CARGO OPERATING MANUAL

TRANSGAS POWER (H1786A)

2nd Draft / 2021.04.09
 TRANSGAS POWER Cargo Operating Manual

Issue and Update Control.....................................................................4 Longitudinal Bulkhead) .................................................................. 1 - 27 4.1.2 Material and Specification of Pipes and Fittings ............. 4 - 4
Introduction...........................................................................................5 1.3.2n Arrangement of Transverse Corner ß < 90° (at Upper & Lower 4.2 Cargo Tank Pressure Control System.......................................... 4 - 5
Symbols and Colour Scheme................................................................6 Slope).............................................................................................. 1 - 28 4.2.1 Gas Management System................................................. 4 - 5
Abbreviations / Definitions...................................................................7 1.3.2o Arrangement of Transverse Corner ß < 90° (at Lower & Upper 4.2.2 Pressure Limits ................................................................ 4 - 5
Part of Longitudinal Bulkhead) ...................................................... 1 - 29 4.2.3 Operation Modes.............................................................. 4 - 5
Part 1 : Design Concept of the Vessel 1.3.3a Hull Steel Grades ................................................................. 1 - 31 4.2.4 Fuel Mode Changeover.................................................... 4 - 8
1.1 Principal Particulars.....................................................................1 - 1 1.4a Hazardous Areas and Gas Dangerous Zone Plan (1/2) ........... 1 - 33 4.2.5 Gas Mode Available ........................................................ 4 - 9
1.1.1 Principal Particulars of the Ship.......................................1 - 1 1.4b Hazardous Areas and Gas Dangerous Zone Plan (2/2) ........... 1 - 35 4.2.6 Tank Pressure Control ..................................................... 4 - 9
1.1.2 Principal Particulars of Cargo Machinery ........................1 - 2 4.2.7 Regas Boiler Pressure Regulating.................................. 4 - 11
1.1.3 General Arrangement .......................................................1 - 4 Part 2: Properties of Gases 4.2.8 EcoBot Flow Control ..................................................... 4 - 11
1.1.4 Tank Location Plan...........................................................1 - 6 2.1 Characteristics of LNG ................................................................2 - 2 4.2.9 GCU Automatic Start/Stop ............................................ 4 - 12
1.1.5 Tanks and Capacity Plan ..................................................1 - 8 2.1.1 Physical Properties and Composition of LNG..................2 - 2 4.2.10 N2 Purge ...................................................................... 4 - 12
1.2 Classification, Rules and Regulations .......................................1 - 10 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures .... 4.2.11 Process Trip Handling ................................................. 4 - 12
1.3 Design Concept of the Cargo System........................................1 - 23 ...................................................................................................2 - 5 4.3 Cargo Pumps ............................................................................. 4 - 16
1.3.1 Cargo Containment System Principle ............................1 - 23 2.1.3 Supplementary Characteristics of LNG............................2 - 6 4.3.1 Main Cargo Pumps ........................................................ 4 - 16
1.3.2 Membrane Cargo Containment ......................................1 - 23 2.1.4 Avoidance of Cold Shock to Metal...................................2 - 7 4.3.2 Stripping/Spray Pumps .................................................. 4 - 28
1.3.3 Deterioration or Failure..................................................1 - 32 2.2 Properties of Nitrogen and Inert Gas ...........................................2 - 8 4.3.3 Fuel Gas pump............................................................... 4 - 36
1.4 Hazardous Areas and Gas Dangerous Zone...............................1 - 34 2.2.1 Methane Safety Card ........................................................2 - 9 4.3.4 Regas Feed Pump........................................................... 4 - 44
2.2.2 Nitrogen Safety Card......................................................2 - 10 4.4. Compressor .............................................................................. 4 - 52
Illustrations 2.3 Hazards, Safety and First Aid ....................................................2 - 11 4.4.1 HD Compressors............................................................ 4 - 52
1.3.1a Cargo Tank General ..............................................................1 - 13 4.4.2 LD Compressors ............................................................ 4 - 65
1.3.1b Cargo Tank Lining Reinforcement (No.1 Cargo Tank) ........1 - 15 Illustrations 4.5 Gas Heater and After Cooler/Heater ......................................... 4 - 78
1.3.1c Cargo Tank Lining Reinforcement (No.2, 3 & 4 Tanks).......1 - 17 2.1.1a Density Ratio Methane/Ambient Air versus Temperature ......2 - 1 4.5.1 HD Heater...................................................................... 4 - 78
1.3.2a Construction of Containment System– Fastening Modules of 2.1.1b Boiling Point of Methane with Pressure .................................2 - 4 4.5.2 LD Heater ...................................................................... 4 - 82
Insulation Boxes ..............................................................................1 - 19 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures....2 - 5 4.5.3 After Cooler/Heater ....................................................... 4 - 86
2.1.4a Structural Steel Ductile to Brittle Transition Curve ................2 - 7
1.3.2b Construction of Containment System – Flat Wall Area........1 - 20 4.6 LNG Vaporiser .......................................................................... 4 - 88
2.3a CAB of Resuscitation ..............................................................2 - 13
1.3.2c Construction of Containment System – Secondary Insulating 4.7 Forcing Vaporiser...................................................................... 4 - 92
elements (Standard Area) ................................................................1 - 21 4.8 NBO Mist Separator.................................................................. 4 - 96
Part 3 : Integrated Automation System (IAS)
1.3.2d Construction of Containment System – Insulating Elements 4.9 FBO Mist Separator ................................................................ 4 - 100
3.1 Cargo Control Room................................................................... 3 - 3
Between Non-reinforced primary boxes..........................................1 - 22 4.10 Vacuum Pumps...................................................................... 4 - 104
3.2 General Principles of the IAS ..................................................... 3 - 7
1.3.2e Arrangement of Transverse Corner (at Lower Slopes) .........1 - 23 4.11 Custody Transfer System ...................................................... 4 - 108
3.2.1 General Description......................................................... 3 - 7
1.3.2f Arrangement of Transverse Corner (at Lower Part of 4.11.1 Custody Transfer System........................................... 4 - 109
3.2.2 IAS System Lay-Out ....................................................... 3 - 7
Longitudinal Bulkhead)...................................................................1 - 23 4.11.2 Tank Gauging System................................................ 4 - 110
3.3 Extension Alarm System........................................................... 3 - 12
1.3.2g Arrangement of Transverse Corner (At Tank Bottom with 4.11.3 Float Level Gauge...................................................... 4 - 122
3.4 Operator Fitness Alarm System ................................................ 3 - 15
Draining) .........................................................................................1 - 24 4.12 Nitrogen Production System ................................................. 4 - 128
1.3.2h Arrangement of Transverse Corner (At Tank Bottom without 4.13 Inert Gas and Dry Air System ............................................... 4 - 136
Illustrations
Draining) .........................................................................................1 - 24 4.14 Gas Combustion Unit System ............................................... 4 - 142
3.1a Cargo Control Room Layout..................................................... 3 - 1
1.3.2i Arrangement of Transverse Corner ß > 90° (at Low Part of Upper 4.15 Gas Detection System ........................................................... 4 - 152
3.1b Cargo Control Room Console................................................... 3 - 2
Slope)...............................................................................................1 - 25 4.15.1 Gas Detection System................................................ 4 - 152
3.2.1a IAS Overview ........................................................................ 3 - 5
1.3.2j Arrangement of Transverse Corner ß > 90° (at Upper Part of 4.15.2 Portable Gas Detection System.................................. 4 - 158
3.4a Personnel Alarm System ......................................................... 3 - 15
Upper Slope)....................................................................................1 - 25 4.16 Cargo and Ballast Valve Control........................................... 4 - 167
1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Slope).1 - 26 4.16.1 Cargo Valve Control System ..................................... 4 - 167
Part 4: Cargo System
1.3.2l Arrangement of Transverse Corner ß > 90° (at Lower Part of 4.16.2 Ballast Valve Control System.................................... 4 - 170
4.1 Cargo Piping System ...................................................................4 - 2
Longitudinal Bulkhead)...................................................................1 - 26 4.17 Emergency Shutdown System............................................... 4 - 175
4.1.1 Cargo Piping Systems.......................................................4 - 2
1.3.2m Arrangement of Transverse Corner ß > 90° (at Upper Part of 4.17.1 Main Components and System Interface ................... 4 - 175

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 Index

 TRANSGAS POWER Cargo Operating Manual

4.17.2 Functions of the Cargo Console for ESD/TPS...........4 - 177 4.11.3a Float Level Gauge System ................................................4 - 121 5.3.2a Cofferdam Glycol Heating System ...................................... 5 - 13
4.17.3 System Operation .......................................................4 - 177 4.10.2b Float Level Gauge.............................................................4 - 125 5.4a Auxiliary Fresh Water Cooling System................................... 5 - 19
4.17.4 ESD and TPS C&E view............................................4 - 178 4.12a Nitrogen Generator ..............................................................4 - 127 5.5.1a Ballast System...................................................................... 5 - 21
4.17.5 Failure Handling.........................................................4 - 179 4.13a Inert Gas and Dry Air System ..............................................4 - 135 5.5.1b Ballast System (Hull Tanks)................................................. 5 - 22
4.18 Ship Shore Communication System......................................4 - 183 4.14a Gas Combustion Unit System ..............................................4 - 141 5.5.2a Ballast Water Treatment System .......................................... 5 - 30
4.18.1 Ship Shore Link..........................................................4 - 183 4.15a Gas Detection System ..........................................................4 - 149 5.5.2b Flow Chart of Ballast Operation .......................................... 5 - 40
4.18.2 Mooring Load Monitoring System.............................4 - 189 4.15b Gas Detection System for Cargo Area .................................4 - 150 5.5.2c Flow Chart of De-Ballast ..................................................... 5 - 41
4.19 Relief Systems.......................................................................4 - 193 4.15c Gas Detection System for Insulation Spaces .......................4 - 151 5.5.3a Remote Sounding and Draught Gauging System (1/2) ........ 5 - 42
4.19.1 Cargo Tank Relief Valves ..........................................4 - 193 4.16.1a Cargo Valve Hydraulic Lines (No.1 & No.2 Tank)...........4 - 165 5.5.3b Remote Sounding and Draught Gauging System (2/2) ........ 5 - 43
4.19.2 Insulation Space Relief Valves ..................................4 - 194 4.16.1b Cargo Valve Hydraulic Lines (No.3 & No.4 Tank)...........4 - 166 5.7a Cargo Steam System (1/4)....................................................... 5 - 61
4.19.3 Cargo Tank and Insulation Space Relief Valves Operating 4.16.2a Ballast Valve Hydraulic Lines...........................................4 - 169 5.7b Cargo Steam System (2/4) ...................................................... 5 - 62
Principle ................................................................................4 - 195 4.17a Emergency Shutdown System (1/2) ...................................... 4 - 173 5.7c Cargo Steam System (3/4)....................................................... 5 - 63
4.19.4 Pipe Relief Valves......................................................4 - 197 4.17b Emergency Shutdown System (2/2) ...................................... 4 - 174 5.7d Cargo Steam System (4/4) ...................................................... 5 - 64
4.19.5 Procedure to Change Cargo Tank Relief Valve Set Pressure 4.18.1a Ship-Shore Link ................................................................... 4 - 181 5.8a Cofferdam System................................................................... 5 - 65
...............................................................................................4 - 199 4.18.2b Fibre-Optic, Electric & Pneumatic Ship Shore Link System for 5.8b Cargo Machinery Room & Passage Way Bilge System.......... 5 - 66
4.19.6 Safety Relief Valve Emergency Isolation Methods ...4 - 202 FSRU .............................................................................................4 - 182 5.8c Bosun Store & Fore/AFT Peak Tank Bilge System ................ 5 - 67
4.19.1a Cargo Tank Relief Valves..................................................4 - 193 5.9a Instrument Air System (1/3).................................................... 5 - 68
Illustration 4.19.2a IBS & IS Relief Valves .....................................................4 - 194 5.9b Instrument Air System (2/3).................................................... 5 - 69
4.1a Cargo Piping System .................................................................4 - 1 4.19.4a Cargo Pipe Relief Valve (REC131-S1(N))........................4 - 198 5.9c Instrument Air System (3/3) ).................................................. 5 - 70
4.3.1a Main Cargo Pump.................................................................4 - 15 4.19.4b Cargo Pipe Relief Valve (REC131-S1(E))........................4 - 198 5.10a Cargo Cooling Fresh Water System ...................................... 5 - 71
4.3.1b Characteristic Curve of Cargo Pumps ..................................4 - 17
4.3.1c Flow Chart of Restart Restriction for Cargo Pumps .............4 - 21 Part 5: Cargo Auxiliary, Ballast and Deck System Part 6: Cargo Operations
4.3.2a Stripping/Spray Pumps .........................................................4 - 27 5.1 Temperature Monitoring System .................................................5 - 3 6.1 Post Dry Dock Operation ............................................................ 6 - 3
4.3.2b Characteristic Curve of Stripping/Spray Pumps...................4 - 29 5.2 Insulation Space Nitrogen Control System..................................5 - 6 6.1.1 Insulation Space Inerting ................................................. 6 - 3
4.3.2c Flow Chart of Restart Restriction for Stripping/Spray Pumps ...... 5.3.3 Cofferdam Glycol Heating System.........................................5 - 10 6.1.2 Drying Cargo Tanks with Bottom Filling after Dry Dock6 - 10
.........................................................................................................4 - 33 5.3.1 Glycol Water Heater.......................................................5 - 10 6.1.3 Drying Cargo Tanks with Top Filling after Dry Dock .. 6 - 12
4.3.3b Characteristic Curve of Fuel Gas Pump ...............................4 - 37 5.3.2 Cofferdam Glycol Heating System.................................5 - 14 6.1.4 Inerting Cargo Tanks after Dry Dock ............................ 6 - 14
4.3.3c Flow Chart of Restart Restriction for Fuel Gas Pumps ......... 4 - 41 5.4 Auxiliary FW Cooling System...................................................5 - 20 6.1.5 Drying and Inerting Cargo Tanks Using Liquid Nitrogen ......
4.3.4a Regas feed Pump ..................................................................4 - 43 5.5 Ballast and Ballast Water Management System.........................5 - 23 ................................................................................................ 6 - 16
4.3.4b Characteristic Curve of Regas Feed Pump ...........................4 - 45 5.5.1 Ballast System ................................................................5 - 23 6.1.6 Gassing-up Cargo Tanks................................................ 6 - 18
4.3.4c Flow Chart of Restart Restriction for Regas Feed Pump......4 - 48 5.5.2 Ballast Water Treatment System ....................................5 - 31 6.1.7 Initial Cooling Down Cargo Tanks................................ 6 - 24
4.4.1a HD Compressor ....................................................................4 - 51 5.5.3 Remote Level and Draught Indicating System...............5 - 43 6.2 Ballast Voyage........................................................................... 6 - 28
4.4.1b Performance Map of HD Compressor ..................................4 - 53 5.6 Loading Computer.....................................................................5 - 46 6.2.1 Cooling Down Tanks Prior to Arrival ........................... 6 - 30
4.4.2a LD Compressor.....................................................................4 - 64 5.7 Steam Condensate System.........................................................5 - 61 6.3 Loading ..................................................................................... 6 - 34
4.4.2b Two-Stage LD Compressor Performance Curve ..................4 - 66 5.8 Bilge and Scupper System .........................................................5 - 65 6.3.1 Preparations for Loading ............................................... 6 - 34
4.5.1a HD Heater.............................................................................4 - 77 5.9 Instrument Air System ...............................................................5 - 68 6.3.2 Cargo Lines Cooldown .................................................. 6 - 38
4.5.2a LD Heater .............................................................................4 - 81 5.10 Cargo Cooling Fresh Water System.........................................5 - 71 6.3.3 Loading with Vapour Return to Shore........................... 6 - 40
4.5.3a After Cooler/Heater ..............................................................4 - 85 6.4 Loaded Voyage with Fuel Gas Burning..................................... 6 - 46
4.6a LNG Vaporiser.........................................................................4 - 87 Illustrations 6.4.1 Gas Burning without Forcing Vaporizer........................ 6 - 46
4.7a Forcing Vaporiser.....................................................................4 - 91 5.1a Temperature Sensors on Secondary Space.................................5 - 1 6.4.2 Gas Burning with Forcing Vaporizer............................. 6 - 48
4.8a NBO Mist Separator ................................................................4 - 95 5.1b Temperature Sensors on the Double Hull and Bulkhead ...........5 - 2 6.5 Discharging ............................................................................... 6 - 52
4.9a FBO Mist Separator .................................................................... 4 - 99 5.2a Insulation Space Nitrogen Control System................................5 - 5 6.5.1 Preparations for Unloading ......................................... 6 - 52
4.10a Vacuum Pumps ....................................................................4 - 103 5.2b Nitrogen Insulation Supply Loop ..............................................5 - 7 6.5.2 Liquid Lines & Arms Cooldown before Discharging.... 6 - 56
4.11.1a Custody Transfer System ..................................................4 - 107 5.2c Nitrogen Insulation Exhaust Loop .............................................5 - 8 6.5.3 Discharging with Gas Return from Shore...................... 6 - 60
4.11.2a Principle of a Dual Axis High Precision Inclinometer...... 4 - 113 5.3.1a Glycol Water Heater................................................................5 - 9 6.5.4 Discharging without Gas Return from Shore................. 6 - 64

