-up will take about 42
Open Vapour header to compressor supply line CG704
hours using gas to shore or at sea with both gas burning and use of vent mast. Position Description Valve
Open No.1 and 2 HD compressor inlet valve CG903, GC904
Automatic Both warm-up heater inlet control valves CG921, CG924
Initially, the tank temperatures will rise slowly as evaporation of the LNG Open No.1 and 2 HD compressor outlet valve CG915, CG916
proceeds, accompanied by high vapour generation. A vapour generation Automatic Both warm-up heater temperature control CG922, CG923
Automatic No.1 and 2 HD compressor surge valve CG988, CG990
rate of approximately 8,000m3/h at 60°C can be expected. On completion valves
of evaporation, tank temperatures will rise rapidly and the rate of vapour Open Both warm-up heater inlet block valves CG917, CG918
generation will fall to between 1,000 and 2,000m3/h at steadily increasing h) Carry out venting, if required, using the gas header via valve
Open Both warm-up heater outlet valves CG936, CG937
temperatures. Temperatures within the tank and primary insulation spaces are CG700.
Open Warm-up heater outlet crossover valves CG934, GC935
indicated at the IAS.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

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Cubal Cargo Operating Manual
Illustration 6.7.2b Cargo Tank Warm-Up Step 2 Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid (Warm)
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

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i) Set the vent valve CG702 to 19kPa if required for safety reasons c) Monitor the temperatures in each tank and adjust the opening of
until the pressures stabilise. the filling valve to make the temperature progression uniform in
all the tanks.
j) Start the HD compressors from the IAS or manually.
d) When the tank pressure starts to decrease, stop the BOG
k) Adjust the temperature set point on the warm-up heater for burning. The power generating plant is changed to DO mode,
+80°C. This should be done very slowly, allowing the auto gas however, the GCU should be kept available for use in free-flow
burning system to absorb the pressure rise. Where the vessel is mode.
alongside, the vapour generated can be returned to shore.
Note: The cargo tank pressure should at all times be kept at least 2kPa above
CAUTION the IBS pressure.
If the steam supply is lost during the warm-up opertion then the HD
compressors should be stopped to avoid damage to the heaters and ice e) After twenty/twenty-four hours, the temperature progression
formation. slows down.

SAMSUNG
l) Monitor the tank pressure, manually adjust the HD compressors f) At the end of the operation, when the coldest temperature of the
to maintain tank pressure initially between 10kPa and 19kPa, insulation barrier is at least +5°C, stop the warm-up.
and eventually as low as practicable while maintaining the
2.0kPa IBS/tank differential. g) Shut off steam to the gas heaters and allow circulation for 10
minutes before shutting the inlet valves, then stop both HD
m) Check that the pressure in the insulation spaces, which has a compressors and shut the filling valves on all tanks.
tendency to increase, remains inside the preset limits.
h) Shut down the HD compressors and initiate the set-up for

NYK LINE
n) In general, when the tank bottom temperature significantly inerting the cargo tanks.
rises above the boiling point of the vapour, evaporation of the
methane is considered complete. Note: A possible reduction in the combined warm-up inerting time may be
made if the inerting is started before the coldest temperature of the insulation
barrier is 5°C, that is when the insulation temperature is about -10°C. If this
Procedure to Use the Vapour Main to Warm-Up the Cargo method is used, the inert gas is sent via the warm-up heaters to the tanks.
Tanks (Step 2)

a) On completion of vaporisation of the remaining liquid, the

system is changed over to supply warm gas via the vapour
header and the colder gas is sent to the HD compressors via the
liquid header.

Position Description Valve

Open Warm-up heater crossover valve to vapour CG705
header
Close Warm-up heater crossover valve to liquid CG605
header
Close Vapour header to HD compressor supply line CG706
valve
Open Liquid header to HD compressor supply line CL701
valves

b) Vent warm vapour if required for safety reasons.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

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Cubal Cargo Operating Manual
Illustration 6.7.3a Gas Freeing the Cargo Tanks Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

Inert Gas
Ballast Line BA529F VAPOUR RETURN LINE
Dry-Air
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

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6.7.3 Gas Freeing e) Cargo tank pressure is controlled via the regulating valve set at Procedure for Inerting the Liquid Line
10kPa in automatic mode. Alternatively, where the vessel is at a
terminal, open the vapour to shore manifold while maintaining a During the inerting of the tanks it is also necessary to purge all the dead ends
Introduction pressure of 10kPa in the cargo tanks and allow the inert gas/gas of the liquid line to ensure there is no hydrocarbon remaining.
to free-flow via the HD compressors to shore.
After the tanks have been warmed-up, the tanks are gas freed by displacing the
a) Purge the dead section of the liquid header by opening the liquid
LNG vapour with inert gas. Inert gas from the inert gas plant is introduced at
Note: The cargo tank pressure should at all times be at least 2kPa above the header to No.1 vent riser regulating valve via crossover valve.
the bottom of the tanks through the LNG filling piping. The gas from the tanks
IBS pressure. Vent to atmosphere until the hydrocarbon content is less than
is then vented from the top of the tank through the vapour header to vent mast
1%.
No.1 or to the shore terminal if in port.
f) Start the inert gas generator to produce inert gas, discharging to
Inerting is necessary to prevent the possibility of having an air/LNG vapour the funnel via the purge valve until the correct oxygen level and Position Description Valve
mixture in the flammable range. The operation is continued until the dew point is obtained. When the oxygen content is less than 1% Open Liquid header/No.1 vent riser crossover CL700
hydrocarbon content is reduced to less than 2% by volume, and the operation and the dew point is -45°C, the delivery valve to deck upstream valve
takes approximately 20 hours to complete. In addition to the cargo tanks, all of of the two non-return valves on the dry-air/inert gas discharge