IMO No. 9861809 / 2nd Draft (2021.04.09) 2 Index

 TRANSGAS POWER Cargo Operating Manual

6.6 Pre Dry Dock Operations ..........................................................6 - 70 7.3 Water Leakage to Barrier Space ................................................7 - 14 8.9.1 Fire Detection System ................................................8 - 51
6.6.1 Stripping and Line Draining...........................................6 - 70 7.4 Unscheduled Departure of Vessel from Terminal Jetty in Case of 8.9.2 Fire Alarm System .....................................................8 - 56
6.6.2 Tanks Warm Up .............................................................6 - 74 Emergency .......................................................................................7 - 14
6.6.3 Inerting ...........................................................................6 - 80 7.5 Regas Feed Pump Installation....................................................7 - 16 Illustration
6.6.4 Aeration..........................................................................6 - 84 7.6 One Tank Operation...................................................................7 - 22 8.1a Fire Control Station Arrangement.............................................. 8 - 1
7.6.1 Warm Up (No.2 Cargo Tank)..........................................7 - 22 8.1b Fire Fighting Activities – Portable Extinguishers (1/2) ............. 8 - 5
Illustrations 7.6.2 Gas Freeing (No.2 Cargo Tank)......................................7 - 24 8.1c Fire Fighting Activities – Portable Extinguishers (2/2) ............. 8 - 7
6.1.1a Insulation Space Inerting (First Step) .....................................6 - 1 7.6.3 Aeration (No.2 Cargo Tank) ...........................................7 - 26 8.1d Fire Fighting Activities – Fire Hoses (1/2)................................ 8 - 9
6.1.1b Insulation Space Inerting (Vacuum Process) ..........................6 - 2 7.6.4 Drying and Inerting (No.2 Cargo Tank) .........................7 - 28 8.1e Fire Fighting Activities – Fire Hoses (2/2) .............................. 8 - 10
6.1.1c Insulation Space Inerting with Nitrogen (Inerting Process)....6 - 5 7.6.5 Gassing-Up (No.2 Cargo Tank) ......................................7 - 32 8.3a Engine Room Fire Pump System............................................. 8 - 15
6.1.2a Drying Cargo Tanks (Sumer time in that case dry air is heavier 7.6.6 Cooldown (No.2 Cargo Tank) ........................................7 - 34 8.3b Fire and Deck Wash System (1/2) ........................................... 8 - 17
than ambient air)................................................................................6 - 9 7.7 Ship to Ship Transfer .................................................................7 - 35 8.3c Fire and Deck Wash System (2/2) ........................................... 8 - 18
6.1.3a Drying Cargo Tanks (wintertime in that case dry air is lighter 7.8 Jettisoning of Cargo ...................................................................7 - 37 8.3d Fire Water Monitor System ..................................................... 8 - 21
than ambient air).............................................................................. 6 - 11 7.9 Cold Spots on Inner Hull ...........................................................7 - 38 8.4a Water Spray System (1/2) ........................................................ 8 - 23
6.1.4a Inerting Cargo Tanks after Dry Dock ...................................6 - 13 7.10 Vent Mast on Fire ....................................................................7 - 39 8.4b Water Spray System (2/2)........................................................ 8 - 24
6.1.5a Drying and Inerting Cargo Tanks Using Liquid Nitrogen ....6 - 15 8.5a Dry Powder System Hose Station............................................ 8 - 27
6.1.6a Gassing-Up Cargo Tanks (First Step) ...................................6 - 17 Illustrations 8.5b Dry Powder Schematic Arrangement ...................................... 8 - 29
6.1.6b Gassing-Up Cargo Tanks (Second Step with Gas Return to 7.1a Insulation Space Nitrogen Control System ................................7 - 1 8.6a CO2 System (1/3)..................................................................... 8 - 33
Shore) ..............................................................................................6 - 19 7.2a Messenger System General Arrangement ..................................7 - 7 8.6b CO2 System (2/3)..................................................................... 8 - 34
6.1.6c Gassing-up with GCU Burning.............................................6 - 21 7.2b Messenger System Engaged Position (Elevation) .....................7 - 8 8.6c CO2 System (3/3)..................................................................... 8 - 35
6.1.7a Initial Cooling Down Cargo Tanks .......................................6 - 23 7.2c Messenger System Engaged Position (A-A)..............................7 - 8 8.9.2a Fire Detection and Alarm System – Control Panel M 4.3 .... 8 - 55
6.2.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage .....6 - 29 7.2d Messenger ..................................................................................7 - 9 8.9.2b Fire Detection and Alarm System – Repeater Panel M 4.3 .. 8 - 57
6.3.1a Preparations for Loading ......................................................6 - 33 7.2e Messenger Casing and Lower Part...........................................7 - 11 8.9.2c Fire Detection and Alarm System – Fire Flashing................ 8 - 58
6.3.2a Cargo Lines Cooldown .........................................................6 - 37 7.3a Water Drain from Insulation Space..........................................7 - 13 8.9.2d Fire Detection and Alarm System – Fault Flashing.............. 8 - 59
6.3.3a Loading with Vapour Return to Shore ..................................6 - 39 7.5a Emergency Pump Lifting Davit ...............................................7 - 15
6.4.1a Gas Burning without Forcing Vaporizer ...............................6 - 45 7.6.1a Warm-Up (No.2 Tank)..........................................................7 - 21
6.4.2a Gas Burning with Forcing Vaporizer ....................................6 - 47 7.6.2a Gas Freeing (No.2 Cargo Tank)............................................7 - 23
6.4.2b LNG Vaporiser Back-Up of Forcing Vaporiser ....................6 - 49 7.6.3a Aeration (No.2 Cargo Tank) .................................................7 - 25
6.5.1a Preparations for Discharging ................................................6 - 51 7.6.4a Drying (No.2 Cargo Tank)....................................................7 - 27
6.5.2a Liquid Line Cooldown before Discharging ..........................6 - 55 7.6.4b Inerting before Gassing Up (No.2 Cargo Tank) ...................7 - 29
6.5.2b Arms Cooldown before Discharging ....................................6 - 57 7.6.5a Gassing-Up (No.2 Cargo Tank) ............................................7 - 31
6.5.3a Discharging with Gas Return from Shore.............................6 - 59 7.6.6a Cooldown (No.2 Cargo Tank)...............................................7 - 33
6.5.4a Discharging without Gas Return from Shore........................6 - 63 7.8a Jettisoning of Cargo .................................................................7 - 37
6.5.4b Draining Manifolds and Discharge Arms .............................6 - 67
6.6.1a Stripping ...............................................................................6 - 69 Part 8 : Fire Fighting System
6.6.2a Tanks Warm Up with Venting – 1st Step ..............................6 - 73 8.1 Introduction..................................................................................8 - 2
6.6.2b Tanks Warm Up with Venting – 2nd Step.............................6 - 75 8.2 Liquefied Gas Fires....................................................................8 - 11
6.6.2c Tanks Warm Up with Gas Burning to GCU..........................6 - 77 8.3 Fire and G.S Sea Water System..................................................8 - 16
6.6.3a Inerting..................................................................................6 - 79 8.4 Water Spray System ...................................................................8 - 25
6.6.3b Inerting with Ambient inert Gas (at sea or to shore).............6 - 81 8.5 Dry Chemical Powder System (DCP)........................................8 - 28
6.6.4a Aeration ................................................................................6 - 83 8.6 CO2 System ................................................................................8 - 36
8.7 Procedure for charging the breathing apparatus.........................8 - 43
Part 7: Emergency Procedures 8.8 Maintenance and Inspection of Fire Protection Systems and
7.1 Vapour Leakage...........................................................................7 - 2 Appliances........................................................................................8 - 45
7.2 Liquid Leakage............................................................................7 - 6 8.9 Detection and Alarm System......................................................8 - 51

IMO No. 9861809 / 2nd Draft (2021.04.09) 3 Index

 TRANSGAS POWER Cargo Operating Manual

Issue and Update Control Item Issue 1 Issue 2 Issue 3

This manual was produced by:

PENTATECH CO., LTD.

For any new issue or update contact:

1-103, Cheonghak-Dong, Yeongdo-Gu, Busan, Korea

E-Mail: company@pentatech.co.kr

Modification/Correction Records

Item Issue 1 Issue 2 Issue 3

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 Issue and Update Control
 TRANSGAS POWER Cargo Operating Manual

Introduction  Never continue to operate any machinery or equipment which This is to present a comprehensive and detailed step-by-step procedure
seems to be potentially dangerous or unsafe, and always report for the proper performance of the operations onboard the vessel.
1. General on any such situation immediately.
 Make a point of testing all safety equipment and devices The overview of the manual layout is to first introduce sections
Even though there are several Vendors and Manufacturers’ manuals, as regularly. describing the systems and equipment fitted, along with their method of
well as the Shipbuilder’s plans furnished with this vessel, no one  Never underestimate the fire hazard of petroleum products, operation about a schematic diagram where relevant. Detailed operating
compilation or document can provide complete instruction on all of the whether fuel oil or cargo vapour. procedures for the system or equipment involved then follow where
operating systems onboard. required. Additional coverage is given to basic procedures for machinery
 Never remotely start any machinery from a control room
operations such as; from preparing a plant for operation from dead ship
without having first checked visually to ensure that the machine
The purpose of this operating manual is to provide information where can operate properly. conditions; to shut down a plant in readiness for dry dock.
needed and to help serve the Vessel’s Officers and Crew with further
supplemental material that may not already be accessible to them. It is All of the operations consist of detailed introductory sections that
The equipment and machinery onboard are generally designed and describe the methods and objectives of operating, about the relevant flow
intended that this manual will be used together with the other manuals
equipped with safety mechanisms which in the event of a failure sheet showing pipelines in use and directions of flow within the pipelines.
and plans currently on the vessel, and will in no way substitute for,
occurring (whether by the fault of the operator or the equipment
supplant or supersede them.
involved), cause the machinery affected to cease operating. This helps to The details of valves and their settings that are used during the different
limit as much as is possible, danger to personnel or damage to the operations are provided in the text for reference where applicable.
Each of the Vendor and Manufacturer’s manuals is themselves, valuable
equipment and or the machinery. However, the operation of any
sources of detailed information on the machinery and systems onboard.
machinery is inherently dangerous and is greatly increased if these safety 5. Notices
Additionally, they provide crucially important safety procedures and
mechanisms are disregarded or ignored.
steps to be followed in the event of accidents or emergencies.
Notices are given throughout the manual as a means to draw the reader’s
3. Illustrations
Anywhere that the information within this manual is found to be attention to points regarding safe operations, procedures, and systems,
incorrect or inadequate, the details should be sent to the Hull Piping The illustrations are referenced in the text of the manual and are located and where highlighting of supplemental points of information are
Design Team of HUDONG ZHONGHUA SHIPYARD so that revisions either within the text where they are appropriately small enough, or considered beneficial.
may be made to manuals of other ships of the same class. above the text so that when the manual is laid face up, both the text and
illustrations are accessible and easily legible. If the text relating to an The following notices and their meanings are used in this manual:
2. Safe Operation
illustration covers several pages, the illustrations are duplicated again
above each page. WARNING
Quite often, through experience, the safest and best operating practices Warnings are used to focus attention on operations where danger or
are learned while doing. All onboard are responsible for mastering their hazardous conditions exist and where the danger to life or limb may be
Color is used to denote where flows are detailed in an illustration, and a
positions and responsibilities, and for maintaining the safety and care of present.
key of all colors and line styles employed in the illustration is provided
the vessel. General safety precautions are most often a matter of common
with the illustration.
sense, conscientiousness, and good seamanship. The manuals that are CAUTION
available onboard also offer detailed and practical instructions in these Cautions are used to focus attention on operations where the potential for
The color scheme is used to give additional details of the color coding
areas. damage to equipment may exist.
used in the illustrations.

It is always possible, however, that even experienced operators may from NOTE
Keys to the symbols used in the manual are located on the following
time to time disregard safety precautions by becoming over-familiar with, Notes are used to supply supplementary information or to focus attention
pages, and the symbols given in the manual closely follow the
or indifferent to equipment and procedures. Therefore, the strict on points of interest.
international standards and norms for signs and symbols.
following of and adherence to basic safety and operating rules must be
maintained at all times:
4. Descriptions

 Never ignore any questionable or unusual occurrences, no

The basic concept of this manual is the presentation of operating
matter how incidental. Minor warnings often appear before a
procedures in the form of general sequential flow.
major failure occurs.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 Introduction

 TRANSGAS POWER Cargo Operating Manual

Symbols and Colour Scheme

STANDARD SYMBOL STANDARD SYMBOL

VALVE, COCK, STRAINER, PIPE FITTING AND INSTRUMENT VALVE, COCK, STRAINER, PIPE FITTING AND INSTRUMENT
SYMBOL COLOUR
SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION

Globe Stop STR. Press Control Reducing Air Pipe Goose Neck Flow Indicator CARGO LIQUI D,SPR AY LINE
Globe Stop Angle Quick Closing STR. Air Vent Float A SCR. Sounding Cap S/C Weight

Globe SDNR STR. Quick Closing Ang. Air Vent Float A Sounding Cap Normal VAPOUR LINE
F

Globe SDNR Angle Flow Cont. 2-Way Disc/Dial Air Vent Float B SCR. Sounding Cap Deck Piece
H
STEAM LINE
Gate Rising Remote Hyd. B’Fly Lug Air Vent Float B Scupper Piece
H

Gate Non Rising Remote Hyd. B’Fly Wafer Coupling Sleeve Sounding Cap S/C Weight Pedal
N2 LINE
H

Flap Check Remote Hyd. B’Fly Flange Coupling Sleeve Strainer Y-Type
L-H

Swing Check Local Hyd. B’Fly Lug Coupling Flanged Dresser INERT GAS LINE
OPEN CLOSE
L-H

Lift Check STR Local Hyd. B’Fly Wafer Spectacle Flange

L-H LO LINE
Lift Check Angle Local Hyd. B’Fly Flange Flanged Blind
P
H

Ball Check without Spring Remote Pneu. B’Fly Lug Bell Mouth
MGO/MDO LINE
P
H

Ball Check with Spring Remote Pneu. B’Fly Wafer Spool Piece
P
H

2-Way Ball Valve Remote Pneu. B’Fly Flange Reducer HFO/FO LINE
M
H

3-way Ball Valve Remote Elec. B’Fly Lug Ejector

M
H
HYD LAULIC OIL LINE
Hose Ball Valve Remote Elec. B’Fly Wafer Hand Pump
M
H

Butterfly Lug Remote Elce. B’Fly Flange Off Page Connector

GLYCOL LINE
Butterfly Wafer Surface Drop Centrifugal Pump

Butterfly Flange Press. Vacuum Diaphragm Pump GLYCOL LINE

Hose Conn. Globe STR. Press. Vacuum High Velocity Deck Stand Normal
SEA WATER LINE
Hose Conn. Globe Angle Press. Vacuum Breaker L-H Deck Stand Local Hyd.

Safety STR. Gas Freeing Cover Full Discharge Overboard

BILGE WATER LINE
Safety Angle Flame Arrester Not Conn. Crossing Pipe

Self Closing STR. Spring Orifice Plate Connected Crossing Pipe FRESH WATER LINE

Self Closing Ang. Spring Orifice Valve Boss

Needle STR. Strainer Simplex STR. Boss with Plug COMPRE SSOR AIR LINE

Needle Angle Strainer Simplex LA PI

Pressure Indicator
FIRE FIGHTING LINE
Needle 3-Way Test Strainer Simplex LB CP
Compound Gauge

Cock 2-Way Mud Box STR. PT

Pressure Transmitter LNG LIQUID FOR REG AS LINE
Cock 3-Way L-Type Mud Box Angle TI
Themometer

Cock 3-Way T-Type Rose Box LHA Level Alarm High HP G AS LINE FOR REG AS LINE

Cock 4-Way Steam Trap with Drain Valve LAL Level Alarm Low

IMO No. 9861809 / 2nd Draft (2021.04.09) 6 Symbols and Colour Scheme
 TRANSGAS POWER Cargo Operating Manual