SAMSUNG
the pipework and fittings must be inerted. This is best done with inert gas or line will be manually opened. b) Purge the port liquid manifolds.
nitrogen while the plant is in operation for inerting the tanks.
g) Check the atmosphere of each tank at regular intervals from the Position Description Valve
Note: Investigations should be carried out to maintain the use of the GCU for vapour dome, using the portable oxygen analyser, gas meter and
dew point meter. The oxygen content is to be less than 2% and Open No.1 manifold double-shut valve CL014
as long as possible to minimise the venting of gas to the atmosphere. Open No.2 manifold double-shut valve CL024
the dew point less than -40°C. The methane percentage level
will be seen to drop with time to the required 2%. Open No.3 manifold double-shut valve CL034
Operating Procedure for Inerting Cargo Tanks Open No.4 manifold double-shut valve CL044
h) During tank inerting, purge the LNG vapour contained in the Open No.1 manifold ESD valve CL012

NYK LINE
a) Prepare the dry-air/inert gas plant for use in the inert gas lines and equipment for about 5 minutes or until the HC content
Open No.2 manifold ESD valve CL022
mode. is less than 2% by volume on the portable HC analyser at the
sample points valves. Open No.3 manifold ESD valve CL032
b) Install the elbow to connect the discharge line from the dry-air/ Open No.4 manifold ESD valve CL042
inert gas dryer to the liquid main. i) When the operation is complete, stop the supply of inert gas and
change over the inert gas plant to supply dry-air. c) On completion, close the port manifold double-shut valves and
c) Open the valves to supply inert gas to the liquid header. repeat the operation on the starboard manifold.
WARNING
d) Set up the valves on the cargo tanks in accordance with the d) Purge the starboard liquid manifolds.
Inert gas from this generator and pure nitrogen will not sustain life.
following table: Great care must be exercised to ensure the safety of all personnel
involved with any operation using inert gas of any description to avoid Position Description Valve
Position Description Valve asphyxiation due to oxygen depletion. Open No.1 manifold double-shut valve CL013
Open No.1 tank filling valves CL100, CL107 Open No.2 manifold double-shut valve CL023
Open No.2 tank filling valves CL200, CL207 Open No.3 manifold double-shut valve CL033
Open No.3 tank filling valves CL300, CL307 Open No.4 manifold double-shut valve CL043
Open No.4 tank filling valves CL400, CL407 Open No.1 manifold ESD valve CL011
Open No.1 tank vapour valves CG100, CG101 Open No.2 manifold ESD valve CL021
Open No.2 tank vapour valves CG200, CG201 Open No.3 manifold ESD valve CL031
Open No.3 tank vapour valves CG300, CG301 Open No.4 manifold ESD valve CL041
Open No.4 tank vapour valves CG400, CG401
Open Vapour header to mast riser line valve CG701 e) On completion, shut down the manifold double-shut valves.
Open Inert gas line to liquid header valve CL701
Automatic No.1 regulation vent riser valve CG702

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page of 14

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Position Description Valve Position Description Valve On completion of purging the spray main, the items of machinery in the cargo
machinery room are to be purged for about 5 minutes or until the HC content
Close No.1 manifold double-shut valve CL013 Open No.1 cargo tank spray pump return valve CS100
is less than 2% by volume on the portable HC analyser at the sample point
Close No.2 manifold double-shut valve CL023 valves.
Close No.3 manifold double-shut valve CL033 c) Repeat the process with tanks Nos.2, 3 and 4.
Close No.4 manifold double-shut valve CL043
Position Description Valve Procedure for Inerting the Gas Main
f) Purge the manifold cooldown lines. Open No.2 cargo tank spray valves CS207, CS208
Open No.2 cargo tank spray spur valve CS205 The gas main is set up to vent through No.1 vent riser via CG700 and the
Position Description Valve Open No.2 cargo tank spray pump return valve CS200 spectacle flange which should be in the open position.
Open Starboard manifold bypass valves CS013, CS023 Open No.3 cargo tank spray valves CS307, CS308
a) Swing the spectacle piece at valve CG700 to the open position.
CS033, CS043 Open No.3 cargo tank spray spur valve CS305
Open Starboard manifold cooldown valves CS011, CS021 Open No.3 cargo tank spray pump return valve CS300 b) Set up the gas main to vent to No.1 vent riser.
CS031, CS041

SAMSUNG
Open No.4 cargo tank spray valves CS407, CS408
Open Forward manifold crossover cooldown valve CS704 Open No.4 cargo tank spray spur valve CS405 c) Prepare any blank flanges on the cargo system that have not
Open Aft manifold crossover cooldown valve CS705 Open No.4 cargo tank spray pump return valve CS400 previously been used so they can be readily slacked back to
allow purging of the dead ends.
g) Purge the relief/safety valves on the liquid header by operating d) Purge the main fuel header.
the lifting lever. d) Open the following valves:
Position Description Valve
Position Description Valve
Procedure for Inerting the Spray Line Open Spray line crossover to fuel header valve CS706
Open Gas main to No.1 vent riser CG700

NYK LINE
Open No.2 cargo tank fuel pump supply valve CS212
The spray line and items of equipment in the cargo machinery room including Open Heater discharge to gas main CG708
Open No.2 cargo tank fuel pump return valve CS209
safety valves are inerted after completion of the liquid line inerting.
Open No.3 cargo tank fuel pump supply valve CS312 e) Purge the gas main header.
a) Open the spray crossover valves from the liquid line and the Open No.3 cargo tank fuel pump return valve CS309
spray master valve to each tank. Open No.4 cargo tank fuel pump supply valve CS412
Vapour Manifold
Open No.4 cargo tank fuel pump return valve CS409
Position Description Valve The vapour manifold is purged via the vapour return and from the vapour
Open Spray crossover and in line valves from CS702, CS703 e) Purge the spray main to the manifold. main.
liquid line to spray main
Open Spray main line block valves CS700, CS701 Position Description Valve Position Description Valve
Open Spray main to manifold block valve CS071 Open Port manifold bypass valves CS014, CS024
CS034, CS044 Open Vapour main to vapour manifold valve CG712
Open No.1 cargo tank master spray valve CS103
Open Port manifold cooldown valves CS012, CS022 Open Vapour ESD valves CG001, CG002
Open No.2 cargo tank master spray valve CS203
Open No.3 cargo tank master spray valve CS303 CS032, CS042
a) Purge the vapour line through the sample valves until the
Open No.4 cargo tank master spray valve CS403 Open Forward manifold crossover cooldown valve CS707
hydrocarbon content is less than 1%.
Open Aft manifold crossover cooldown valve CS708
b) Starting at No.1 tank, purge each section of the spray line, where b) To clear the dead end at valve CG606, ease back the blank
there is a blank flange on any spur, slacken off to allow the dead f) On completion, close the manifold spray bypass valve and the flange and purge for approximately five minutes, then close
end to be purged. liquid ESD valves. valve CG606.