Abbreviations / Definitions COND CONDENSATE / CONDENSER FW FRESH WATER

A AIR CONT CONTROL FWD FORWARD
ABP AFTER BOTTOM PORT COOL COOLING GCU GAS COMBUSTION UNIT
ABS ABSOLUTE CPP CONTROLLABLE PITCH PROPELLER GEN GENERATOR
AC ALTERNATING CURRENT CSBD CARGO SWITCHBOARD GMS GAS MANAGEMENT SYSTEM
A/C AIR CONDITIONER CSW COOLING SEA WATER GS GENERAL SERVICE
ACB AIR CIRCUIT BREAKER CTS CUSTODY TRANSFER SYSTEM GUI GRAPHICAL USER INTERFACE
ACCOM ACCOMMODATION CYL CYLINDER GVU GAS VALVE UNIT
ACE ATLAS COPCO ENERGAS DEL DELIVERY H HIGH
ACK ACKNOWLEDGE DFDG DUAL FUEL DIESEL GENERATOR HFO HEAVY FUEL OIL
AE AUXILIARY ENGINE DFGE DUAL FUEL GENERATOR ENGINE HH HIGH-HIGH
AHD AHEAD DG DIESEL GENERATOR HP HIGH PRESSURE
AHU AIR HANDLING UNIT DGV DIFFUSER GUIDE VANE HS HAND SWITCH
AIM ADVANCED INTEGRATED MULTIFUNCION SYSTEM DIFF DIFFERENTIAL HT HIGH TEMPERATURE
AMP AMPERE DISCH DISCHARGE HTR HEATER
AP TK AFT PEAK TANK DK DECK HV HIGH VOLTAGE
ASC ANTI SURGE CONTROL DO DIESEL OIL HYD HYDRAULIC
AST ASTERN DP DIFFERENTIAL PRESSURE IAS INTEGRATED AUTOMATION SYSTEM
ASV ANTI SURGE VALVE DRN DRAIN IG INERT GAS
ATM ATMOSPHERE ECC ENGINE CONTROL ROOM CONSOLE IGC Code INTERNATIONAL CODE FOR THE CONSTRUCTION AND
ATOM ATOMISING ECR ENGINE CONTROL ROOM EQUIPMENT OF SHIPS CARRYING LIQUEFIED GASES IN BULK
AUTO AUTOMATIC EER ELECTRIC EQUIPMENT ROOM IGG INERT GAS GENERATOR
AUX AUXILIARY EGE EXHAUST GAS ECONOMISER IGV INLET GUIDE VANE
AVR AUTOMATIC VOLTAGE REGULATION ELA ELECTRIC LOAD ANALYSES INCI. INCINERATOR
BATT BATTERY ELEC ELECTRIC IND INDICATION
BHD BULKHEAD EMCY EMERGENCY I/O INPUT/OUTPUT
BLR BOILER ENG ENGINE IR INFRA-RED
BLWR BLOWER EOP EMERGENCY OPERATOR PANEL ISO ISOLATING
BNR BURNER EOT ENGINE ORDER TELEGRAPH KM KONGSBERG MARITIME
BO BOIL-OFF ER ENGINE ROOM L LOW
BO/WU BOIL-OFF / WARM-UP ESBD EMERGENCY SWITCHBOARD LAN LOCAL AREA NETWORK
BOG BOIL OFF GAS ESD EMERGENCY SHUT DOWN LC LOAD CALCULATOR
BRG BEARING ESDS EMERGENCY SHUT DOWN SYSTEM LCD LIQUID CRYSTAL DISPLAY
BW BILGE WELL EXH EXHAUST LCV LEVEL CONTROL VALVE
BZ BUZZER EXP EXPANSION LD LOW DUTY
C CENTER FBO FORCED BOIL OFF GAS LED LIGHT EMITTING DIODE
CAN CONTROLLER AREA NETWORK FCV FLOW CONTROL VALVE LL LOW-LOW
CBPC COMPRESSOR BOILER GAS HEADER PRESSURE CONTROL FG FUEL GAS LNG LIQUEFIED NATURAL GAS
CCC CARGO CONTROL ROOM CONSOLE F&G FIRE & GAS LO LUBRICATION OIL
CCR CARGO CONTROL ROOM FDS FUNCTIONAL DESIGN SPECIFICATION LP LOW PRESSURE
CCW COUNTER-CLOCKWISE FO FUEL OIL LR LOYDS REGIST
CENT CENTRAL / CENTRIFUGAL FPT FORWARD PEAK TANK LSC LOW SEA CHEST
CFW COOLING FRESH WATER FREQ FREQUENCY LT LOW TEMPERATURE
CIRC CIRCULATING FS FIELD STATION (CABINET WITH CONTROLLER AND/OR RIO LV LOW VOLTAGE (440V/ 220V SYSTEMS)
CLR COOLER MODULES) MAN MANUAL
CN COMMUNICATION NETWORK FUNC FUNCTION MCC MOTOR CONTROL CENTRE
CO2 CARBON DIOXIDE FV FORCING VAPORIZER MCR MAXIMUM CONTINUOUS RATE
COMP COMPRESSOR FVPC FORCING VAPORIZER PRESSURE CONTROL ME MAIN ENGINE

IMO No. 9861809 / 2nd Draft (2021.04.09) 7 Abbreviations

 TRANSGAS POWER Cargo Operating Manual
MDO MARINE DIESEL OIL SERV SERVICE
MGO MARINE GAS OIL SETT SETTLING
MGPS MARINE GROWTH PREVENTING SYSTEM SG STEERING GEAR
MN METHANE NUMBER SOL SOLENOID
MRS METHANE REFRIGERATION SYSTEM SP SET POINT
MSBD MAIN SWITCHBOARD STBY STAND-BY
MSBR MAIN SWITCHBOARD ROOM STM STEAM
NDU NET DISTRIBUTION UNIT STOR STORAGE
N2 NITROGEN SUC SUCTION
NAV NAVIGATION SV SOLENOID VALVE
NBO NATURAL BOIL OFF GAS SVC SIMRAD VESSEL CONTROL
NCR NORMAL CONTINUOUS RATE SW SEA WATER
NOR NORMAL SWBD SWITCHBOARD
O2 OXYGEN SYNC SYNCHRONIZE
OMD OIL MIST DETECTOR SYS SYSTEM
OS OPERATOR STATION TC TURBOCHARGER, THERMOCOUPLE
OVBD OVERBOARD TCV TEMPERATURE CONTROL VALVE
P PORT TEMP TEMPERATURE
PB PUSH BUTTON THR THRUSTER
PCU PROCESS CONTROL UNIT TK TANK
PCV PRESSURE CONTROL VALVE TPS TANK PROTECTION SYSTEM
PID PROPORTIONAL INTEGRAL DERIVATIVE TRANS TRANSMITTER/TRANSFER
PM PROPULSION MOTOR UMS UNMANNED MACHINERY SPACE
PMS POWER MANAGEMENT SYSTEM UPP UPPER
PP PUMP UPS UNINTERRUPTED POWER SUPPLY
PRESS PRESSURE UTC UNIVERSAL TIME COORDINATE
PRI PRIMARY/PRIMING UVR UNDER VOLTAGE RELEASE
PRS PARTIAL RELIQUEFACTION SYSTEM UVT UNDER VOLTAGE TRIP
PU PROCESS UNIT (RCA SYSTEM) V VOLTAGE
PURI. PURIFIER VCB VACUUM CIRCUIT BREAKER
PV PROCESS VARIABLE VDU VIDEO DISPLAY UNIT
PWR POWER VFD VARIABLE FREQUENCY DRIVER
RCS REMOTE CONTROL SYSTEM VL VERY LOW
RCU REMOTE CONTROLLER UNIT VRC VALVE REMOTE CONTROL
RECIRC. RECIRCULATING VV VALVE
REF REFRIGERATION WECS WARTSILA ENGINE CONTROL SYSTEM
REV REVERSE WH WHEELHOUSE
RIO REMOTE INPUT OUTPUT UNIT WO WASTE OIL
RM ROOM WS WORKSHOP
RPB REMOTE PUSH BUTTON WU WARM UP
RPM REVOLUTIONS PER MINUTE X CROSS
S STARBOARD
S/T STERN TUBE
SAL SALINITY
SC SEA CHEST
SEC SECONDARY
SEL SELECT
SEQ SEQUENCE

IMO No. 9861809 / 2nd Draft (2021.04.09) 8 Abbreviations

 TRANSGAS POWER Cargo Operating Manual

Part 1 : Design Concept of the Vessel 1.3.3a Hull Steel Grades ................................................................. 1 - 31
1.1 Principal Particulars.....................................................................1 - 1 1.4a Hazardous Areas and Gas Dangerous Zone Plan (1/2) ........... 1 - 33
1.1.1 Principal Particulars of the Ship.......................................1 - 1 1.4b Hazardous Areas and Gas Dangerous Zone Plan (2/2) ........... 1 - 35
1.1.2 Principal Particulars of Cargo Machinery ........................1 - 2
1.1.3 General Arrangement .......................................................1 - 4
1.1.4 Tank Location Plan...........................................................1 - 6
1.1.5 Tanks and Capacity Plan ..................................................1 - 8
1.2 Classification, Rules and Regulations .......................................1 - 10
1.3 Design Concept of the Cargo System........................................1 - 23
1.3.1 Cargo Containment System Principle ............................1 - 23
1.3.2 Membrane Cargo Containment ......................................1 - 23
1.3.3 Deterioration or Failure..................................................1 - 32
1.4 Hazardous Areas and Gas Dangerous Zone...............................1 - 34

Illustrations
1.3.1a Cargo Tank General ..............................................................1 - 13
1.3.1b Cargo Tank Lining Reinforcement (No.1 Cargo Tank) ........1 - 15
1.3.1c Cargo Tank Lining Reinforcement (No.2, 3 & 4 Tanks).......1 - 17
1.3.2a Construction of Containment System– Fastening Modules of
Insulation Boxes ..............................................................................1 - 19
1.3.2b Construction of Containment System – Flat Wall Area........1 - 20
1.3.2c Construction of Containment System – Secondary Insulating
elements (Standard Area) ................................................................1 - 21
1.3.2d Construction of Containment System – Insulating Elements
Between Non-reinforced primary boxes..........................................1 - 22
1.3.2e Arrangement of Transverse Corner (at Lower Slopes) .........1 - 23
1.3.2f Arrangement of Transverse Corner (at Lower Part of
Longitudinal Bulkhead)...................................................................1 - 23
1.3.2g Arrangement of Transverse Corner (At Tank Bottom with
Draining) .........................................................................................1 - 24
1.3.2h Arrangement of Transverse Corner (At Tank Bottom without
Draining) .........................................................................................1 - 24
1.3.2i Arrangement of Transverse Corner ß > 90° (at Low Part of Upper
Slope)...............................................................................................1 - 25
1.3.2j Arrangement of Transverse Corner ß > 90° (at Upper Part of
Upper Slope)....................................................................................1 - 25
1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Slope).1 - 26
1.3.2l Arrangement of Transverse Corner ß > 90° (at Lower Part of
Longitudinal Bulkhead)...................................................................1 - 26
1.3.2m Arrangement of Transverse Corner ß > 90° (at Upper Part of
Longitudinal Bulkhead)...................................................................1 - 27
1.3.2n Arrangement of Transverse Corner ß < 90° (at Upper & Lower
Slope)...............................................................................................1 - 28
Part 1
1.3.2o Arrangement of Transverse Corner ß < 90° (at Lower & Upper
Part of Longitudinal Bulkhead) .......................................................1 - 29
Design Concept of the Vessel
IMO No. 9861809 / 2nd Draft (2021.04.09) Vessel Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Part 1: Design Concept of the Vessel Electric Propulsion Motors Synchronous Generators for 9L51/60DF

The Vessel is a Liquefied Natural Gas Carrier (LNGC) equipped with Maker: ABB Marine Maker: ABB Electrical Machines Ltd.
regasification equipment enabling the Vessel to operate as a conventional Type: AMI 1000L 10L BSTFMV Type: AMG 1120LS14 LSE
LNGC or Floating Storage Regasification Unit (FSRU). The cargo and Rated output: 2 x 12500 kW No. of sets: 2
regasification systems aboard the Vessel are fully integrated systems, and Voltage: 2900 V Output: 8730 kW (9700 kVA)
the Operator should be fully familiar with the Cargo Operating Manual, Speed: 0 rpm / 520.8 rpm / 600.2 rpm Voltage: AC 6,600 V
which addresses the conventional LNGC systems, and with the Regas Frequency: 0 Hz / 43.6 Hz / 50.3 Hz Current: 849 A
Operating Manual, which addresses the regasification systems. Current: 0 A / 2896 A / 2829 A Frequency: 60 Hz
Power factor: 0 / 0.88 / 0.90 Speed: 514 rpm
1.1 Principal Particulars Efficiency: 97.3 % Power factor: 0.9
Temp. class: F
1.1.1 Principal Particulars of the Ship Main Generator Engine - 8L51/60DF Protection class: IP 44

Shipbuilder: Hudong-Zhonghua Shipbuilding(Group) Co., Ltd Emergency Generator Engine Set

Maker: MAN Diesel & Turbo SE
Yard Number: H1786A
Type: 8L51/60DF
Ship Name: TRANSGAS POWER Driver
No. of sets: 2
Delivered: -
Output: 9,700 kW
Flag: MALTA Maker: Cummins
Speed: 514 rpm
Port Registry: VALLETTA Type: KTA50-D(M)
Call Sign: Rated output: 1220 kW
Synchronous Generators for 8L51/60DF
IMO Number: 9861809
Speed: 1800 rpm
MMSI
Maker: ABB Electrical Machines Ltd. Cooling: Fan-radiator
Type of Cargo: LNG
Type: AMG 1120MR14 LSE Starting method: Electric starting motor (Primary)
Type of Ship: Segregated Ballast LNG Carrier - FSRU
No. of sets: 2 Compressed air (secondary)
Stem: Bulbous Bow and Raked Stem
Output: 7760 kW (8622 kVA)
Stern: Transom
Voltage: AC 6600 V AC Generator
Navigation: Foreign Going
Classification: American Bureau of Shipping (ABS) Current: 754 A
Frequency: 60 Hz Maker: Zhenjiang China Marine-Xiandai
+1A1, Liquefied Gas Carrier, (Ship type 2G),
Speed: 514 rpm Gen. Co., Ltd
LNG(R), SH, SHCM, +ACCU, BLES, ENVIRO,
Power factor: 0.9 Type: ZFC6 506-44E
UWILD, SH-DLA, SFA, CPS, GP, DFD,
Temp. class: F Rated output: 1050 kW (1312.5 kVA)
TCM,+AMS, BWE, NIBS, SFA(40)
Protection class: IP 44 Rated voltage: AC 450V
Speed: 1800 rpm
Length Overall (LOA): 294.00 m
Main Generator Engine - 8L51/60DF Current: 1363.19 A
Length between Perpendiculars (LBP): 288.00 m
Frequency: 60 Hz
Breadth (MLD) 46.95 m
Maker: MAN Diesel & Turbo SE Power factor: 0.83
Depth at Side at Main Deck (MLD) 26.25 m
Type: 9L51/60DF Cooling: : Self-ventilated air cooled
Depth at Side at Trunk Deck (MLD) 33.40 m
Design Draft (MLD): 11.60 m No. of sets: 2
Scantling Draft (MLD) 12.50 m Output: 10,912 kW
Cargo Tank Capacity: 173,400 m3 Speed: 514 rpm
Service Speed: 19.5 knots at design draft
Propulsion Power (at shaft): 2 x 12500 kW x 517 rpm
Complement: 37 Persons + 6 Shore
worker + 6 Suez crews

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 1 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Aux. Boilers Service Air Compressor Ballast Pump

Maker: Saacke Maker: Atlas Copco Maker: Shinko Ind. Ltd.

Type: 2 x FMB-VM-6.0/7 Type: MAS+45W-125-60 Model: GVD500-3MEJ
2 x EME-VST-1.3/7i No. of sets: 2 Type: Vertical, Centrifugal
Steam output per included boiler: 6000/1300 kg/h Capacity: 350 m3/h x 8.0 bar Capacity: 2500 m3/h x 0.38 MPa
Working pressure: 0.7 MPa bar Normal motor power: 30 kW Motor: 400 kW / 1200 rpm
Working temperature: 170 °C Number of sets: 3
Max. working pressure: 0.77 MPa Stern Tube Seal
Burner type: SKVJ-M46 Ballast Water Treatment
Maker: KEMEL
Maker: Sunrui Marine Engineering Co. Ltd
Steering Gear Type: AX-750
Model: BC-2500
Number of sets: 1
Maker: Macgregor Hatlapa GmbH Bilge Water Separator
Maximum Capacity: 2500 m3/h
Type: Poseidon #2 3000-35°
No. of sets: 1 Maker: SKF Marine Gmbh
Bilge, Fire & G/S Pump
Steering gear working torque 3040 kNm Type: TURBULO MPB 5.0
Rudder laying time Capacity: 5.0 m3/h x 15 ppm
Maker: Shinko Ind., Ltd.
- 65° (35° - 0 - 30:°) ½pumps ≤ 28/14 S Bilge water separator feed pump: 5.0 m3/h x 3.9 bar
Model: RVP200MEJ
- 30° (15° - 0 - 15:°) ≤ 60 S:
Type: Vertical, centrifugal
Diameter of tiller: 650 mm
Capacity: 261/150 m3/h x 0.35/0.9 MPa
Diameter of rudder stock: 651.5 mm Gas Combustion Unit
Motor output & speed: 75 kW/1800 rpm, 440V
Main pump max. outlet flow: 350 litres/min. No. of sets: 2
Main pump electric motor: 138 kW x 1750 rpm Maker: SAACKE Marine System
Main pump working pressure: 240 bar Fire-Water Jockey Pump
BOG Oxidizer

Maker: Shinko Ind., Ltd.

Main Air Compressor Number of oxidizers: 1 x GCU 1680/4400
Model: GJ40-25M
Max. fuel consumption: 4400 kg/h 100% CH4
No. of sets: 1
Max. heat release: 1 x 61.0 MW
Maker: Sperre Air Compressors Type: Horizontal, centrifugal
Min. heat release: 1 x 6.1 MW
Type: XW200 Capacity: 2 m3/h x 0.9 MPa
Outlet temperature, max.: 450 °C
No. of sets: 2 Motor output & speed: 7.5 kW x 3600 rpm, 440V
Outlet flow: Max. 1x 410500 m3/hr
Capacity: 220 m3/h x 30 bar
Motor: 44 kW x 440 V x 1775 rpm Fire Pump
Dual Fuel Burner

Control Air Compressor Maker: Shinko Ind., Ltd.

Number of burners: 1
Arrangement of burner: 1 at the bottom area Model: RVP160-2MEJ
Maker: Atlas Copco Type of burner: SSBGL Natural gas Type: Vertical, centrifugal
Type: GA30+PW100 Construction: Gas lance burner Capacity: 180 m3/h x 0.9 MPa
No. of sets: 2 Comb. air pressure drop: 3 kPa Motor output & speed: 75 kW x 1800 rpm, 440V
Capacity: 331 m3/h x 7.0 bar Firing capacity, Gas: 61.0 MW / MDO: 6.1 MW No. of sets: 1
Normal motor power: 30 kW Turn down ratio 1:10 / MDO: 1:1

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 2 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
Emergency Fire Pump

Maker: Shinko Ind., Ltd.

Model: RV300KS
Number of sets: 1
Type: Vertical, centrifugal
Capacity: 850 m3/h x 1.45 MPa
Motor output & speed: 550 kW/1800 rpm, 440V
Number of sets: 1

Deck S.W Spray Pumps

Maker: Shinko Ind., Ltd.