g) Purge the relief/safety valves on the spray system using the

Position Description Valve On completion of inerting, shut all of the valves, sample lines and drains.
lifting handles.
Open No.1 cargo tank spray valves CS107, CS108
Open No.1 cargo tank spray spur valve CS105 h) Close the spray master valve on each tank and the vaporiser
crossover valve.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page 10 of 14

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Tank Safety Valves and Pump Discharge Columns d) On completion, close the sample valves and open the LNG Fuel Gas Line to Engine Room
vaporiser outlet valve to clear the line into the heater discharge
Purge the tank safety valves by operating the manual lifting device, the line. This can be purged as a continuation from the gas heaters.
hydrocarbon content can be checked at the vent mast riser sample valves.
a) Purge the line through No.4 vent mast until the hydrocarbon
Purge all the cargo pumps and spray pump columns by opening the sample Low Duty Compressors and Mist Separators content is less than 1%, then close the ESD valves.
valves situated near to the respective pump discharge valves. Check the
hydrocarbon content and when less than 1%, close the sample valves. The low duty compressors can be purged by passing inert gas through the NBO
mist separator into the compressor suction line. Note: Automatic sequences are installed to purge the fuel gas lines to the
engine room.
The emergency pump columns are not purged while the tanks are being purged
because of the foot valve. To ensure they are properly purged, a flexible hose a) Open the sample valves on the compressors in sequence, purge
is connected to the sample valves at the column top and nitrogen is used for until the hydrocarbon content is less than 1%.
purging. The discharge valve is opened to ensure the section of line between
the emergency pump column and the tank filling line is purged. b) To purge the outlet line from the LD compressors and FBO mist
separator to the heaters.

SAMSUNG
When all of the tanks, cargo pipework, instrumentation lines and machinery
have been purged with inert gas, and the propulsion plant gas inlet purged with High Duty Compressors
nitrogen, the system can be changed over ready to aerate.
The high duty compressors can be purged by passing IG from the compressor
On completion of inerting, shut all of the valves, sample lines and drains. supply line through the heaters and to atmosphere via the heater discharge line
and gas main.
Procedure for Inerting the Machinery Room
a) Open the sample valves on the compressors in sequence, purge

NYK LINE
The items of equipment in the machinery room are inerted using the spray and until the hydrocarbon content is less than 1%.
vapour mains and venting via the gas main and No.1 vent riser.
b) On completion, close the sample valves and then prepare to
purge the next piece of machinery.
Vaporisers
Forcing Vaporiser Gas Heaters
a) Open the sample valves and purge until the hydrocarbon content
is less than 1%. The warm-up/boil-off heaters are purged from the compressor discharge lines
and then to the heater discharge line and gas main.
b) Purge the spray pipe, purging the unit for about five minutes.
a) Open the sample valves/drains and purge until the hydrocarbon
c) Purge the outlet line to the FBO mist separator by opening the content is less than 1%.
outlet valve from the vaporisers.
b) Open the heater supply crossover from the compressors to
d) Purge the FBO spray pipe. ensure that section of line is purged.

c) On completion, shut down the sample valves/drains and prepare

LNG Vaporiser
to purge the heater discharge line and gas main to No.1 vent
a) Open the sample valves and purge until the hydrocarbon content riser.
is less than 1%.
d) To clear the dead ends, ease back the blank flanges and purge
b) Purge the spray pipe, purging the unit for about five minutes. for approximately five minutes.

c) Purge the relief/safety valves on the vaporisers using the lifting

handle.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page 11 of 14

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Cubal Cargo Operating Manual
Illustration 6.7.4a Aerating Cargo Tanks Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

Dry-Air
Ballast Line BA529F VAPOUR RETURN LINE
Inert Gas
CG703

Inert Gas/Dryer
Plant from Engine Room

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page 12 of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.7.4 Aerating Operating Procedure for Aerating Cargo Tanks j) When all the tanks are completed and all piping has been aired
out, continue to supply air to the tanks until they have been
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. checked by a qualified chemist and a Gas Free Certificate has
Introduction been issued.
b) Install the spool piece to connect the discharge line from the
Aeration is carried out after gas freeing to ensure that the atmosphere in the k) Once the tank has been certified gas free, nitrogen supply to
dry-air/inert gas dryer to the vapour main.
cargo tanks is suitable for entry and safe for any repair work to be carried the IS/IBS is to be shut off as the tank pressure is dropped to
out. atmospheric pressure.
c) Open the valves to supply dry-air to the liquid header.
Aeration is not complete until, at each stage, the oxygen content is more than
d) Set up the valves on the cargo tanks in accordance with the l) On the basis that the flushing of all lines as in (i) is complete,
20%, the carbon dioxide content is less than 0.5%, and the carbon monoxide
following table: stop the IG supply of dry-air, shut down the liquid header and
content is less than 50ppm.
restore the tank pressure controls and valves to vent from the
Position Description Valve vapour header.
With the inert gas/dry-air system in dry-air production mode, the cargo tanks
are purged with dry-air until a reading of more than 20% oxygen by volume Open No.1 tank filling valves CL100, CL107

SAMSUNG
is reached. Note: The cargo tank pressure should at all times be at least 2kPa above the
Open No.2 tank filling valves CL200, CL207
IBS pressure.
Open No.3 tank filling valves CL300, CL307
Using the IAS, adjust the set point of No.1 mast riser control valve CG702
to 6kPa, which is safely above the pressure relief setting for the interbarrier Open No.4 tank filling valves CL400, CL407
spaces. Open No.1 tank vapour valves CG100, CG101
Open No.2 tank vapour valves CG200, CG201
The operation is complete when all the tanks have readings of more than 20% Open No.3 tank vapour valves CG300, CG301
oxygen and a hydrocarbon content of less than 0.5% by volume (or whatever is Open No.4 tank vapour valves CG400, CG401
required by the relevant authorities) and a dew point below -40°C.