Type: Vertical, centrifugal
Model: KV300KEJ
Number of sets: 2
Capacity: 750 m3/h x 0.98 MPa
Motor output & speed: 315 kW/1800 rpm, 440V

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 1 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.1.2 Principal Particulars of Cargo Machinery Regas Feed Pump High Duty Heater

Main Cargo Pump Maker / Model: Shinko / SMR200 Maker: Cryostar

Capacity rated flow: 550 m3/h Model: 108-UT-38/34-3.8
Maker / Model: Shinko / SM350 Total head: 170 m Number of set: 1
Capacity rated flow: 1800 m3/h Design pressure: 1.04 MPaG Mass Flow 34200 kg/h
Total head: 165 m Number of sets: 4 (1 per each cargo tank) Heat exchange: 2447 kW
Design pressure: 1.12 MPaG Shaft power: 177 kW Exchange surface: 48.99 ㎡
Number of sets: 8 (2 per each cargo tank)
Shaft power: 505 kW Motor Low Duty Heater
Motor rating & Current: 220 kW / 385 A
Motor Synchronous speed: 3600 rpm Maker: Cryostar
Motor rating & Current: 600 kW / 69 A Model: 34-UT-38/34-3.6
Synchronous speed: 1800 rpm High Duty Compressor Number of set: 1
Mass Flow 15557 kg/h
Stripping/Spray Pump Maker: Cryostar Heat exchange: 1280 kW
Model: CM400/55 Exchange surface: 14.61 ㎡
Maker / Model: Shinko / SM65 Number of set: 2
Capacity rated flow: 60 m3/h Volume flow: 35000 m3/h LNG Vaporizer
Total head: 145 m Capacity (Mass flow): 54931.kg/h
Design pressure: 1.0 MPaG Inlet pressure: 1.06 bar a Maker: Cryostar
Number of sets: 4 (1 per each cargo tank) Outlet pressure: 1.96 bar a Model: 65-UT-38/34-5.6
Shaft power: 25.2 kW Inlet temperature: -140 °C Number of set: 1
Outlet temperature: -109 °C Mass Flow 10340 kg/h
Motor Electric Motor: 1160 kW x 3580 rpm Heat exchange: 2665 kW
Motor rating & Current: 30 kW / 60 A Exchange surface: 43.45 ㎡
Synchronous speed: 3600 rpm Low Duty Compressor (2 Stage)
Forcing Vaporizer
Fuel Gas Pump Maker: Cryostar
Model: CM2-200 Maker: Cryostar
Maker / Model: Shinko / SM50-2 Number of set: 3 Model: 65-UT-38/34-4.4
Capacity rated flow: 30 m3/h Volume flow: 3900 m3/h Number of sets: 1
Total head: 215 m Capacity (Mass flow): 4946 kg/h Mass Flow 12695 kg/h
Design pressure: 1.38 MPaG Inlet pressure: 1.06 bar a Heat exchange: 2308 kW
Number of sets: 2 Outlet pressure: 6.50 bar a Exchange surface: 34.14 ㎡
Shaft power: 20.9 kW Inlet temperature: -100 °C
Outlet temperature: 63.8 °C NBO Mist Separator
Motor Shaft speed: 29775 rpm
Motor rating & Current: 25 kW / 52 A Shaft power: 466 kW Maker: Cryostar
Synchronous speed: 3600 rpm Coupling power: 546 kW Model: 65-UT-38/34-4.4
Electric Motor: 610 kW x 3580 rpm Number of set: 1
Mass Flow: 4693 kg/h
Volume Flow: 3590 m3/h

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 2 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

FBO Mist Separator Closing pressure: 22 kPa G (LNG mode)

63 kPa G (FSRU mode)
Maker: Cryostar Required capacity: 23656 Nm3/h (LNG mode)
Model: VMS-6/6-800 24403 Nm3/h (FSRU mode)
Number of set: 1 Relieving capacity: 33890 Nm3/h (LNG mode)
84580 Nm3/h (FSRU mode)
Mass Flow: 12695 kg/h
Relieving pressure: 0.1216 Mpa A (LNG mode)
Volume Flow: 1550 m3/h
0.17813 MPa A (FSRU mode)

Water After Cooler Safety Valve for Insulation Spaces

Maker: Cryostar Maker: Fukui Seisakusho Co., Ltd.

Type BEM Type: Pilot Operated
Number of set: 1 Number of units: 16
Mass Flow (FW/BOG): 58377/4946 kg/h Number per tank: Primary Insulation Space: 2
Temperature (inlet/outlet): 36/40 ℃ (FW) Secondary Insulation Space: 2
115/45 ℃ (BOG) Set Pressure: 1 kPa G
Nitrogen Generator Reseating pressure: 0.8 kPa G
Required capacity: 1107 Nm3/h (LNG mode)
Maker: Air Products AS 635 Nm3/h (FSRU mode)
Relieving capacity: 1374 Nm3/h (LNG mode)
Model: NC1.3-1612P-WKP-150-974
2023 Nm3/h (FSRU mode)
Number of sets: 2
Relieving pressure: 0.10251 MPa A (LNG mode)
Operating principal: Membrane separation
0.10295 MPa A (FSRU mode)
Capacity: 150 Nm3/h each
N2 purity(N2+Argon): 97.4 vol% Pipe Relief Valve
Dew point: -65 °C (at atm. pressure)
Buffer Tank: 1 x 45 m3 x 1.0 MPa Maker: Fukui Seisakusho Co., Ltd.
Type: Conventional Safety Valves
Inert Gas Generator
Settings except for below valves
Maker: Alfa Laval Nijmegen B.V
Type: Smit Gas Gln 15000-0.25 BUFD Set Pressure: 1000 kPa G
Capacity: 15,000 Nm3/h Reseating pressure: 900 kPa G
Delivery pressure: 25 kPa g Relieving pressure: 1.3013 MPa A
Dew point: -45 °C (at atm. pressure)
Settings for Valve CR310FG/307FG/407FG/308FG/408FG/606LH
Number of sets: 1
/605LH/607LH/608LH/609LH/610LH/611FG/612FG/601CA/604CA
Safety Valve for Cargo Tank
Set Pressure: 1400 kPa G
Reseating pressure: 1260 kPa G
Maker: Fukui Seisakusho Co., Ltd.
Relieving pressure: 1.7813 MPa A
Type: Pilot Operated
Number of sets: 8
Number per tank: 2
Set pressure: 25 kPa G (LNG mode)
70 kPa G (FSRU mode) 70 kPa

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 3 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.1.3 General Arrangement

PROFILE

Bosun Store Rope Store

No.5 Cofferdam

No.1 Cofferdam
No.2 Cofferdam
No.4 Cofferdam

No.3 Cofferdam
Steering Gear DWTK
Room (P&S)
No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
MGE GVU No.4 Cargo Tank Fore HFO Tk (P&S) Fore Peak Tank
After Reak Tank
Room
Design WL (11.6m/bl)

No.4 WBTK (P&S) No.3 WBTK (P&S) No.2 WBTK (P&S) No.1 WBTK (P&S) Fore WBTK (P&S)
(Void Space) Design WL (11.6m/bl)

After Voiid Space Bow Thrustor

Pump Room
CWTK
(P&S) Speed Log Room
14 X 3360 + 2520 = 49560 mm 15 X 3360 mm = 50400 mm 15 X 3360 mm = 50400 mm
Frame Space 800mm 1870 Frame Space 3360mm Frame Space 3360mm 2520 2805 Frame Space 3360mm 2805 2805 1870
Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 800mm

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 4 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
MIDSHIP SECTION

Comp. Deck

Nav. Deck

Deck E

No Smoking Deck D

Cargo Machinery Room Deck C

Deck B

Deck A

Main Deck

Cargo Tank
Design WL (11.6m/BL) Design WL (11.6m/BL)

Ballast WL (9.4m/BL) Ballast WL (9.4m/BL)

Water Ballast Tank (S) PT Water Ballast Tank (P)

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 5 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.1.4 Tank Location Plan

PROFILE / UPPER DECK

Bosun Store Rope Store

No.5 Cofferdam

No.1 Cofferdam
No.2 Cofferdam
No.4 Cofferdam

No.3 Cofferdam
Steering Gear DWTK
Room (P&S)
No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
MGE GVU No.4 Cargo Tank Fore HFO Tk (P&S) Fore Peak Tank
APT
Room
Design WL (11.6m/bl)

No.4 WBTK (P&S) No.3 WBTK (P&S) No.2 WBTK (P&S) No.1 WBTK (P&S) Fore WBTK (P&S)
(Void Space) Design WL (11.6m/bl)

After Voiid Space Bow Thrustor

Pump Room
CWTK
(P&S) R/G LO FO FO
Speed Log Room
Drain Tk Overflow Drain
Tk Tk 14 X 3360 + 2520 = 49560 mm 15 X 3360 mm = 50400 mm 15 X 3360 mm = 50400 mm
Frame Space 800mm 1870 Frame Space 3360mm Frame Space 3360mm 2520 2805 Frame Space 3360mm 2805 2805 1870
Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 800mm

14
13 6
No.4 WB Tank (P) No.3 WB Tank (P) No.2 WB Tank (P)
7 9
6 9 11 No.1 WB Tank (P)
1
18
20 21
19
2
6 10 12 15 16 No.1 WB Tank (S)
8 No.4 WB Tank (S) No.3 WB Tank (S) No.2 WB Tank (S)
4 5
6

17

1 Separated Oil Tank 6 Bilge Well 11 R/G LO Holding Tk (P) 16 FO Overflow Tk 21 Fore Peak Tank
2 MGE LEKE. Oil Collect.Tk (S) 7 MGE Cooling FW Cole. Tk (P) 12 R/G LO Holding Tk (S) 17 High Sea Chest
3 Fresh Water Tank (S) 8 MGE Cooling FW Cole. Tk (S) 13 Clean WDT 18 Fore WBT (P)
4 Seage Holding TK (S) 9 USBD HB LO Hold Tk (P) 14 Low Sea Chest 19 Fore WBT (S)
5 Glycol Water Drain Tank 10 USBD HB LO Hold Tk (S) 15 FO Drain Tank 20 Speed Log

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 6 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
MIDSHIP SECTION

Comp. Deck

Nav. Deck

Deck E

No Smoking Deck D

Cargo Machinery Room Deck C

Deck B

Deck A

Main Deck

Cargo Tank
Design WL (11.6m/BL) Design WL (11.6m/BL)

Ballast WL (9.4m/BL) Ballast WL (9.4m/BL)

Water Ballast Tank (S) PT Water Ballast Tank (P)

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 7 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.1.5 Tanks and Capacity Plan

Liquid Cargo Tanks S.G.=0.47 Fresh Water Tanks S.G.=1.0

Capacities Centre of Gravity Capacities Centre of Gravity

Location Frame Location Frame
Compartment Compartment
Number Volume Volume Number Volume Volume
CGX (m) CGY (m) CGZ (m) CGX (m) CGY (m) CGZ (m)
100% (m3) 98% (m3) 100% (m3) 98% (m3)
No. 1 Cargo Tank 120.16 - 129.84 24715.5 24221.2 232.484 0.000 16.597 S/T COOL. W. TK (P) 7.25 - 18 53.6 52.6 11.643 8.612 1.086
No. 2 Cargo Tank 104.16 - 118.84 50076.5 49075.0 189.440 0.000 16.755 S/T COOL. W. TK (S) 7.25 - 18 53.6 52.6 11.643 -8.612 1.086
No. 3 Cargo Tank 88.16 - 102.81 50076.5 49075.0 136.235 0.000 16.755 DIST. WATER TK (P) 9 - 15 93.7 91.9 9.600 11.040 18.656
No. 4 Cargo Tank 72.16-– 86.79 49223.6 48239.1 83.450 0.000 16.555 FW TK (S) 9 - 15 187.2 183.4 9.612 -17.213 18.767
FW TK (P) 9 - 15 187.2 183.4 9.612 17.213 18.767
Total 174092.2 170610.4
Total 575.3 563.8

Water Ballast Tanks S.G.=1.025

Heavy Fuel Oil Tanks S.G.=0.95
Capacities Centre of Gravity
Location Frame Location Capacities Centre of Gravity
Compartment
Number Volume Volume Compartment Frame
CGX (m) CGY (m) CGZ (m) Volume Volume
100% (m3) 100% (MT) Number CGX (m) CGY (m) CGZ (m)
100% (m3) 98% (m3)
E/R W.B. TK (P) 43 - 71 855.9 877.3 45.733 22.164 18.727
FORE HFO TK (P) 131 - 150 1811.3 1775.0 259.193 3.952 13.178
E/R W.B. TK (S) 43 - 71 855.9 877.3 45.733 -22.164 18.727
FORE HFO TK (S) 131 - 150 1811.3 1775.0 259.193 -3.952 13.178
AP TK (C) -5.62 - 9 1672.6 1714.4 2.057 0.000 13.790
No.1 HFO SETT. TK (S) 31 - 35 53.8 52.7 26.400 -18.212 18.709
FORE W.B TK (P) 131 - 150 1228.0 1258.7 259.786 8.176 10.897
No.1 HFO SERV. TK (S) 27 - 31 53.8 52.7 23.200 -18.212 18.709
FORE W.B TK (S) 131 - 150 1225.1 1255.7 259.773 -8.185 10.917
No.2 HFO SERV. TK (S) 23 - 27 53.8 52.7 20.000 -18.212 18.709
No. 1 W.B TK (P) 119 - 131 5925.6 6073.7 234.719 15.710 13.023
No.2 HFO SETT. TK 16 - 23 74.1 72.6 15.721 -17.875 18.709
No. 1 W.B TK (S) 119 - 131 5925.6 6073.7 234.719 -15.710 13.023
No. 2 W.B TK (P) 103 - 119 7170.8 7350.1 187.506 17.513 8.773 Total 3858.0 3780.8
No. 2 W.B TK (S) 103 - 119 7170.8 7350.1 187.506 -17.513 8.773
No. 3 W.B TK (P) 87 - 103 7392.3 7577.1 134.832 17.641 8.580
No. 3 W.B TK (S) 87 - 103 7392.3 7577.1 134.832 -17.641 8.580
No. 4 W.B TK (P) 71 - 87 6849.0 7020.2 83.146 17.485 8.871
No. 4 W.B TK (S) 71 - 87 6849.0 7020.2 83.146 -17.485 8.871
Total 60513.0 62025.6

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 8 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Marine Diesel Oil Tanks S.G.=0.90 Miscellaneous Tanks

Location Capacities Centre of Gravity Capacities Centre of Gravity

Location
Compartment Frame
Volume Volume Compartment Frame Volume Volume
Number CGX (m) CGY (m) CGZ (m)
100% (m3) 98% (m3) Number 100% 98% CGX (m) CGY (m) CGZ (m)
No.2 MDO/MGO STOR. TK 62 - 71 320.5 314.1 53.200 -18.212 16.069 (m3) (m3)
No.1 MDO/MGO STOR. TK) 62 - 71 191.2 187.4 53.200 17.833 8.256 GLYCOL CIRCULATION TK 9 - 15 75.0 73.5 9.600 6.530 18.656
No.2 MDO/MGO SERV. TK 62 - 67 85.7 84.0 51.600 18.212 18.269 FO OVERFLOW TK (S) 63 - 71 38.5 37.7 53.600 -9.810 2.035
No.2 MDO/MGO SERV. TK 67 - 71 68.6 67.2 55.200 18.212 18.269 FO DRAIN TK (S) 59 - 63 19.2 18.9 48.800 -9.810 2.035
No.3 MDO/MGO STOR. TK 62 - 71 199.5 195.5 53.200 18.212 13.586 MGE LEAK. OIL COLLECT. TK (S) 59 - 71 57.7 56.6 52.000 -6.530 2.035
Total 865.5 848.2 MGE CFW COLLECT. TK (P) 27 - 31 13.6 13.4 23.270 10741 1.603
MGE CFW COLLECT. TK (S) 27 - 31 13.6 13.4 23.270 -10.741 1.603
SEWAGE HOLDING TK (S) 49 - 59 60.3 59.1 43.897 -13.358 1.505
Lubricating Oil Tanks S.G.=0.85 CLEAN WATER DRAIN TK (P) 55 - 63 61.4 60.2 47.577 14.325 1.763
BILGE HOLDING TK (P) 57 - 71 67.3 66.0 51.200 9.810 2.035
Location Capacities Centre of Gravity
GLYCOL WATER DRAIN TK 60 - 71 104.2 102.1 52.491 -14.476 1.675
Compartment Frame
Volume Volume AFTER BILGE WELL (P) 18 - 22 8.3 8.1 16.075 9.104 2.284
Number CGX (m) CGY (m) CGZ (m)
100% (m3) 98% (m3) AFTER BILGE WELL (S) 18 - 22 8.3 8.1 16.075 -9.104 2.284
USED L.B LO HOLD.TK (S) 39 - 45 20.5 20.1 33.588 -9.773 1.799 ENGINE ROOM BILGE WELL (P) 69 - 71 2.0 2.0 56.000 14.723 2.570
SEPARATED OIL TK (P) 59 - 71 57.7 56.6 52.000 6.530 2.035 ENGINE ROOM BILGE WELL (S) 69 - 71 2.3 2.2 56.000 -17.328 2.570
USED H.B LO HOLD.TK (P) 39 - 45 20.5 20.1 33.588 9.773 1.799 REGAS GASCADE TK 63 - 71 37.5 36.8 53.600 -12.680 18.322
R/G LO HOLD. TK (S) 45 - 48 8.2 8.0 37.200 -9.855 1.600 EM’CY GENERATOR MDO TK 31 - 35 12.3 12.1 26.400 6.940 32.150
R/G LO HOLD. TK (P) 45 - 48 8.2 8.0 37.200 9.855 1.600 PURIFIER SLUDGE TK (P) 31 - 40 20.7 20.3 28.400 14.758 11.386
S/T LO STOR. TK (S) 36 - 39 25.9 25.1 30.000 -15.883 18.269 PURIFIER SLUDGE TK (S) 31 - 40 20.7 20.3 28.400 -14.758 11.386
R/G LO STOR. TK (S) 36 - 39 25.5 25.0 30.000 -19.560 18.269 Total 623.0 610.5
H.B LO STOR. TK 67 - 71 63.0 61.8 55.200 6.530 18.269
H.B LO SETT. TK 63 - 67 63.0 61.8 52.000 6.530 18.269
L.B LO STOR. TK 63 - 71 63.0 61.8 53.600 10.220 18.269
L.B LO SETT. TK 63 - 71 63.0 61.8 53.600 12.680 18.269
No.1 MGE LO SUMP TK 19 - 35 23.6 23.1 21.600 9.008 10.446
No.2 MGE LO SUMP TK 19 - 35 23.6 23.1 21.600 3.950 10.446
No.3 MGE LO SUMP TK 19 - 35 23.6 23.1 21.600 -3.950 10.446
No.4 MGE LO SUMP TK 19 - 35 23.6 23.1 21.600 -9.008 10.446
Total 513.0 502.7