NYK LINE
e) Open valve CL700, the liquid header to the mast riser line
Dry-air is introduced into the cargo tank via the vapour main, and the inert
at No.1 tank. Pressure is controlled via the regulating valve
gas/dry-air admixture is discharged via the tank filling line to the liquid main
CG702 in automatic mode. Alternatively, where the vessel is at
and then vented to atmosphere through No.1 vent riser.
a terminal, open the vapour to shore manifold while maintaining
a pressure of 10kPa in the cargo tanks and allow the inert
Note: The aeration of the tanks can also be carried out following the same gas/air mixture to free-flow via the HD compressors to shore,
path as that used for inerting. controlling the pressure using CG500.

Before entry, test for traces of noxious gases which may have been constituents f) Start the inert gas generator to produce dry-air to the cargo
of the inert gas. In addition, take appropriate precautions as given in the Tanker tanks.
Safety Guide and other relevant publications. When proceeding to refit, a
qualified chemist will pass the cargo tanks fit for entry. g) At frequent intervals, approximately once an hour initially,
then more frequently, take samples from the filling pipe test
WARNING connections to test the discharge from the bottom of the tanks
Take precautions to avoid concentrations of inert gas or nitrogen in for oxygen content.
confined spaces, which could be hazardous to personnel. Before entering
any such areas, test for sufficient oxygen and for any noxious gases. h) When the oxygen content exceeds 20%, isolate and shut-in the
tank.

i) 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 the
vaporisers, compressors, gas heaters, crossovers and pump
risers. All piping containing significant amounts of inert gas
should be flushed out.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page 13 of 14

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com

Draft: 2 - November 2011 IMO No: 9491812 Section 6.7 - Page 14 of 14

6.8.1 Warm-Up

6.8.2 Gas Freeing

6.8.3 Aerating

SAMSUNG
6.8.4 One Tank Drying/Inerting

6.8.5 One Tank Gassing-Up and Cooling Down

NYK LINE

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.8.1a Warming-Up One Tank Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
LNG Vapour (Warm)
Inert Gas/Dryer
Plant from Engine Room Condensate

NYK LINE
CG706 CG705
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.8 One Tank OperationS Operating Procedure Using the Liquid Header to Warm-Up a g) Confirm that the valves on the vapour header are set in
Single Tank accordance with the following table:
6.8.1 Warm-Up
Before commencing warm-up, pull all four tank pressures down to approximately Position Description Valve
5kPa by gas burning, using a LD compressor and a warm-up/boil-off heater. Open No.1 tank vapour valves CG101, CG104
Introduction
Open No.2 tank vapour valves CG201, CG204
During the tank warm-up, the automatic gas burning control system continues
There are occasions where it may be necessary to carry out repairs in a single Open No.3 tank vapour valves CG301, CG304
to be used to control the pressure in the tanks not being warmed-up, and the
tank. When this occurs, the vessel may be requested to isolate and to prepare Open No.4 tank vapour valves CG401, CG404
tank being warmed-up.
a single tank for entry. Auto Vapour header vent control valve set 15kPa CG702
a) Swing the spectacle piece on the gas main at valve CG700 to the Open Vapour header to compressor supply line CG704
The vessel would normally discharge its cargo and then proceed to a repair yard
open position to connect the line at No.1 vent riser.
where the actual tank entry and repair work would be carried out, however, it is
possible that service engineers, or ship’s crew could undertake repairs. h) On No.2 HD compressor open the valves in accordance with the
b) Insert the elbow piece at No.3 tank vapour dome to connect the following table:

SAMSUNG
vapour line to the gas header.
During the cargo discharge, as much cargo as possible would be pumped out
of the tank to be worked in. Additional heel, over and above the normal voyage Position Description Valve
c) Insert the elbow to connect the vapour outlet from the warm-up
requirements, would be retained in the other tanks, sufficient to gas-up and cool Open No.2 HD compressor inlet valve CG916
heater line to the liquid header.
down the repaired tank prior to arrival at the loading port. Automatic No.2 HD surge control valve CG990
d) Prepare No.2 warm-up heater. Open No.2 HD outlet valve CG904
CAUTION
Mist separator drains can be directed to No.3 cargo tank via valve CR- Position Description Valve i) Start No.2 HD compressor from the IAS. Adjust No.2 warm-up
306 and safety valve discharges can be directed to No.3 cargo tank via heater outlet temperature, very slowly increasing the temperature
valve CR-304. Therefore, ensure when this tank being warmed-up, it is Open No.2 warm-up heater inlet block valve CG918

NYK LINE
to +80°C.
isolated by swinging the relevant spectacle blanks and post appropriate Automatic No.2 warm-up heater inlet control valve CG924
warning notices. Automatic No.2 warm-up heater temperature control CG923 j) As the pressure in No.3 tank rises, the automatic gas control
valve system should control this, if not, then vent via No.1 vent mast
The procedure for warming-up one tank is to introduce hot vapour, using a HD Open No.2 warm-up heater outlet block valves CG927, CG937 riser.
compressor and warm-up heater, through the filling line to the bottom of the Open Heater outlet to warm-up line CG934
tank to facilitate the evaporation of any liquid remaining in the tank. The time k) Check that the pressure in the insulation spaces, which has a
Open Warm-up heater outlet crossover valves to CG706, CL701
taken for the operation is approximately 42 hours. tendency to increase, remains inside the preset limits.
the liquid header
Excess vapour generated during the warm-up operation is directed to the GCU Open Supply to engine room power unit/GCU CG939
l) Monitor the temperatures in No.3 tank and adjust the opening of
when at sea, or returned to shore if in port. The gas main is used to enable valve
the filling valve to make the temperature progression uniform.
excess pressure to be vented to atmosphere via No.1 vent riser should the
vapour created be too much for the ship’s power generating plant and/or GCU e) Adjust the temperature set point for +80°C on No.1 warm-up
m) The warm-up operation continues until the temperature at the
when at sea. heater.
coldest point of the insulation space barrier of the tank reaches
+5°C, ie, higher than the dew point of the inert gas. This is to
The warm-up operation continues until the temperature at the coldest point of CAUTION avoid the water content in the inert gas condensing in the tank.
the insulation space barrier of the tank reaches +5°C. When returning heated vapour to the cargo tank, the temperature at the
heater outlet should not exceed +80°C. This is to avoid possible damage n) Shut off the steam to the warm-up heater and allow circulation
It is assumed that No.3 tank is to be warmed-up and the heel has been retained to the cargo piping insulation and safety valves. to continue for a further 10 minutes before stopping the warm-
in No.1, No.2 and No.4 cargo tanks. up.
f) Set the valves on No.3 cargo tank in accordance with the
No.4 fuel pump and the forcing vaporiser are used for gas firing as required. following table: o) Continue automatic gas control with the LD compressor as
necessary to maintain Nos.1, 2, 3 and 4 tank pressures. Shut
CAUTION Position Description Valve down the HD compressor and initiate the set-up for inerting the
The warm-up heater should be thoroughly preheated with steam before Open No.3 tank branch master valve CL307 cargo tank.
the admission of methane vapour. This is to prevent ice formation.
Open No.3 tank filling valve CL300

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.8.2a Gas Freeing One Tank Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902

Key
GI702

LNG Vapour (Cold)

Ballast Line BA529F VAPOUR RETURN LINE
LNG Liquid
CG703
LNG Vapour (Warm)
Inert Gas/Dryer
Plant from Engine Room Condensate

NYK LINE
CG706 CG705
Inert Gas
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.8.2 Gas Freeing Position Description Valve WARNING
Open Gas main to No.1 mast riser (only open when CG700 Inert gas from this generator and pure nitrogen will not sustain life.
Introduction burning the vapour from No.3 tank in the Great care must be exercised to ensure the safety of all personnel
GCU is stopped) involved with any operation using inert gas of any description to avoid
After the tank has been warmed-up, the LNG vapour is displaced with inert gas asphyxiation due to oxygen depletion.
to remove all of the hydrocarbons present and then purged with air to prepare f) Open the valves to supply inert gas to the liquid header.
for entry. Inert gas from the inert gas plant is introduced at the bottom of the
tank through the LNG filling piping. Vapour from the tank is vented from the g) Open the valves to supply inert gas to No.3 tank via the liquid
top of the tank through the vapour dome to the gas main and then to the vent header and tank filling valve, venting via the gas main and
mast No.1, or to shore if in port. forward vent.

Note: The instructions which follow apply to the normal situation, venting Position Description Valve
to the atmosphere at sea. Open IG crossover valve to the liquid header CL701

SAMSUNG
Open No.3 tank filling valves CL300, CL307
Inerting is necessary to prevent the possibility of having a vapour mixture
in the flammable range during aeration. The operation is continued until the Open Vapour header to No.1 mast riser valve CG701
hydrocarbon content is reduced to less than 2% by volume. The operation
requires about 10 hours. h) Pressure is controlled via the regulating valve CG702 set at
10kPa in automatic mode.
In addition to the cargo tank, all pipework and fittings must be gas freed. This is
best done with inert gas or nitrogen, while the plant is in operation for inerting Note: The cargo tank pressure should at all times be at least 2.kPa above the
the tank. During the inerting and aeration, the boil-off gas from the other tanks IBS pressure.
is used as fuel in the power generating plant.

NYK LINE
i) Start the inert gas generator to produce inert gas, discharging
Operating Procedure for Inerting One Cargo Tank to the funnel via the purge valve 6021 until the correct oxygen
level and dew point is obtained. When the oxygen content is less
a) The automatic gas control system will maintain the pressures in than 1% and the dew point is -45°C, the delivery valve 6041 to
No.1, No.2 and No.4 cargo tanks. deck upstream of the two non-return valves on the dry-air/inert
gas discharge line will be manually opened.
b) Insert the elbow piece at No.3 tank vapour dome to connect the
vapour line to the gas main. j) Check the atmosphere of the tank at regular intervals from the
vapour dome, using the portable oxygen analyser, gas meter and
c) Prepare the dry-air/inert gas plant for use in the inert gas dew point meter. The oxygen content is to be less than 2% and
mode. the dew point less than -40°C. The methane % level will be seen
to drop with time to the required 2% oxygen.
d) Install the elbow to connect the discharge line from the dry-air/
inert gas dryer to the liquid main. k) During tank inerting, purge the LNG vapour contained in No.3
tank spray header, crossovers and pump risers for about 5
e) Set up the gas main to vent No.3 vapour dome via No.1 mast minutes by using the sample point valves. The emergency pump
riser when burning the vapour output in the GCU stops. column needs to be inerted using a nitrogen hose due to the foot
valve.
Position Description Valve
Open No.3 vapour valve to the LD compressor inlet CG300 l) When the operation is complete, stop the supply of inert gas and
line (close when burning the vapour from change over the inert gas plant to supply dry-air.
No.3 tank is stopped)
Open No.3 gas main to the vapour dome CG301

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.8.3a Aerating One Tank Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902
Key
LNG Vapour (Cold)
GI702

Ballast Line BA529F VAPOUR RETURN LINE LNG Liquid

CG703 Dry-Air
Inert Gas/Dryer Condensate
Plant from Engine Room

NYK LINE
CG706 CG705 Inert Gas
LNG Vapour (Warm)
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.8.3 Aerating Operating Procedure for Aerating Cargo Tanks k) During the time that dry-air from the inert gas plant is supplied
to the tank, purge the inert gas contained in No.3 tank spray
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. header, crossovers, pump risers and emergency pump well for
Introduction about 5 minutes by using the sample point valves.
b) Install the spool piece to connect the discharge line from the
The automatic gas control system will continue to use the boil-off gas and the l) When the tank is completed and all piping has been aired out,
dry-air/inert gas dryer to the gas main.
forcing vaporiser if necessary to maintain the pressures in No.1, No.2 and continue to supply air to the tank until it has been checked by a
No.4 cargo tanks. qualified chemist and a Gas Free Certificate has been issued.
c) Swing the spectacle piece at No.3 vapour dome to the closed
position.
Aeration is carried out after gas freeing to ensure that the atmosphere in the
m) Once the tank has been certified gas free, nitrogen supply to
cargo tank is suitable for entry and safe for any repair work to be carried out.
d) Install the elbow to connect the liquid main to No.1 vent mast the IS/IBS is to be shut off as the tank pressure is dropped to
riser line atmospheric pressure.
Aeration is not complete until, at each stage, the oxygen content is more than
20%, the carbon dioxide content is less than 0.5%, and the carbon monoxide
e) Open the valves to supply dry-air to the liquid header. n) On completion of repair work, the aeration can be stopped and
content is less than 50 ppm.