IMO No. 9861809 / 2nd Draft (2021.04.09) 1- 9 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.2 Classification, Rules and Regulations 10) USCG Rules for Foreign Flag LNG Tankers for LNG ship 24) OCIMF Guidelines and Recommendations for the safe mooring of
operating in US navigable waters and involves compliance with Large Ships at Piers and Sea Islands (incorporated in MEG3)
1. Classification USCG CFR 33 Parts 155, 156, 159, and 164, and CFR 46-154.22
excluding Alaskan waters," without certificate nor inspection, but 25) OCIMF Mooring Equipment Guidelines (MEG3), (3rd edition)
The Vessel, including her hull, machinery, equipment, and outfits shall be with Class statement of compliance only. 2008
constructed under the survey of American Bureau of Shipping (ABS) (herein
called the Classification Society"), and shall be distinguished in the register 11) International Convention for Prevention of Collision at Sea 1972 26) OCIMF Ship to Ship Transfer Guide
by the symbols of : and amendments
27) OCIMF Guideline “BMP4” Best Management Practices for
+1A1, Liquefied Gas Carrier, (Ship type 2G), LNG(R), SH, SHCM, +ACCU, 12) International Telecommunications Union (ITU) Radio Regulations Protection Against Somalia Based Piracy.”
NBLES, ENVIRO, UWILD, SH-DLA, SFA, CPS, GP, DFD, TCM,+AMS, and amendments
BWE, NIBS, SFA(40) 28) SIGTTO Guidelines for the Alleviation of Excessive Surge
13) International Convention on the Control of Harmful Anti-fouling Pressures on ESD, 1987
2. Rules and Recommendations Systems on Ships, 2001
29) SIGTTO Recommendations for the Installation of Cargo Strainers,
The vessel is to comply with the following rules, regulations, 14) International Convention on Standards of Training, Certification 1992
recommendations and guideline including any circular set into force at the and Watch keeping (STCW) 1995 and amendments to date
date of signing of the Contract. This shall include those amendments 30) SIGTTO ESD Arrangements and Linked Ship/Shore Systems for
officially declared and published by the relevant regulatory authority but 15) ILO Maritime Labor Convention, 2006 title 3 (except swimming Gas Carriers (2009)
awaiting ratification, enactment or implementation at the date of signing of pool)
31) SIGTTO An introduction to the design and maintenance of cargo
the Contract to come into effect.
16) IMO Resolution A343 (IX) Recommendations on the method of system pressure relief valves on board gas carriers,1998
1) New Panama channel requirement ** measuring noise levels at listening posts
32) SIGGTO Port Information for LNG Export and Import Terminals

2) National Maritime Regulations of Country of Registry 17) IMO Resolution A468 (12) Code on Noise Levels on Board
Ships,1981(except bridge wing) 33) IEC publication 60092 – where required by the Classification
Society.
3) Loading and unloading terminal relative regulations
18) IMO Resolution A.601 (15) Provision and Display of Manoeuvring
Information on Board Ships 34) IEC publication 60533 – where required by the Classification
4) International Convention for Safety of Life at Sea (SOLAS), 1974
Society.
with the Protocol of 1978/1988 and amendments to date including
ISPS code 19) IMO Resolution A.830 (19) Code on Alarms and Indicators
35) ICS Guide to Helicopter/Ship Operations,2008 (for winching only)
5) International Convention on Load Lines 1966, as modified by the
20) IMO Resolution MSC.267(85) International Code on Intact
1988 Protocol and all related amendments 36) ISO 4406:1999 Hydraulic Fluid Power Fluids Method for Coding
Stability, 2008 except Part A Ch1.2 Dynamic Stability Phenomena
in Waves Level of Contamination by Solid Particles
6) International Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk (IGC Code) 37) ISO 6954: 2000(E) Mechanical vibration – Guidelines for the
21) IMO Publication No.978 Performance Standards for Navigational
Equipment (1997 Edition) Measurement, Reporting and Evaluation of Vibration with Regard
7) International Tonnage Measurement of Ships 1969 to Habitability on Passenger and Merchant Ships
22) ILO Convention 152: concerning occupational safety and health in
8) International Convention for Prevention of Pollution from Ships 38) ISO 8501-1, 1988(Preparation of steel substrates before application
dock work (1979).
1973/78, (Annex I, IV, V, and VI) and amendments. of paints)
23) OCIMF/SIGTTO Recommendations for Manifolds for Refrigerated
9) International Convention for Control and Management of Ships’ 39) VDI 2056 Criteria for Assessment of Mechanical Vibrations in
Liquefied Gas Carriers (LNG) [2nd edition] 1994
Ballast water and sediments, 2004 according to regulation D-1 of Machines.
ballast exchange standard(sequential method)

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 10 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

40) EN 1474-2: 2006 Installation and equipment for liquefied natural

gas – design and testing of marine transfer system – part2: Design
and testing of transfer hoses

41) EN 1474-3: 2008 Installation and equipment for liquefied natural

gas – design and testing of marine transfer system – part3: Offshore
transfer system

42) ITTC Procedures and Guidelines to be used in speed trial

43) API 521 Pressure relieving and depressurizing systems, fifth edition,
where required by the class society

44) IEC Pub. 60812 where required by the class society

45) ExxonMobil MESQAC 2010 and subsequent variants (Must and

Strongly Preferred items 266 applicable to Gas carriers to be
applied)

46) IMO: Code on Noise Levels on board Ships (Res.MSC.337 (91))

47) US EPA Final 2013 VGP(for Stern Tube seal and Steering Gear
lubrication)

48) Council Directive 96/98/EC on Marine Equipment as amended by

Commission Directive 2009/26/EC for MED Certification.

49) Panama Canal Regulations of Navigation including tonnage

measurement. Including OP Notice to Shipping No. N-1-2017
(Revision 1).

*Note:
The vessel shall comply with all existing Panama Canal Authority (ACP)
requirements. Once the final rules are published, if this is post shipbuilding
contract date the Builder and Buyer shall work in good faith to identify any
new requirements as a result of impending rules to include the physical
changes into the vessel design and construction with cost adjustment if
required.

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 11 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

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IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 12 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.1a Cargo Tank General

Side Passage Way Hull

Inner Deck Secondary Insulation Box (300mm)

Secondary Barrier (INVAR : 0.7mm)

Inner Deck Primary Insulation Box (230mm)

Primary Barrier (INVAR : 0.7mm)

Liquid Dome

Vapour Dome

Tripod Mast

Emergency Filling Line

Pump Column
Discharge Line

Filling Line
Fuel Gas Pump
Stripping / Spray
Fuel Gas Pump Stripping / Spray Pump
Pump
Regas Feed Pump
Main Cargo Pump
Foot Valve
Main Cargo Pumps Main Cargo Pump

Foot Valve

Ballast Tanks Pipe Duct

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 13 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.3 Design Concept of the Cargo System This consists of a thin flexible membrane called the primary membrane, - A membrane called “Secondary barrier” consisting mainly of
which is in contact with the cargo, a layer of plywood boxes filled with 0.7 mm thick plate made of 36 % nickel-steel alloy shall be
General Description Glass Wool called the Primary Insulation, a second flexible membrane supported by the secondary insulation and fastened to it.
similar to the first one called the secondary membrane and a second layer
The Cargo Containment System consists of four double insulated cargo of boxes also filled with Glass Wool in contact with the inner hull called - A 230 mm thick insulating layer called “Primary insulation”
tanks encased within the inner hull and situated in-line from forward to the Secondary Insulation. The double membrane system meets the shall have the same nature as the secondary insulation and shall
aft. requirements of all relevant regulations on the Cargo Containment be fastened to the hull.

The spaces between the inner hull and outer hull are used for the ballast System to provide two separate barriers in order to prevent cargo leakage. - A second membrane called “Primary barrier” of the same alloy
and will also protect the tanks in the event of an emergency situation, Thus, the tank lining consists of two identical layers of membranes and as the secondary barrier shall be fastened to the primary
such as collision or grounding. insulation so that in the event of a leak in the primary barrier, the cargo insulation.

The cargo tanks are separated from other compartments, and from each will be contained indefinitely by the secondary barrier. This system The loads due to the tank internal pressure shall be transmitted to the
other by five transverse cofferdams which are all dry compartments. ensures that the whole of the cargo hydrostatic loads are transmitted supporting hull through the insulation boxes, which shall have the
through the membranes and insulation to the inner hull plating of the ship. necessary compressive strength.
The ballast spaces around the cargo tanks are divided into port and
starboard. A ballast main runs through the pipe duct with water ballast The function of the membranes is to prevent leakage, whilst the
insulation supports and transmits the loads and minimises heat exchange The composition of the Invar is as follows:
valves mounted on the tank bulkheads. The double bottom tanks extend
to the side of the cargo tanks and as far up as the trunk-ways. between the cargo and the inner hull. The secondary membrane,
sandwiched between the two layers of insulation, not only provides a Ni 35 - 36.5 %
The LNG to be transported is stored in the four cargo tanks numbered 1 safety barrier between the two layers of insulation but also reduces the C 0.04 %
to 4 from forward to aft. All cargo tanks have an octagonal transverse convection currents within the insulation. Si 0.25 %
section matching the supporting inner hull. Mn < 0.2 to 0.4 %
The primary and secondary insulation spaces are under a pressure
Each tank between the two transverse bulkheads is composed of a prism controlled nitrogen atmosphere. The primary space’s pressure must never S < 0.0015 %
placed in a direction parallel to the keel plate. exceed the cargo tank pressure in order to prevent the primary membrane P < 0.008 %
from collapsing inwards. Fe Remainder
The boundaries of the tanks are as follows:
In normal operation, the pressure in the primary insulation spaces shall The thermal expansion coefficient = (1.5±0.5) x 10-6 mm/°C between
 One flat bottom parallel to the keel plate, raised along the ship’s be maintained between 0.4 kPa and 0.6 kPa and secondary insulation 0 °C and -180 °C (Less than approx. 1/10th of stainless steel AISI 304
plating by two inclined plates, one on each side. spaces shall be maintained between 0.2 kPa and 0.4 kPa. type).
 Two vertical walls each extended at their upper parts by an Construction of the Insulation and Barriers Charpy Test at -196 °C, > 120 J/cm2
inclined plate to limit the liquid free surface effect when the
tanks are full. The cargo containment system shall consist of a primary and a secondary The coefficient of thermal expansion is low enough to enable flat rather
barrier supported by a primary insulation and a secondary insulation than corrugated sheets to be used. The entire surface area of the
 One flat top parallel to the trunk bottom. respectively and shall be built as follows, from the outside to the inside membrane is thus in contact with the supporting insulation, so that the
Cargo tank No.1 is slightly different in shape owing to its position in the of the tanks: load which the system is able to carry is limited only by the load bearing
ship. It has a polygonal section and the lengthwise walls are almost capacity of the insulation.
- A 300 mm thick insulating layer called “Secondary insulation”
parallel to the ship’s plating. shall be fastened to the inner hull, which shall have a composite The primary and secondary insulation spaces are made up of boxes
structure made of plywood boxes provided with cells containing fabricated from plywood and filled with Glass Wool. This insulation
1.3.1 Cargo Containment System Principle fibre glass wool. system allows free circulation of nitrogen and therefore permits gas
The cargo tanks are of double membrane, GTT NO96 System design. freeing or inerting to be carried out in the barrier spaces without
- The insulation box shall be able to sustain the liquid pressure,
difficulty.
The inner hull, i.e. the outer shell of each of the cargo tanks, is lined i.e. static and dynamic loads.
internally with the GTT (GazTransport & Technigaz) integrated tank - The insulation space shall be arranged for filling with nitrogen
containment and insulation system. gas or maintaining under vacuum.

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 14 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.1b Cargo Tank Lining Reinforcement (No.1 Cargo Tank)

9000 Primary Membrane Level

3000 Non Reinforced Area
Primary Membrane Level 3000
Secondary Boxes - Type (1)
9000

9000 Primary Boxes - Type (3)

3400

AFT Ceiling Fore

Transverse
Bulkhead Reinfored Area
AFT
Secondary Boxes - Type (2)
4000
Primary Boxes - Type (4)

Primary Membrane Level

2200 3000 Ultra Reinforced Area
3000 2200
Primary Membrane Level Secondary Boxes - Type (X2)

Upper Slope Primary Boxes - Type (X4)

3000 Transverse
Bulkhead
Fore

Modified Ultra Reinforced Area

4000
Secondary Boxes - Type (X2)
Primary Membrane Level
Primary Boxes - Type (U4)

Primary Membrane Level

Longitudinal Bulkhead

H A
D
4000
Fore

J
Bottom E
Primary Membrane Level Port
F
K G
Lower Slope AFT
B
Starboad
C

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 15 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
The insulation is distributed over the hull in three specific areas: Material primary insulation boxes and consist of coupler base socket, rod, holding
plate, spring washer, head of coupler, collar stud, self-locker nut, etc.
- Ultra reinforced insulation boxes for the border areas of each Plywood
upper part (i.e., above the lower edge of upper chamfers), and The attachment set shall be made of mainly stainless steel 304 or 304L or
The plywood for insulation boxes shall be made of birch, lauan apiton or equivalent.
the parts adjacent to it in the transverse bulkhead.
similar and shall have such properties as recommended by GTT.
The coupler base socket shall be made of carbon steel for low
- Standard reinforced insulation boxes for the internal areas of The phenolic glue shall be used for manufacturing the plywood panel and temperature service except socket installed to stainless steel inserts.
each upper part (i.e., above lower edge of upper chamfers), the shall be weatherproof and resistant to cryogenic temperature and boiling
low edge parts of the longitudinal vertical bulkhead, and the water temperature. The coupler base socket to stainless steel inserts shall be made of
parts adjacent to it in the transverse bulkhead. stainless steel 304.
Primary and Secondary Barriers
- Non-reinforced insulation boxes for the all areas which aren’t The collar stud shall be welded to a membrane and form a joint between
The primary and secondary barriers shall be of Fe-36% nickel alloy the primary and secondary insulation.
defined above.
which have a low thermal expansion coefficient.
The collar stud shall be made of stainless steel (SUS304L).
The secondary and primary boxes in the reinforced area are specially The chemical compositions and other properties of the alloy shall be in
built using thicker internal stiffeners to resist the impact that can be accordance with the recommendation of GTT in compliance with the In case of hot forging, nickel, chromium and sulphur contents shall be in
created by the liquid sloshing inside the tanks. The primary reinforced Rules and Regulations concerned. accordance with the recommendation of GTT, and conform with the
boxes have two 12 mm thick sloshing plywood covers stapled on them. ASTM standards A276 or A314.
Primary ultra-reinforced has additional internal stiffeners. The thickness of plates shall be mainly 0.7 mm and the developed width
shall be 536 mm in general. Staples
The secondary insulation is 300 mm thick, whereas the primary
The plates shall be delivered in roll, of which length shall match the The staple shall be used for the assemblies of the plywood elements
insulation is 230 mm thick. (The design daily boil-off rate of cargo
length of cargo tanks. among themselves and of a strip of thickness 0.5 mm in 36 % nickel
during laden voyage shall be less than 0.125 % (Design daily Boil-Off
alloy on a plywood.
Rate) of the full loaded cargo when assuming the following conditions: Fibre Glass Wool
The staples shall be of stainless steel (SUS304) for insulation boxes and
- Ambient air temperature = +45 °C The fibre glass wool is used as insulating material for tanks designed to galvanized steel shall be used for other purpose.
- SW temperature = +32 °C contain LNG (at about -163°C)
- Cofferdams temperature maintained at +5 °C Other Materials
For this material, the ASTM C 553 standard is recommended.
- Cargo considered as pure methane (density: 425 kg/m3,
Other materials for the cargo containment system shall be in accordance
Vaporisation heat : 511 kJ/kg) The fibre glass wool shall be manufactured in compliance with the with the recommendations of GTT in compliance with the Rules and
- Tank Filling Ratio = 98.0 %Vol recommendations of GTT. Regulations concerned, which are suitable for the intended services of
Welding Rigid Insulation the vessel with cryogenic temperature.

The raised edges of the plates shall be welded together by automatic The material shall be of rigid polyurethane foam or PVC and shall
electric seam welding machine in general. comply with the following technical requirements:
The raised edges of the barriers around the tank corners shall be TIG - Insensibility to the first aliphatic hydrocarbons for insulating
welded by automatic welding machines or by manual. type
- Physical stability between + 80 °C and – 163 °C
The TIG welding shall also be applied to the repairs of seam welding.
- Closed cells type
Certified welders shall be engaged in TIG welding. - No capillary type

The welding and its tests shall be carried out in accordance with the Attachment set for Insulation Boxes
welding procedure recommended by GTT in compliance with the
The attachment set shall be used for fixation of the secondary and
requirements of the Classification Society.