SAMSUNG
the tank prepared for cargo operations.
With the IG/dry-air system in dry-air production mode, the cargo tanks are f) Set up the valves on the cargo tanks in accordance with the
purged with dry-air until a reading of more than 20% oxygen by volume is following table:
reached.
Position Description Valve
The operation is complete when the tank has readings of more than 20% Open No.3 tank filling valves CL300, CL307
oxygen and a hydrocarbon content of less than 0.5% by volume (or whatever Open No.1 tank vapour valves CG100, CG101
is required by the relevant authorities), and a dew point below -40°C. This will
Open No.2 tank vapour valves CG200, CG201
normally take approximately 10 hours.

NYK LINE
Open No.3 tank vapour valve to gas main CG301
Dry-air is introduced into the cargo tank via the gas main, and the inert gas/dry- Close No.3 tank vapour valve to vapour main CG300
air admixture is discharged via the tank filling line to the liquid main and then Open No.4 tank vapour valves CG400, CG401
vented to atmosphere through No.1 vent riser. Open Vapour header to No.1 mast riser valve CG701

Note: The aeration of the tanks can also be carried out following the same g) Pressure is controlled via the regulating valve CG702 in
path as that used for inerting. automatic mode.

Before entry, test for traces of noxious gases which may have been constituents
Note: The cargo tank pressure should at all times be at least 2kPa above the
of the inert gas. In addition, take appropriate precautions as given in the Tanker
IBS pressure.
Safety Guide and other relevant publications. The services of a qualified chemist
should be engaged if the ship is in an anchorage where the port authorities will
h) Start the inert gas generator to produce dry-air, discharging to
permit entry to one tank whilst the others are under gas.
the funnel via the purge valve 6021 until the correct oxygen
level and dew point is obtained. When the oxygen content is
WARNING 20% and the dew point is -45°C, the delivery valve to deck
Take precautions to avoid concentrations of inert gas or nitrogen in upstream of the two non-return valves on the dry-air/inert gas
confined spaces, which could be hazardous to personnel. Before entering discharge line requires to be manually opened.
any such areas, test for sufficient oxygen >20% and for traces of noxious
gases. i) At frequent intervals, approximately once an hour initially,
then more frequently, take samples from the filling pipe test
connections to test the discharge from the bottom of the tank for
oxygen content.

j) When the oxygen content exceeds 20%, isolate and shut-in the
tank.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.8.4a Drying One Tank Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902
Key
LNG Vapour (Cold)
GI702

Ballast Line BA529F VAPOUR RETURN LINE LNG Liquid

CG703 Dry-Air
Inert Gas/Dryer Condensate
Plant from Engine Room

NYK LINE
CG706 CG705 Ambient Air
LNG Vapour (Warm)
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
6.8.4 One Tank Drying/Inerting c) The automatic gas control system will maintain the supply of Operating Procedure for Inerting One Cargo Tank
boil-off gas from No.1, No.2 and No.4 cargo tanks to the power
generating plant and maintain the cargo tank pressure at the set a) Prepare the dry-air/inert gas plant for use in the inert gas mode.
Introduction
point level. The fuel pump in No.4 cargo tank with the vaporiser This should only involve changing over on the IG plant, as the
will provide any additional fuel gas required. same tank and line valves will be used.
Following any repairs or inspection, the cargo tank which has been opened
will contain wet-air, which must be dried primarily to avoid the formation of
d) Open the liquid header and tank filling valves on No.3 cargo b) Confirm that the valves to supply inert gas to No.3 tank via the
ice when it is cooled down, and secondly the formation of corrosive agents
tank. liquid header and tank filling valve are open.
if the humidity combines with the sulphur and nitrogen oxides which might
be contained in excess in the inert gas. The tank is inerted to prevent the
possibility of any flammable air/LNG mixture forming. Normal humid air is Position Description Valve Position Description Valve
displaced by dry-air and then this is displaced by inert gas produced from the Open No.3 tank filling valves CL300, CL307 Open No.3 tank filling valves CL300, CL307
dry-air/inert gas plant. Open IG/dry-air crossover valve to the liquid CL701 Open IG/dry-air crossover valve to the liquid CL701
header header
The inert gas is primarily nitrogen and carbon dioxide, containing less than 2%

SAMSUNG
oxygen with a dew point of -45°C or below. e) The atmospheric air is vented via the gas main from No.3 c) Start the inert gas generator to produce inert gas, discharging to
vapour dome to No.1 vent mast riser. the funnel via the purge valve until the correct oxygen level and
WARNING dew point is obtained. When the oxygen content is less than 1%
Inert gas from this generator and pure nitrogen will not sustain life. Position Description Valve and the dew point is -45°C, the delivery valve to deck upstream
Great care must be exercised to ensure the safety of all personnel of the two non-return valves on the dry-air/inert gas discharge
Open Gas main crossover to No.1 riser CG700
involved with any operation using inert gas of any description to avoid line requires to be manually opened.
asphyxiation due to oxygen depletion.
f) Confirm that the valve CG300 from No.3 vapour dome to the
vapour header is closed. d) By sampling at the vapour dome, check the atmosphere of the
Dry-air is introduced at the bottom of the tanks through the filling piping. The tank by means of the portable oxygen analyser and dew point