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 16 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.1c Cargo Tank Lining Reinforcement (No.2, 3 & 4 Tanks)

9000 Primary Membrane Level

Primary Membrane Level
3000 Non Reinforced Area
3000
Secondary Boxes - Type (1)
3000 4000
Primary Boxes - Type (3)

AFT Ceiling Fore Transverse

Bulkhead
AFT Reinforced Area

Secondary Boxes - Type (2)

3000 4000
4000
Primary Boxes - Type (4)

Primary Membrane Level

Primary Membrane Level Ultra Reinforced Area
3000 3000
3000 Secondary Boxes - Type (X2)

3000 3000 Primary Boxes - Type (X4)

Lower Slope

Transverse
3000
Bulkhead
Fore Modified Ultra Reinforced Area

Secondary Boxes - Type (X2)

4000
Primary Membrane Level Primary Boxes - Type (U4)

Longitudinal Bulkhead
Primary Membrane Level
A
H D
Fore
4000
E
J
Primary Membrane Level F
Bottom Port

G
K
Lower Slope AFT B
Starboad
C

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 17 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.3.2 Membrane Cargo Containment so that any membrane stress is directly and uniformly transferred to the tank only) are mounted on the pump tower support. An emergency pump
ship’s structure. column, a float gauge column and the filling line are also located in the
The plywood boxes forming the secondary insulation are laid on the liquid dome.
ship’s inner hull through the transition of a hard epoxy bearing product, In the secondary and primary insulation spaces respectively, the gaps
deposited on the box in the shape of ropes by means of an automatic between the secondary boxes and the primary boxes are insulated with a The four cargo tanks are connected to each other by the liquid, vapour
depositing machine. These ropes have adjustable thickness and combination of rigid insulation (PVC) and glass wool. and stripping/spray headers which are located on the trunk deck. The
compensate for the flatness defects of the inner hull. The boxes are held nitrogen mains supplying the primary and secondary insulation spaces
in position by stainless steel coupler rods that are anchored to the inner Cargo Tank Outfitting and other services directly associated with the cargo system are also
hull through their welded sockets. To absorb the ship’s hull deformation, A vapour dome is located near the geometrical centre of each cargo tank located on the trunk deck together with the fire main and deck spray
each coupler is fitted with an elastic coupling made up of several spring ceiling. Each vapour dome is provided with the following: main.
washers, which are tightened down on the setting plates for secondary
boxes by securing nuts (refer to Illustration 1.3.2a). The number of 1) A vapour supply/return line to supply vapour to the tank when
spring washers used depends on the location of the box. Boxes on the discharging, vent vapour from the tank whilst loading and also
ballast boundaries have a higher number of spring washers (5) because vent the boil-off when the tank contains cargo.
the hull deformation has the largest effect on this area, whereas other
boxes have only 3 washers. 2) Spray line arrangement for cooldown purposes.

A continuous Invar tongue is held in slots running along the whole length 3) Two pressure/vacuum relief valves set at 35 kPa/-1 kPa, venting
of each secondary box cover. The secondary membrane strakes are to the nearest vent mast.
resistance seam welded with the continuous tongues in between. 4) Pick-up for pressure sensors.
The primary boxes are secured in position by collar studs. The collar 5) Liquid line safety valves exhaust.
studs are screwed into the collar stud setting (clamp) plates linked to the
secondary box setting plate by two securing screws. A plywood wedge is The gas dome is made of stainless steel tubular structure containing a
installed between the two setting plates to limit any thermal conduction pipe for boil-off gas suction, two pipes for the spraying ramps for tank
through the box fixations. cooling down, two connections for two tank safety valves, the safety
valve pilot connection.
To allow some flexibility, each collar stud is fitted with an elastic
coupling, similar to those on the secondary boxes. In addition, each cargo tank has a liquid dome located near the ship’s
centre line at the aft part of the tank. The liquid dome supports a tripod
Each collar stud is fitted with a single spring washer and tightened down mast made of stainless steel (316L), suspended from the liquid dome and
on the setting plate for the primary boxes by securing nuts. held in position at the bottom of the tank by a pump tower base support
The primary insulation boxes have lipped Invar tongues stapled along to allow for thermal expansion or contraction, depending on the tank
slots running lengthwise. Continuous Invar tongues are positioned in the environment. The tripod mast consists of the main discharging pipes and
lip of the fixed tongues on the boxes. The primary membrane strakes are emergency pump well, in the form of a three-legged trellis structure, and
resistance seam welded with these tongues in between. is used to support the tank access ladder and other piping and
instrumentation equipment.
Each primary and secondary membrane strake terminates on an Invar
angle structure, 1.5 mm thick, fitted around the perimeter of each The instrumentation includes temperature and level sensors, independent
transverse bulkhead and welded to it. At the transverse corners, where high level alarm sensors and cargo pump electric cables. The gauges
the longitudinal and transverse bulkheads intersect, the primary and measure the distance to the cargo surface using a continuous radar signal.
secondary membranes intersect forming a rectangle. The rectangle (invar The gauges have an electronic box that generates and processes the radar
tube) is prefabricated to allow an easier erection process and it is signal. The LNG radar tank gauge has a cone antenna inserted in the still
attached to the double hull by 4 anchoring bars. pipe. The radar waves use the still pipe as a wave guide to the surface.

With this system, the membranes are directly connected to the inner hull The two main cargo pumps are mounted on the base plate of the tripod
mast, while the stripping/spray pump and fuel gas pump (No.3 & No.4

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 18 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.2a Construction of Containment System– Fastening Modules of Insulation Boxes

Setting Plate for

Primary Box
Self Locked Nut
Collar Stud
Spring Washer
Automatic Collar Stud Welding

Locked by Tack Weld

Strake Drilling Φ 25 View from A
Primary Box

Secondary
Membrane
Setting Plate
for Collar Stud
Plywood Wedge Locking Plate Spot
Welded with the Rod
Securing Screw
Spring Washer
Bearing Product (3 or 5 Depending
on Coupler Location)
Device to Support Coupler Base Socket
Setting Plate the Secondary Boxes
for Secondary Box Secondary Securing Nut on Vertical Walls
and Upper Slopes
(Every 3 Boxes)

Secondary Box

Securing of the Transverse

and Longitudinal Corner Secondary Boxes

Stud M8 95x45
Self Locked Nut
Coupler Rod

Plate 50x50x4
Drilling Φ 9
A
Coupler Bace Socket

Bearing Product

Double Hull Plating

Weld 1.8
Automatic Stud Welding

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 19 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.2b Construction of Containment System – Flat Wall Area

Primary Membrane
0.7 mm

Primary Insulation

Secondary Membrane
0.7 mm

Secondary
Insulation

Resin Ropes

Coupler Base Socket

1200

1000
Inner Hull
Reference Wedge

Kraft Paper, to Avoid the Sticking between

The Product and The Inner Hull Plating

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 20 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
Illustration 1.3.2c Construction of Containment System – Secondary Insulating elements (Standard Area)

Non Reinforced
Primary Box

Groove 30x10

Supporting Rigid
Insulating Material

Fiber Glass Wool

35kg/m2

Rigid Insulating
Material

PVC PVC
Film Film

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 21 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
Illustration 1.3.2d Construction of Containment System – Insulating Elements Between Non-reinforced primary boxes

Staples Type F or A, or Nails

Alternative
Stapling

Plywood th12 Staples Type F or A, or Nails

Non Reinforced
Primary Box

Rigid Insulating
Material

Fiber Glass Wool

Stratified with Kraft Paper
(Other Material might be used)

Cuttings in front of the Raised Edges

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 22 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
Illustration 1.3.2e Arrangement of Transverse Corner (at Lower Slopes) Illustration 1.3.2f Arrangement of Transverse Corner (at Lower Part of Longitudinal Bulkhead)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam
Rigid Insulating Rigid Insulating
Tanks 2,3,4 Tanks 2,3,4

Ultra Reinforced Ultra Reinforced

Secondary Box Secondary Box Modified
Modified
Ultra Reinforced Ultra Reinforced
Primary Box Primary Box
Transverse Transverse
Bulkhead Bulkhead
B or D B or D

1B 3B 1B 3B

Modified
9B 7B 3B Reinforced 9B 7B 3B
8B 6B 8B 6B Ultra Reinforced
Primary Box Primary Box

7B 7B

5B 9B 5B 9B
Reinforced Ultra Reinforced
1B 1B
Secondary Box Secondary Box

8B Bearing 8B Bearing
Product Product

Lower Slope G or K Lower Part of

Anchoring Flat Bar : Carbon Steel for Low Anchoring Flat Bar : Carbon Steel for Low Longitudinal Bulkhead
Temperature Service (-40˚C) Temperature Service (-40˚C) F or J

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 23 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
Illustration 1.3.2g Arrangement of Transverse Corner (At Tank Bottom with Draining) Illustration 1.3.2h Arrangement of Transverse Corner (At Tank Bottom without Draining)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
B D
Glass Wool Glass Wool
Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

All Tanks Position of T ank 2,3,4

Primary Box Primary Box

Transverse Secondary Box Transverse Secondary Box

Bulkhead Bulkhead
B D

1B 3B 1B 3B

9B 7B A6B 3B Primary Box 9B 7B A6B 3B Primary Box

8B 8B

A5B 1B Secondary Box A5B 1B Secondary Box

Bearing Bearing
Product Product

Bottom C Bottom C
Anchoring Flat Bar : Carbon Steel for Low Anchoring Flat Bar : Carbon Steel for Low
Temperature Service (-40˚C) Temperature Service (-40˚C)

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 24 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.2i Arrangement of Transverse Corner ß > 90° (at Low Part of Upper Slope) Illustration 1.3.2j Arrangement of Transverse Corner ß > 90° (at Upper Part of Upper Slope)

Primary Box Primary Box

Secondary Box Secondary Box

D
Plywood D Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

T ank 1 T ank 1

Ultra Reinforced Modified

Transverse Transverse
Primary Box Ultra Reinforced
Bulkhead Bulkhead
Ultra Reinforced Ultra Reinforced Primary Box
D D
Secondary Box Secondary Box

1D 1D
3D 3D

8D 9D 8D 9D
7D 7D
6D 6D
3D 3D

Ultra Reinforced Modified

Primary Box Ultra Reinforced
Primary Box
7D 7D

5D 5D
9D 9D

1D 1D

8D 8D
Ultra Reinforced Ultra Reinforced
Secondary Box Secondary Box

Bearin Bearin
g g
Produc Produc
t t
Lowe Uppe
Upper r Part of Upper r Part of
Slope E Slope E
or H or H

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 25 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Slope) Illustration 1.3.2l Arrangement of Transverse Corner ß > 90° (at Lower Part of Longitudinal
Bulkhead)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
D D
Glass Wool Glass Wool

Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

T ank 1 T ank 1

Modified
Modified Ultra Reinforced Reinforced
Transverse Transverse Primary Box
Bulkhead Reinforced Bulkhead Secondary Box
D Ultra Reinforced Primary Box D
Secondary Box

1F
3F
1D
3D

8F
9F
8D 9D 7F
7D
6F
6D
3D 3F

Reinforced
Primary Box Modified
7F Ultra Reinforced
7D Primary Box

5F
5D
9D 9F

1D 1F

Reinforced 8F Ultra
8D
Secondary Box Reinforced
Secondary Box

Be a rin
g
P r o du Be a r
ct in
L ow e r L ow P ro d g
Slope Long uc t
G, K itudin e r Par t o
a l Bu f
lkhe a
dFo
rJ

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 26 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.2m Arrangement of Transverse Corner ß > 90° (at Upper Part of Longitudinal
Bulkhead)

Primary Box

Secondary Box

Plywood D

Glass Wool

Flexible Foam

Rigid Insulating
T ank 1

Secondary Box Primary Box

Transverse
Bulkhead
D

1F
3F

8F
9F
7F

6F

3F

Primary Box
7F

5F

9F

1F

8F
Secondary Box

Be a r
in
Pr o d g
L o ng U p p e r P uc t
itudin a
a l Bu r t o f
lk he a
dFo
rJ

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 27 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.2n Arrangement of Transverse Corner ß < 90° (at Upper & Lower Slope)

Primary Box Primary Box

Secondary Box Secondary Box

B
Plywood Plywood
B
Glass Wool Glass Wool

Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

T ank 1 T ank 1

Ultra Reinforced
Secondary Box
Modified
Ultra Reinforced Ultra Reinforced
Primary Box Primary Box
Transverse Ultra Reinforced Transverse
Bulkhead Secondary Box Bulkhead
B B

3C 3C
1C 1C

Ultra Reinforced Reinforced

Primary Box Primary Box

3C 3C
6C 6C
7C 7C
9C 9C
8C 8C

Ultra Reinforced Reinforced

7C Secondary Box 7C Secondary Box
g g
Be a rin Be a rin
t t
Produc Produc
1C 1C
9C 9C

ope E, H K
lope G,
5C U pper Sl 5C U pper S

8C 8C

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 28 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Illustration 1.3.2o Arrangement of Transverse Corner ß < 90° (at Lower & Upper Part of Longitudinal Bulkhead)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood B
Glass Wool B Glass Wool
Flexible Foam Flexible Foam
Rigid Insulating Rigid Insulating
Tank 1 T ank 1

Ultra
Reinforced
Secondary Box
Modified
Ultra Reinforced
Primary Box Primary Box

Transverse
Secondary Box
Bulkhead
B

3E 3E
1E Modified 1E
Ultra Reinforced Primary Box
Primary Box

3E 3E

6E 6E
7E ing 7E
Ultra Be a r t ing
9E
P r od
uc 9E Bea r t
c
Reinforced Secondary Box Pr o du
8E Secondary Box 8E

7E 7E

1E 1E
t of t of
r Pa r F or
J r Pa r F or
J
9E Low e ulkhe a d 9E L ow e ulk he a d
B B
dina l itudin
al
Lo ngitu L ong
5E 5E
8E 8E

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 29 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

This page is intentionally blank.

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 30 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
Illustration 1.3.3a Hull Steel Grades

USCG Conditions IGC Conditions

External Air Temperatuer -18 ℃ External Air Temperatuer 5℃
Wind 5 knots Wind 0
Sea Water Tempreature 0℃ Sea Water Tempreature 0℃

LNG On Secondary Barrier Steel Grade Selection LNG On Secondary Barrier Steel Grade Selection
-19.1 1.1
Grade A Grade A

-22.4 Grade E Grade A

-4.8 Grade E Grade A
-18.8 1.0
-18.8 Grade E Grade A
0.7 -1.8
Grade E Grade A
-21.0 -26.0 -8.9

-24.2 Grade E -5.5 Grade E

Grade E Grade E
-19.0 -21.4 Insulation Thickness 0.6 -2.5 Insulation Thickness
-24.8 Seconday = 300 mm -6.3 Seconday = 300 mm
Primary = 230 mm Grade E Primary = 230 mm Grade E

-18.8 Grade E 0.1 Grade E

-23.5 -6.3
Grade E Grade A Grade E Grade A

-20.6 -3.1
Cofferdam BHD Cofferdam BHD
Grade A (*) Grade D (3) Grade A Grade A (*) Grade D (3) Grade A
LNG Cargo Temperature LNG Cargo Temperature
-16.2 -163.0 ℃ Grade D (3) 0.1 -163.0 ℃ Grade D (3)
-15.2 -6.4

-12.2
Air Inside Cofferdam -3.1
Air Inside Cofferdam
5.0 ℃ 5.0 ℃
Grade A Grade A
Grade B (2) Grade B (2)
-0.6 -5.4 -0.2 -4.9

-5.7 -5.7

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

-0.1 Grade B (2) -0.1 Grade B (2)
-2.3 Grade -1.8 Grade
A (1) A (1)
-2.8 Grade A (1) -2.8 Grade A (1)

Grade D Grade D
-0.1 Grade A -0.1 Grade A
-0.1 -0.1

℃ Air Temperature Inside Compartment ℃ Air Temperature Inside Compartment

℃ Inner Hull Steel Plating Temperature ℃ Inner Hull Steel Plating Temperature

℃ Outer Hull Steel Plating Temperature ℃ Outer Hull Steel Plating Temperature

Double Hull & Compartment Temperatures & Steel Grade Selection

NOTE
Longitudinals attached to inner hull : Same grade as per attached plate.
Longitudinals attached to outer hull : Grade A.
Members connected to both inner and outer hulls shall be suitable with the
mean linear temperature of inner and outer hulls
(1) Grade A for thickness up to 15mm, for higher thickness (up to 25mm) use of grade B necessary.
(2) Grade B for thickness up to 20mm, for higher thickness (up to 25mm) use of grade D necessary.
(3) Grade D for thickness up to 20mm, for higher thickness (up to 50mm) use of grade E necessary.
(*) For transverse members including cofferdam bulkheads, grade A (or AH) can be considered providing
heating at +5°C air temperature (cf §4.19.1.5 of IGC Code).