NYK LINE
air is displaced from the top of the tank through the dome and the emergency meter. The oxygen content is to be less than 2% by volume and
g) Start the inert gas generator to produce dry-air, discharging to
vent line to be discharged through the vent mast at No.1 tank. The time taken the dew point less than -40°C.
for this operation and to reduce the dew point to < -20°C is approximately 10 the funnel via the purge valve 6021 until the correct oxygen
hours. level and dew point is obtained. When the oxygen content is
20% and the dew point is -45°C, the delivery valve 6041 to deck e) During the time that inert gas is supplied to the tank, flush out
upstream of the two non-return valves on the dry-air/inert gas the dry-air from the spray line, crossovers and pump risers.
The inerting of the tank can be carried out at sea, and it will take approximately
10 hours to reduce the oxygen content to less than 2% and the final dew point discharge line requires to be manually opened.
to -45°C. Note: Nitrogen may be used instead of inert gas for the spray rail to ensure
h) Monitor the dew point of the tank by taking a reading with a there are no deposits left in the nozzles that could cause blockage.
portable meter at the No.3 tank vapour dome sample valves.
Operating Procedure for Drying No.3 Cargo Tank f) Emergency pump wells have to be inerted with nitrogen before
i) Observe the tank pressures and insulation space pressures, to inerting the cargo tanks.
Dry-air, with a maximum dew point of -45°C, is produced by the dry-air/inert ensure that the tank pressure is higher than the space pressures
gas plant at a flow rate of 15,000Nm³/h with a discharge pressure of 25kPag. g) When the inerting of No.3 tank is complete, raise the tank
by 2kPa gauge at all times.
pressure to 6kPa and shut the tank filling and vapour valves.
a) Prepare the inert gas plant for use in the dry-air mode.
j) During the time that dry-air from the inert gas plant is supplied
to the tank, use the dry-air to flush out humid air from the spray h) Remove the elbow connecting the IG/dry-air line to the liquid
b) Continue supplying LNG vapour to the LD compressor for
line, crossovers and pump risers. main and shut down the inert gas plant. Now set up for gassing-
burning in the propulsion plant and confirm that the vapour
up the tank.
valves on tanks with LNG heel are still open.
k) On completion of drying the tank, stop the production of dry-air
and change the inert gas plant over to supply inert gas. i) Once No.3 tank pressure is settled at 6kPa, the nitrogen system
Position Description Valve
to the IBS/IS for No.3 tank can be reset. The set point for the
Open No.1 tank vapour valves CG100, CG101 IBS controller should be 0.5kPag supply and 1kPa exhaust.
Note: It is necessary to lower the tank’s dew point using dry-air to at least
Open No.2 tank vapour valves CG200, CG201 -20°C, before supplying the tanks with inert gas to avoid the formation of The set point for the IS is IBS+0.2kPa supply and IBS+ 0.5kPa
Open No.4 tank vapour valves CG400, CG401 corrosive agents exhaust. Alternatively, wait until gassing-up is complete before
Open Vapour main to compressor supply line CG704 pressurising the IBS/IS.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.8.5a Gassing-Up One Tank Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF
CN022 CN021
CS964 Drain CS907 CS961
CG902 Pot
CG924
M LO
CG943

CG920
CG917

CG925 CG926
Spray Pipe CG072 CG071
OF
CS911 CS935
Forcing CG074 CG073
M After Cooler CG910 CG914 CG931 CG919

CS974

CS972
Vaporiser
OF

CS708

CS705
CG906 CG942 CG918 CG944

CS904

CS903
SAMSUNG
CG988

CG903 FBO Mist CS032 CS031

No.1 HD Compressor CS034 CS033
Separator
CS912 CS960 Spray Pipe
Spray Pipe NO CS901
CG911 CG915
CL032 CL034 CL033 CL031
OF LNG

CG934

CG933
CG929 Vaporiser

CG075

CS071
NC

CS973

CS971
CG904 CS965 CS908 CS962 LC
CG990

No.2 HD Compressor CS044 CS042 CS041 CS043

CS905
CS906
M
To OF
CG900

CG912 CG930
CG916 No.3 & 4 CL042 CL044 CL043 CL041
Cargo Tank CG932 CS902
Key
LNG Vapour (Cold)
GI702

Ballast Line BA529F VAPOUR RETURN LINE LNG Liquid

CG703 Inert Gas
Inert Gas/Dryer Condensate
Plant from Engine Room

NYK LINE
CG706 CG705 LNG Vapour (Warm)
CG708

CG707

CG704

CR712
CS703

CS702
CL701

CS706
GAS HEADER To Cofferdam

VAPOUR HEADER

CG701

CG700
LIQUID HEADER

SPRAY HEADER CL700

CS701 CS700 FUEL HEADER

CG702
CS405

CS305

CS205

CS105
CS403

CS412

CS303

CS312

CS203

CS212

CS103
CL107
CL407

CL307

CL207
H H H H H H H

CG100
CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS400

CS409

CS309

CS209
CS410 CS411

CS310 CS311

CS210 CS211
H H H H
CS300

CS200

CS100
H H H
CR401 CR301 CR201 CR101
CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL404

CL304

CL204

CL104
CL401

CL301

CL201

CL101
H H H H H H H

CR400 CR300 CR200 CR100

CG401

CG301

CG201

CG101
CS407

CS408

CS307

CS308

CS208

CS207

CS108

CS107
CL400

CL300

CL200

CL100
CL403

CL402

CL303

CL302

CL203

CL202

CL103

CL102
H H H H H H H H H H H H

Port Port Port Port

Starboard Starboard Starboard Starboard

Emergency Pump Column

CL306

CL305
CL406

CL405

CL206

CL205

CL106

Drawing Reference: MB60161 Cargo System

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page 10 of 14

a) Continue with gas burning from No.1, No.2 and No.4 cargo
Introduction tanks using the automatic gas control system to supply the
power generating plant.
The purging has been carried out with inert gas and the cargo tank has now to
be gassed-up with LNG vapour and cooled down before the vessel arrives at
b) Prepare the LNG vaporiser to supply vapour to the gas main.
the loading terminal.