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 31 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.3.3 Deterioration or Failure Based on the above assumptions, the equilibrium temperature of
the fore deep tank becomes: TDT = 1.8 °C
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 The temperature of the engine room is assumed to equal: TER =
effect of excessively low temperature. If the insulation efficiency should 5 °C
deteriorate for any reason, the effect may be a lowering of the inner hull
steel temperature resulting in a cold spot and an increase in boil-off from The draught of the ship has been taken equal to 11.30 m (Full
the affected tank. Increased boil-off gas may be vented to the atmosphere loaded, arrival conditions)
via No.1 vent mast if the increase in boil-off cannot be handled by
For these conditions Classification Societies require a steel grade
burning in main generators and/or GCU. The inner hull steel temperature
distribution as shown in Illustration 1.3.3a, wherefrom the tank upper
must, however, be maintained within acceptable limits to prevent
part, the middle of the longitudinal sidewall are in grade ‘E’ steel, and the
possible brittle fracture.
remaining longitudinal steelwork grade ‘D’ and ‘B’. Those grades have a
Thermocouples are distributed over the surface of the inner hull but, minimum operating temperature of -30°C, -20°C and -10°C respectively.
unless a cold spot occurs immediately adjacent to a sensor, these can only The transverse watertight bulkheads between cargo tanks are of steel
serve as a general indication of steel temperature. To date, the only grade ‘A’ and are equipped with a glycol water heating system.
reliable way of detecting cold spots is by visual inspections of the ballast
In addition to the failure of the membrane, local cold spots can occur due
spaces and other spaces bordering to the cargo tank on the loaded voyage.
to the failure of the insulation.
The grade of steel required for the inner hull of the vessel is governed by
While the inner hull steel quality has been chosen to withstand the
the minimum temperature this steel will reach at minimum ambient
minimum temperature likely to occur in service, prolonged operation at
temperature, assuming that the primary barrier has failed, if the LNG is
steel temperatures below 0°C will cause ice build-up on the plating,
in contact with the secondary membrane.
which in turn will cause a further lowering of steel temperature due to the
1) For the contiguous hull, environmental conditions are issued insulating effect of the ice.
from the following USCG guidelines:
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of
 Air temperature: -18 °C sufficient capacity to maintain the inner hull steel temperature in the
 Seawater temperature: 0 °C cofferdams at 0°C under the worst conditions.

 Wind speed: 5 knots If a cold spot is detected either by the inner hull temperature
 LNG in contact with the secondary barrier (TLNG = measurement system or by visual inspection, the extent and location of
-163 °C). the ice formation should be recorded. Small local cold spots are to be
closely monitored and recorded to check for further deterioration and
The temperature of the fore deep tank has been calculated with spreading of the ice formation. Further action, if any, is to be agreed to
the above conditions: with the Company shore organisation and GTT.
 TDT = -7.1 °C (Equilibrium temperature with heated
WARNING
cofferdams).
In the unlikely event that this remedy is insufficient and it is considered
2) For the outer hull, conditions are based on the following IMO unsafe to delay the discharge of cargo until arrival at the discharge port,
guidelines: the final recourse will be to jettison the cargo via a spool piece fitted at
the cargo liquid manifold, using a single main cargo pump. This course
 Air temperature: 5 °C of action should only be considered after full consultation with the
 Seawater temperature: 0 °C Owners, Charterers, and relevant National Authorities.
 No wind
 LNG in contact with the secondary barrier (T LNG = -
163 °C).

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 32 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan (1/2)

Key

Area Classification As Zone 0

Area Classification As Zone 1

Area Classification As Zone 2

Misc.

Bosun Store Rope Store

No.5 Cofferdam

No.1 Cofferdam
No.2 Cofferdam
No.4 Cofferdam

No.3 Cofferdam
Steering Gear DWTK
Room (P&S)
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
MGE GVU Fore HFO Tk (P&S) Fore Peak Tank
After Peak Tank
Room
Design WL (11.6m/bl)

No.4 WBTK (P&S) No.3 WBTK (P&S) No.2 WBTK (P&S) No.1 WBTK (P&S) Fore WBTK (P&S)
(Void Space) Design WL (11.6m/bl)

After Voiid Space Bow Thrustor

Pump Room
CWTK
(P&S) Speed Log Room
14 X 3360 + 2520 = 49560 mm 15 X 3360 mm = 50400 mm 15 X 3360 mm = 50400 mm
Frame Space 800mm 1870 Frame Space 3360mm Frame Space 3360mm 2520 2805 Frame Space 3360mm 2805 2805 1870
Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 3360mm Frame Space 800mm

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 33 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
1.4 Hazardous Areas and Gas Dangerous Zone 1) Void spaces adjacent to, above, or below integral cargo tanks 11) Areas on the open deck overall cargo tanks (including all ballast
(See Illustration 1.4a & 1.4b) tanks within the cargo tank area) where structures are restricting
2) Hold spaces containing independent cargo tanks the natural ventilation and to the full breadth of the ship plus 3m
Under the IMO Code for the Construction and Equipment of Ships fore and aft of the forward-most and aft-most cargo tank
Carrying Gases in Bulk, the following are regarded as hazardous areas. 3) Cofferdams and permanent (for example, segregated) ballast bulkhead, up to a height of 2.4m above the deck.
tanks adjacent to cargo tanks
Gas dangerous spaces or zones are zones on the open deck within 3.0m 12) Compartments for cargo hoses.
of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo 4) Compressor room
valve, and entrances and ventilation openings to the cargo compressor 13) Enclosed or semi-enclosed spaces in which pipes containing
house. 5) Enclosed or semi-enclosed spaces, immediately above cargo cargoes are located.
tanks (for example, between decks) or having bulkheads above
They also include the open deck over the cargo area and 3 m forward and and in line with cargo tank bulkheads, unless protected by a 3. Hazardous Areas Zone 2
aft of the cargo area on the open deck up to a height of 2.4m above the diagonal plate acceptable to the appropriate authority.
weather deck, and a zone within 2.4m of the outer space of the cargo The area in which an explosive gas atmosphere or a flammable gas with
containment system where such spaces are exposed to the weather. 6) Spaces, other than cofferdam, adjacent to and below the top of a a flashpoint below 60°C is not likely to occur in normal operation and if
cargo tank (for example, trunks, passageways and hold) it does occur, is likely to do so only infrequently and will exist for a short
The entire cargo piping system and cargo tanks are also considered gas period only.
dangerous. 7) Areas on the open deck, or semi-enclosed spaces on the open
deck, within 3m of any cargo tank outlet, gas or vapour outlet 1) Areas of 1.5m surrounding open or semi-enclosed spaces of
In addition to the above zones, the code defines other gas dangerous (see note), cargo manifold valve, cargo valve, cargo pipe flange, zone 1 as specified in “Hazardous Areas Zone 1”, if not
spaces. The area around the air-swept trunking, in which the gas fuel line compressor room ventilation outlets, and cargo tank openings otherwise specified in this standard.
to the engine room is situated, is not considered a gas dangerous zone for pressure release provided to permit the flow of small
under the above code. volumes of gas or vapour mixtures caused by thermal variation. 2) Spaces 4m beyond the cylinder and 4 m beyond the sphere
defined in 8) of “Hazardous Areas Zone 1”.
All electrical equipment used in these zones, whether a fixed installation NOTE
or portable, is certified ‘safe type equipment’. This includes intrinsically Such areas are, for example, all areas within 3m of cargo tank 3) The spaces forming an air-lock.
safe electrical equipment, flame-proof type equipment, and pressurised hatches, sight ports, tank cleaning openings, ullage openings,
enclosure type equipment. Exceptions to this requirement apply when the sounding pipes, cargo vapour outlets. 4) Areas on an open deck extending to the coamings fitted to keep
zones have been certified gas-free, e.g., during the refit. any spills on deck and away from the accommodation and
8) Areas on the open deck, or semi-enclosed spaces on the open service areas and 3m beyond these up to a height of 2.4m above
1. Hazardous Areas Zone 0 deck above and in the vicinity of any cargo gas outlet intended the deck.
for the passage of large volumes of gas or vapour mixture
The area in which an explosive gas atmosphere or a flammable gas with during cargo loading and ballasting or during discharging, 5) Areas on open deck overall cargo tanks (including all ballast
a flashpoint below 60°C is present continuously or is present for long within a vertical cylinder of unlimited height and 6m radius tanks within the cargo tank area) where unrestricted natural
periods. centred upon the centre of the outlet, and within a hemisphere of ventilation is guaranteed and to the full breadth of the ship plus
6m radius below the outlet. 3m fore and aft of the forward-most and aft-most cargo tank
The interiors of cargo tanks, slop tanks, any pipework of pressure-relief, bulkhead, up to a height of 2.4m above the deck surrounding
or other venting systems for cargo and slop tanks, pipes, and equipment 9) Areas on the open deck, or semi-enclosed spaces on the open open or semi-enclosed spaces of zone 1
containing the cargo or developing flammable gases or vapours. deck, within 1.5m of compressor room entrances, compressor
room ventilation inlet, openings into cofferdams, or other zones 6) Spaces forward of the open deck areas to which reference is
2. Hazardous Areas Zone 1 1 space. made in 11) of “Hazardous Areas Zone 1” and 5), below the
level of the main deck, and having an opening on to the main
The area in which an explosive gas atmosphere or a flammable gas with 10) Areas on open deck within spillage coamings surrounding cargo deck or at a level less than 0.5m above the main deck, unless:
a flashpoint below 60°C is likely to occur in normal operation. manifold valves and 3m beyond these, up to a height of 2.4m
above the deck.

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 34 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual
a) the entrances to such spaces do not face the cargo tank Illustration 1.4b Hazardous Areas and Gas Dangerous Zone
area and, together with all other openings to the spaces, Plan (2/2)
including ventilating system inlets and exhausts, are
situated at least 5m from the foremost cargo tank and
at least 10m measured horizontally from any cargo
tank outlet or gas or vapour outlet and

b) the spaces are mechanically ventilated.

Restriction for Exhaust Vent (IGC Code – CH.8.2 Cargo Tank Vent
System)

1) The height of vent exits should not be less than B/3 or 6 m,

whichever is the greater, above the weather deck and 6 m above
the working area, the fore and aft gangway, deck storage tanks,
Comp. Deck
and cargo liquid lines.
Nav. Deck
2) Cargo tank pressure relief valve vent exits should be arranged at
a distance at least equal to B or 25 m, whichever is less, from Deck E
the nearest air intake or opening to accommodation spaces,
service spaces and control stations, or other gas-safe spaces. No Smoking Deck D

3) All other vent exits connected to the cargo containment system

Cargo Machinery Room Deck C

should be arranged at a distance of at least 10 m from the Deck B

nearest air intake or opening to accommodation spaces, service
spaces and control stations, or other gas-safe spaces. Deck A

Main Deck

Cargo Tank
Design WL (11.6m/BL) Design WL (11.6m/BL)

Ballast WL (9.4m/BL) Ballast WL (9.4m/BL)

Water Ballast Tank (S) PT Water Ballast Tank (P)

IMO No. 9861809 / 2nd Draft (2021.04.09) 1 - 35 Part 1 Design Concept of the Vessel
 TRANSGAS POWER Cargo Operating Manual

Part 2 : Properties of Gases

2.1 Characteristics of LNG................................................................2 - 2
2.1.1 Physical Properties and Composition of LNG .................2 - 2
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures
...................................................................................................2 - 5
2.1.3 Supplementary Characteristics of LNG ...........................2 - 6
2.1.4 Avoidance of Cold Shock to Metal...................................2 - 7
2.2 Properties of Nitrogen and Inert Gas...........................................2 - 8
2.2.1 Methane Safety Card........................................................2 - 9
2.2.2 Nitrogen Safety Card......................................................2 - 10
2.3 Hazards, Safety and First Aid.................................................... 2 - 11

Illustrations
2.1.1a Density Ratio Methane/Ambient Air versus Temperature ......2 - 1
2.1.1b Boiling Point of Methane with Pressure.................................2 - 4
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures....2 - 5
2.1.4a Structural Steel Ductile to Brittle Transition Curve................2 - 7
2.3a CAB of Resuscitation ..............................................................2 - 13

Part 2
Properties of Gases
IMO No. 9861809 / 2nd Draft (2021.04.09) Part 2 Properties of Gases
 TRANSGAS POWER Cargo Operating Manual
Illustration 2.1.1a Density Ratio Methane/Ambient Air versus Temperature

+20

0
Lighter than air
- 20

- 40

Methane vapour - 60
temperature
- 80

-100
-112.5
-120
Heavier than air
-140

-160

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 1.27 kg/m3 at 15 )

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 TRANSGAS POWER Cargo Operating Manual

Part 2: Properties of Gases Therefore, when the vapour is vented into the atmosphere, it will tend to Table 2 Physical Properties of LNG (2/2)
rise to the vent outlet and be rapidly dispersed.
2.1 Characteristics of LNG Boiling point at 1 bar absolute -161.5 °C
When the cold vapour is mixed with ambient air, the vapour-air mixture
will appear as a readily visible white cloud due to the condensation of the Liquid density at boiling point 426.0 kg/m3
2.1.1 Physical Properties and Composition of LNG moisture in the air. It is normally safe to assume that the flammable
range of the vapour-air mixture does not extend significantly beyond the Vapour SG at 15 °C and 1 bar absolute 0.554
Natural gas is a mixture of hydrocarbons with nitrogen which, when
perimeter of the white cloud. Gas volume/liquid volume ratio at -161.5 °C at 1
liquefied, form a clear colourless, and odourless liquid. LNG is usually
619
transported and stored at a temperature very close to its boiling point at bar absolute
The auto-ignition temperature of methane, i.e., the lowest temperature to
atmospheric pressure (approximately -160 °C). which the gas needs to be heated to cause self-sustained combustion Flammable limits in the air by volume 5.3 to 14 %
without ignition by a spark or flame, is 595 °C.
The actual LNG composition of each loading terminal comes in various Auto-ignition temperature 595 °C
its source and the liquefaction process, but the main constituent will
NBO (Natural Boil-Off) Composition Higher specific energy (Gross heating value) at
always be methane. Other constituents will be small percentages of 555.kJ/kg
Nitrogen content (mol %) 0.74 % 15 °C
heavier hydrocarbons such as ethane, propane, butane, pentane, and a
small percentage of nitrogen. Methane content (mol %) 99.23 % Critical temperature -82.5 °C
Ethane content (mol %) 0.03 % Critical pressure 4.3 MPa(A)
A typical composition of the LNG is as shown below in Table 3, and the
physical properties of the major constituent gases are given in Tables 1 & Lower Heating Valve (MJ/kg) 49.672
2.

For most engineering calculations (e.g. piping pressure losses), it can be

assumed that the physical properties of pure methane represent those of Table 1 Physical Properties of LNG (1/2)
LNG. For custody transfer purposes, however, when the accurate
calculation of the heating value and density is required, the specific Methane Ethane Propane Butane Pentane Nitrogen
properties based on actual component analysis must be used. CH4 C2H6 C3H8 i-C4H10 n- C4H10 i-C5H12 n-C5H12 N2
Molecular Weight - 16.042 30.068 44.094 58.120 58.120 72.150 72.150 28.016
During a normal sea voyage, the heat is transferred to the LNG cargo
through the cargo tank insulation, causing vaporisation (boil-off) of part Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -11.7 -0.5 28 36.1 -196°C
of the cargo.
Liquid Density at Boiling Point kg/m3 426.0 544.1 580.7 593.4 601.4 624 626 808.6
The composition of the LNG is changed by this boil-off because the Vapour SG at 15 °C and 1 bar absolute - 0.554 1.046 1.540 2.51 2.52 2.49 2.49 0.97
lighter components, having lower boiling points at atmospheric pressure,
Gas volume/liquid volume Ratio at
vaporise first. Therefore the discharged LNG has a lower percentage - 630 413 311 236 239 205 207 649
Boiling Point and 1 bar absolute
content of nitrogen and methane than the LNG as loaded, and slightly
5.3 to 3 to 1.8 to 1.8 to 1.4 to 1.5 to Non-
higher percentages of the ethane, propane, and butane, due to methane Flammable Limits in the air by Volume % 2.1 to 9.5
14 12.5 8.4 8.4 7.6 7.8 flammable
and nitrogen boiling off in preference to the heavier gases.
Auto-Ignition Temperature °C 537 472 450 460 365 420 309 -
The flammability range of methane in the air (21% oxygen) is
Lower Heating Value (LHV) MJ/kg 50.009 47.794 46.357 45.613 45.752 45.241 45.357 -
approximately 5.3 to 14% by volume. To reduce this range, the air is
displaced by inert gas until the oxygen content is reduced to 2%, before Vaporisation Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 385.2 357.5 357.5 199.3
gassing up, after drydocking. In theory, an explosion cannot occur if the Critical Temperature °C -82.5 32.3 96.7 135.0 152.0 187.0 160.6 -146.9
O2 content of the mixture is less than below 13%, regardless of the
percentage of methane, but for the practical safety reasons purging is Critical Pressure MPa(a) 4.30 4.82 4.10 3.65 3.80 3.34 3.16 3.40
continued until the O 2 content is below 2%. This safety aspect is
explained in detail later in this section

The boil-off vapour of LNG is lighter than air when the vapour
temperatures are above -112.5 °C or higher, depending on the LNG’s
composition.

IMO No. 9861809 / 2nd Draft (2021.04.09) 2– 2 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual
Table 3 Examples of Typical LNG Composition Variation in Boiling Point of Methane with Pressure

LNG Gas Expansion Gas Wobbe The boiling point of methane increases with pressure. This variation is
Nitrogen Methane Ethane Propane
Origin C4+ % TOTAL Density (1) Density (2) ratio GCV (2) Index (2) shown in the Illustration 2.1.1b for pure methane over the normal range
N2 % C1 % C2 % C3 %
kg/m3 kg/m3(n) m3(n)/m3 liq MJ/m3(n) MJ/m3(n) of pressures on board the vessel. The presence of the heavier
Australia-NWS 0.04 87.33 8.33 3.33 0.97 100 467.35 0.83 562.46 45.32 56.53 components in LNG increases the boiling point of the cargo for a given
Australia-Darwin 0.1 87.64 9.97 1.96 0.33 100 461.05 0.81 567.73 44.39 56.01 pressure.

Algeria-Skikda 0.63 91.4 7.35 0.57 0.05 100 446.65 0.78 575.95 42.3 54.62 The relationship between the boiling point and the pressure of LNG will
Algeria-Bethioua 0.64 89.55 8.2 1.3 0.31 100 454.5 0.8 571.7 43.22 55.12 approximately follow a line parallel to that shown for 100% methane.