This is because, unlike nitrogen, inert gas contains 15% of carbon dioxide Position Description Valve

which will freeze at around -60°C and produces a white powder/foam which Open LNG vaporiser inlet valve CS902
can block valves, filters and nozzles. Automatic LNG vaporiser flow control valve CS905
Automatic LNG vaporiser temperature control valve CS906
During gassing-up, the inert gas in the cargo tank is replaced with warm LNG
Open LNG vaporiser outlet valve CG932
vapour. This is done to remove any freezable gases such as carbon dioxide and

SAMSUNG
to complete the drying of the tanks.
c) No.4 fuel pump is used to supply both the forcing vaporiser to
supply the power generating plant, and the LNG vaporiser to
Operation gas-up No.3 cargo tank.

LNG liquid is supplied from No.4 cargo tank by using the fuel pump where it d) Prepare the liquid header and tank filling valves:
is passed to the LNG vaporiser in this example. From the vaporiser the LNG
vapour produced is passed at +20°C to the gas main and then into the top of Position Description Valve
the tank at the vapour dome. Open No.3 cargo tank filling valves CL300, CL307

NYK LINE
Prior to the start of the operation, the stripping/spray main into No.3 tank Open Liquid header to No.1 vent riser control CL700
should be purged with nitrogen into the cargo tanks via the vapour dome valve
through the arrangement of spray valves. Automatic No.1 vent riser vapour control valve CG702

The nitrogen is introduced through the various sample points by means of a e) Confirm No.3 vapour dome to the gas main is set up as
flexible pipe from the nitrogen main. The use of nitrogen ensures that the filters follows:
remain clear when cold LNG is passed through the spray main.
Position Description Valve
The LNG vapour is lighter than the inert gas, which allows the inert gases in Close No.3 vapour dome to the vapour header CG300
the cargo tanks to be exhausted up the tank loading column to the liquid main.
Open No.3 vapour dome to the gas header CG301
The inert gas then vents to the atmosphere via the No.1 mast riser.

The spray header to No.3 cargo tank should be purged with nitrogen prior to f) Adjust the flow through the vaporiser until the desired
starting gassing-up in readiness for cooldown. temperature is achieved and stable.

The operation is considered complete when the hydrocarbon content, as g) Monitor the inert gas exhausting at the liquid dome using the
measured at the top of the cargo filling pipe, exceeds 80% by volume and sample cock initially, followed by the sample cock at the top of
a carbon dioxide content of less than 1% in volume. This normally entails the loading line. Also monitor the inert gas exhausted at No.1
approximately 1.5 changes of the volume of the atmosphere in the cargo tank. mast riser, using the sample cock.

On completion of warm LNG vapour purging, the cargo tank will normally be CAUTION
cooled down. Time taken for gassing-up and cooling down is approximately 20 Operating the vaporiser should be thoroughly preheated by steam
hours with the cooling down taking approximately 10 hours. before the admission of any vapour to prevent the formation of ice.
Do not shut down the vaporiser until it has been warmed-through to
ambient temperature.

Draft: 2 - November 2011 IMO No: 9491812 Section 6.8 - Page 11 of 14

Produced by: Worldwide Marine Technology Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Cubal Cargo Operating Manual
Illustration 6.8.5b Cooling Down One Tank Port Starboard
To Engine Room
Gas Valve Units Manifold
CG985 CG986 CG987 CG938 CL012 CL014 CL013 CL011

CG928
CG936
CS014 CS012 CS011 CS013

CG935
No.1 LD Compressor Nitrogen No.1 Boil-Off

CG922
NO
OF
Warm Up Heater
CN918 CN917
CG901 CL022 CL024 CL023 CL021

CS909 CS963
M LO

CS707

CS704
LO
NBO Mist To Engine Room CG921
Pre-Cooler Separator CS024 CS022 CS021 CS023
CS910 CS934 Gas Valve Units
CG939

After Cooler CG909 CG913 CG907

CG927
CG937
CG905 No.2 Boil-Off CN032 CN034 CN033 CN031
CG941

CG923
CG989 Warm Up Heater
No.2 LD Compressor
OF

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Cubal Cargo Manual Draft 2 November 2011

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Cubal Cargo Manual Draft 2 November 2011

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Cubal Cargo Operating Manual

Cargo Operating Manual Section 2: Properties of LNG 3.2.3b Vapour Control

Draft: 2 - November 2011 IMO No: 9491812 Front Matter - Page  of 8

4.11 Emergency Shutdown and Valve Remote Control Systems Illustrations

4.7.1 Forcing Vaporiser 5.4 Fire Fighting Systems

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7.1 LNG Vapour Leakage into Barrier Spaces

7.2 LNG Liquid Leakage into the Interbarrier Spaces (IBS)

7.4 Emergency Cargo Pump Installation

7.5 Fire and Emergency Breakaway

7.6 Ship-to-Ship Transfer

7.7 Cold Spots on Inner Hull

7.8 LNG Jettison

7.9 Vent Mast on Fire

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This manual is provided with a system of issue and update control.

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6600V AC Earth Making Contact

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1.1 Principal Particulars

1.1.2 Principal Particulars of Cargo Equipment and Machinery

1.1.4 Tank Capacity Tables

1.2 Rules and Regulations

1.3 Cargo System Technology

1.3.2 GTT Mark III Cargo Containment

1.4 Hazardous Areas and Gas Dangerous Zones

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Illustration 1.1.3a General Arrangement

Steering No.2 No.1 FPT

Upper Deck Plan

Length Overall: 285.357m

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CARGO TANKS FRESH WATER TANKS SG: 1.000

WATER BALLAST TANKS SG: 1.025

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MARINE GAS OIL TANKS SG: 0.900 MISCELLANEOUS TANKS

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The boundaries of the tanks are as follows:

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R-PU Foam 100mm

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Top Bridge Pad

Secondary Barrier Flat Panel

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SAMSUNG PUF Packing

Flat Joint Primary Barrier Knot

R-PU Foam 100mm

R-PU Foam 170mm

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Grade A Grade E(4) Grade E(4)

Grade A(1) Grade A

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Upper Deck Plan

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

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2.1 Properties of LNG

2.2.2 Supplementary Characteristics

2.3 Health Hazards

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Molecular Weight 16.042 30.068 44.096 58.120 72.150 28.016

Auto-Ignition Temperature (ºC) 595 510 468 365/500

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