Algeria-Arzew 0.71 88.93 8.42 1.59 0.37 100 457.1 0.8 570.37 43.48 55.23 NOTE
Brunei 0.04 90.12 5.34 3.02 1.48 100 461.63 0.82 564.48 44.68 56.18 Heavier components present in the LNG will increase the boiling point
of the cargo for a given pressure.
Egypt-Idku 0.02 95.31 3.58 0.74 0.34 100 437.38 0.76 578.47 41.76 54.61
Eqypt-Damietta 0.02 97.25 2.49 0.12 0.12 100 429.35 0.74 582.24 40.87 54.12
Equatorial Guinea 0 93.41 6.52 0.07 0 100 439.64 0.76 578.85 41.95 54.73
Indonesia-Arun 0.08 91.86 5.66 1.6 0.79 100 450.96 0.79 571.49 43.29 55.42
Indonesia-Badak 0.01 90.14 5.46 2.98 1.4 100 461.07 0.82 564.89 44.63 56.17
Indonesia-Tangguh 0.13 96.91 2.37 0.44 0.15 100 431.22 0.74 581.47 41 54.14
Libya 0.59 82.57 12.62 3.56 0.65 100 478.72 0.86 558.08 46.24 56.77
Malaysia 0.14 91.69 4.64 2.6 0.93 100 454.19 0.8 569.15 43.67 55.59
Nigeria 0.03 91.7 5.52 2.17 0.58 100 451.66 0.79 571.14 43.41 55.5
Norway 0.46 92.03 5.75 1.31 0.45 100 448.39 0.78 573.75 42.69 54.91
Oman 0.2 90.68 5.75 2.12 1.24 100 457.27 0.81 567.76 43.99 55.73
Peru 0.57 89.07 10.26 0.1 0.01 100 451.8 0.79 574.3 42.9 55
Qatar 0.27 90.91 6.43 1.66 0.74 100 453.46 0.79 570.68 43.43 55.4
Russia-Sakhalin 0.07 92.53 4.47 1.97 0.95 100 450.67 0.79 571.05 43.3 55.43
Trinidad 0.01 96.78 2.78 0.37 0.06 100 431.03 0.74 581.77 41.05 54.23
USA-Alaska 0.17 99.71 0.09 0.03 0.01 100 421.39 0.72 585.75 39.91 53.51
Yemen 0.02 93.17 5.93 0.77 0.12 100 442.42 0.77 576.9 42.29 54.91

(1) Calculated according to ISO 6578 [T = -160 ºC]

(2) Calculated according to ISO 6976 [0 ºC / 0 ºC, 1.01325 bar]

IMO No. 9861809 / 2nd Draft (2021.04.09) 2– 3 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual
Illustration 2.1.1b Boiling Point of Methane with Pressure

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

50

40

30

20

Propane
2mol% Ethane PRESSURE
bar(absolute)
10
9
8
7
Methane Ethylene Ethane Propylene Propane
6

4
Butadrene
1.3
3
N. Butane

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( 0 C)

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 TRANSGAS POWER Cargo Operating Manual
2.1.2 Flammability of Methane, Oxygen and Nitrogen Illustration 2.1.2a Flammability of Methane, Oxygen, and Nitrogen Mixtures
Mixtures
B Area EDFE
WARNING 21 flammable
A flammable mixture of methane and air must be avoided at all times. E
20
19 Caution
The vessel must be operated in a manner that prevents the formation of a
flammable mixture of methane. A diagram is therefore used to illustrate F This diagram assumes complete mixing
18 which, in practice, may not occur.
and help conceptualize the relationship between flammability and gas/air
composition for all possible mixtures of methane, air, and nitrogen 17
(Illustration 2.1.2.a). Y
16
In the diagram, vertical axis A-B illustrates oxygen-nitrogen mixtures M
15
with no methane present. These range from 0% oxygen (100% nitrogen N Mixtures of air and methane
at point A) to 21% oxygen (79% nitrogen at point B). The composition of 14
G X cannot be produced above
atmospheric air is represented by the latter point.
13 line BEFC
D
Horizontal axis A-C illustrates methane-nitrogen mixtures with no 12
oxygen present. These range from 0% methane (100% nitrogen at point
A), to 100% methane (0% nitrogen at point C). 11
%
10
At any single point on the diagram within the ABC triangle, a mixture of
O 9
all three components (oxygen, methane, and nitrogen), can be
represented. The total volume is made up of a specific proportion of each,
x
y 8
and from a single point on the diagram, the proportions of each of the
three constituents illustrated can be read. g 7
e
n 6
Point D for example would be read:
 Oxygen: 12.2% (read on-axis A-B) 5
 Methane: 6.0% (read on axis A-C) 4 Area HDFC
 Nitrogen: 81.8% (remainder) capable of forming flammable
3 mixtures with air, but containing
There are three main sectors of the diagram: 2 too much methane to explode

1) The Flammable Zone; Area EDF: Any mixture represented by a 1

point within this area is flammable. Z C
A 0 10 H 20 30 40 50 60 70 80 90 100
2) Area HDFC: Any mixture represented by a point within this
area is capable of forming a flammable mixture when mixed Methane %
with air; however the methane content is too high to ignite. Area ABEDH
not capable of forming
3) Area ABEDH: Any mixture represented by a point that lies
within this area is not capable of forming a flammable mixture
flammable mixture
when mixed with air.
with air

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 TRANSGAS POWER Cargo Operating Manual

How to Use Diagram 2.1.2a Avoiding Flammable Mixtures in Cargo Tanks and Piping In a worst-case scenario, if LNG liquid were to spill freely on the
vessel’s deck, the restricted possibilities for the plating to contract, and
It should be assumed that point Y on the oxygen-nitrogen axis is joined The following summarizes the procedures for avoiding flammable the high thermal stresses generated would likely result in brittle fracture
by a straight line to point Z on the methane-nitrogen axis. If an oxygen- mixtures in cargo tanks and piping: of the steel. Illustrations 1.3.3a and 2.1.3a show a typical ship section and
nitrogen mixture of composition Y is mixed with a methane-nitrogen the various parts of the structure with their minimum acceptable
mixture of composition Z, the composition of the resulting mixture will, NOTE temperatures of steel grades selected.
at all times, be represented by point X, which will move from Y to Z as Portable analysers used for measuring methane content by oxidizing a
increasing quantities of mixture Z are added. sample over a heated platinum wire and then measuring the increased 3. Behaviour of LNG in the Cargo Tanks
temperature from this combustion will not work with methane-nitrogen
NOTE mixtures that do not contain oxygen. Check to ensure that the portable When loaded in the cargo tanks the pressure of the vapour phase is
In this example, point X, representing changing composition, passes instruments supplied are of the infrared type which has been specially maintained as substantially constant, slightly above atmospheric pressure.
through the flammable zone EDF, that is when the methane content of developed to work with methane-nitrogen mixtures that do not contain The external heat passing through the tank insulation generates
the mixture is between 5.5% at point M, and 9.0% at point N. oxygen. convection currents within the bulk cargo; heated LNG rises to the
surface and boils.
When relating this to the process of inserting a cargo tank before gassing 1) Before admitting methane at ambient temperature, all tanks and
up and cool down, it should be assumed that at point B, the tank is piping containing air are to be inerted with inert gas or nitrogen. The heat necessary for the vaporisation of LNG comes from the outer
initially full of air. At point G, the oxygen content is reduced to 13% by Continue until all sampling points indicate that the dew point is environment of the cargo tanks leaking through the cargo tank insulation.
the addition of nitrogen. With the addition of methane, the composition less than -40 °C, and the oxygen content is 2.0% by volume or As long as the generated vapour is continuously removed by maintaining
of the mixture will change along line GDC (which it should be noted, less. the pressure as substantially constant, the LNG remains at its boiling
does not pass through the flammable zone), but is tangential to it at point temperature.
D. Before the addition of methane, if the oxygen content is decreased 2) Before admitting any air, all tanks and piping containing
further to any point between 0% and 13% (i.e. between points A and G), methane are to be inerted with inert gas or nitrogen. Continue If the vapour pressure is reduced by removing more vapour than is
with the addition of methane the change in the composition will not pass until all sampling points indicate that the dew point is less than generated, the LNG temperature will decrease. To make up the
through the flammable zone. -40 °C, and the methane content is 2.0% by volume. equilibrium pressure corresponding to its temperature, the vaporisation of
LNG is accelerated because of an increased heat leak into the cargo tanks.
In theory, when inerting, it is therefore only necessary to add nitrogen to 2.1.3 Supplementary Characteristics of LNG If the vapour pressure is increased by removing less vapour than is
air until the oxygen content is reduced to 13%. However, for added safety, generated, the LNG temperature will increase. To reduce the pressure to
the oxygen content is reduced to 2% during inerting because a complete 1. Reactivity a level corresponding to the equilibrium with its temperature, the
and thorough mixing of air and nitrogen may not always take place in vaporisation of LNG is slowed down and the heat transfer from LNG to
practice. Because at high concentrations, methane tends to dilute the quantity of vapour is reduced.
oxygen in the air to less than that needed to sustain life, it is considered
A procedure similar to this is followed when inerting a full tank of an asphyxiant. It is also a greenhouse gas and as such is considered a LNG is a mixture of several components with different physical
methane gas with nitrogen, before aeration. At point C, assume that pollutant in the upper atmosphere. However, because of its inactivity, properties and in particular, with different vaporisation rates, the more
nitrogen is added to the tank containing methane until, at point H, the insolubility, and volatility, it is not considered a pollutant in water. volatile fraction of the cargo vaporises at a greater rate than the less
methane content is reduced to approximately 14%. The composition volatile fraction. The vapour generated by the boiling of the LNG
mixture will change along line HDB as air is added, and again, this is 2. Cryogenic Temperatures contains a higher concentration of the more volatile fraction than the
tangential at D to the flammable zone but does not pass through it. When LNG.
inerting a tank containing methane (for the same reasons as when Both LNG itself, and any materials that are chilled to temperatures of
inerting a tank containing air), the tank should be brought well below the approximately-160°C, are potentially dangerous, and any physical The properties of the LNG, e.g. the boiling point, density, and heating
theoretical level of 14% methane content. This is because a complete and contact with them may cause severe damage to living tissue. Except value, tend to increase during the voyage.
thorough mixing of methane and nitrogen may not always take place in specially formulated alloys, designed specifically to withstand cryogenic
practice. temperatures, the majority of metals will lose their ductility at cryogenic
temperatures. This means that LNG liquid can very likely cause the
brittle fracture of most metals and other many materials.

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 TRANSGAS POWER Cargo Operating Manual

4. LNG Spills on Water The major and most immediate danger of an LNG vapour cloud occurs if Structural steels of plain carbon generally have a brittle to ductile
it is ignited. Just the heat from such a fire is extremely dangerous, and behavior transition occurring in the range of -50°C to +30°C. As the
When LNG comes into contact with water, its boiling rate is extremely would probably be fatal to anyone within the cloud itself. Although it carriage temperature of LNG is -162°C, the use of plain carbon steels as
rapid as a result of the considerable temperature difference between the may not be a major threat to anyone beyond the cloud itself, the potential LNG materials is effectively not possible. As is shown in the illustration
water and LNG. It will continue to spread over an area indefinitely large, for thermal radiation burns would still exist. 2.1.4a Structural Steel Ductile to Brittle Transition Curve (which is a
typical transition curve for plain carbon steels), the effect can be
resulting in its rate of evaporation magnifying until it has completely
analysed by measuring the energy absorbed in breaking a notched bar
vaporised, and no comprehensible ice layer will form on the water. The 2.1.4 Avoidance of Cold Shock to Metal
and monitoring it against a transition curve.
cloud of flammable LNG and air mixture may extend downward
(towards sea level) for large distances. This is because of the lack of At low or cryogenic temperatures, structural steels are subject to brittle
Materials which therefore do not have such high transition from ductile
topographical features at sea level reduces the effect of turbulent mixing. fractures. With brittle steel, very little energy is required for a fracture to
to brittle fracture as the temperature is lowered, have for this reason
Only when the methane is warmer than -112.5°C, will it lighter than air. extend once it has been initiated. As such, these fractures are therefore
found useful applications in cryogenic systems in general and
potentially catastrophic. Conversely, the energy needed to extend a
particularly in LNG carriers. Some examples of these materials are Invar
fracture in a tougher material is inadequate to continue to propagate the
When LNG strikes water, the possibility for flameless explosions exists (which is comprised of a 36% nickel-iron alloy), austenitic stainless steel,
fracture when it runs into an appropriately stronger material.
(under special circumstances) if the methane content is below 40%. This 9% nickel steel, and some aluminium alloys such as 5083 alloy.
can result from a phenomenon where the LNG can become locally Illustration 2.1.4a Structural Steel Ductile to Brittle Transition
superheated to a maximum limit, and whereby a rapid boiling then Curve
occurs. However, as commercial methane is far richer in methane content
than 40%, it would require a lengthy storage time before its methane
would age to below that concentration.
Brittle Fracture transition Ductile
5. LNG Liquid Agitated by Water fracture range (mixed fracture fracture
appearance)
If LNG liquid has been found accumulated in a drip tray or the like (as Notched
the result of some leakage), the LNG should be allowed to boil-off bar test
naturally or the drip tray slowly warmed by spraying water at its base or Energy
sides. Do not direct the water jet directly into the tray. absorbed

WARNING For a typical mild steel:

Never direct a water jet at any LNG liquid that has collected in a drip T1 might be -30°C
tray or the like, as this will result in a severe eruption from the rapid T2 might be +15°C
expansion and boiling of the LNG liquid, and a blasting outward of Although this depends
potentially damaging or dangerous ice-particles. on composition, heat
treatment etc. the curve
6. Vapour Clouds can shift to left or right.

A vapour cloud of LNG may form if there is no immediate ignition of an

LNG spill. This cloud is generally long, thin, and somewhat “cigar
shaped”. Under certain conditions, it may travel a considerable distance
before its concentration falls below the lower flammable limit. As this
cloud may ignite and then burn with the flame moving back towards the
source, this concentration is very important. Initially, as the cold vapour T1 T2
is denser than air, it tends to hug the surface. Weather conditions will
likely determine the cloud dilution rate, and any thermal inversion will
Temperature
greatly lengthen the distance the cloud travels before it becomes non-
flammable.

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 TRANSGAS POWER Cargo Operating Manual
With regards to the materials used in construction of the cargo tanks and 2.2 Properties of Nitrogen and Inert Gas Due to its extremely low temperature in a liquid state, liquid nitrogen is
containment system, the chance of an unstable brittle fracture potentially dangerous, and any physical contact with it may cause severe
propagating, even if the materials used were overloaded, is negligible as 1. Nitrogen damage to living tissue. Additionally, any spillage of liquid nitrogen on the
all of these materials behave in a ductile manner at -162°C. decks of the vessel can result in damage or even fractures to the decks
Nitrogen on the vessel is produced either by the nitrogen generators on
board that separate air into nitrogen and oxygen based on a hollow fibre having the same consequence as if LNG is spilled on the decks.
Careful measures must however be taken to ensure that LNG and liquid
nitrogen do not come into contact with the steel structure of the vessel membrane principle, or by the vaporisation of liquid nitrogen supplied
from shore. WARNING
itself, to avoid brittle fracture occurring.
Due to the absence of oxygen, nitrogen is an asphyxiant and will not
For this reason, the following special equipment is provided and The nitrogen is used on board for: maintain life.
procedures followed to effectively deal with any leakages that may
occur:  Purging of cargo pipelines 2. Inert Gas
 Purging the heaters
 The manifold areas are equipped with stainless steel drip trays The inert gas on board the vessel is produced using an inert gas generator.
 Draining liquid
that collect any LNG spillage and drain it overboard.
 Pressurisation of the insulation spaces The inert gas generator burns low sulphur content gas oil, and produces
 Permanent drip trays are also fitted underneath any areas that  Sealing of the gas compressors inert gas at 16,000 Nm3/h, with a -45°C dew point. The plant is also able
are most likely to cause problems in the event of leakages. to produce dry air at 16,000 Nm3/h, with a -45°C dew point.
Nitrogen is both an odourless and colourless gas at room temperature,
 The vessel (by way of the manifolds), is provided with a water To prevent any dangerous air/CH 4 mixture before aeration, and after
and under standard conditions, its density is near that of the air; 1.25
curtain that is supplied by the deck fire main. warm-up, the inert gas is used to reduce the oxygen content in the cargo
kg/m3. As nitrogen represents 79% by volume of the Earth’s atmosphere,
 The fire main is always pressurized and the manifold water it is the most common gas found in nature. containment system, tanks, piping, and compressors. It is also used
curtain in operation when undertaking any cargo operations. before refit or repairs, and before the gassing up operation after refit and
When nitrogen is cooled to a temperature of -196°C under atmospheric before cooling down.
 Fire hoses are always laid out at each liquid dome to deal with
pressure, it changes to a liquid state, with a density of 810 kg/m3, and a
any small leakages that may develop at valves and flanges. The inert gas is slightly heavier than air: 1.35 kg/m3 about at 0 °C.
vaporisation heat of 199 kJ/kg.
 During any type of cargo transfer and particularly while loading
and discharging, constant patrolling is conducted on deck to Chemical and Physical Properties of Nitrogen WARNING
ensure that no leakages have developed. Due to the absence of oxygen, inert gas is an asphyxiant and will not
Molecular weight 28.016 maintain life.
 In the event of a spillage or leakage, the water spray is to be
directed at the spillage to disperse and evaporate the liquid and Boiling point at 1 bar absolute (0.1MPaA) –196°C
Inert Gas Composition
to protect the steelwork. The leak must be stopped and cargo Liquid Density at boiling point 810.0
operations suspended if necessary.
Vapour SG at 15°C and 1 bar absolute (0.1MPaA) 0.97 Oxygen < 1% in vol.
WARNING Gas volume/liquid volume ratio at –196°C 649 Carbon dioxide < 14% in vol.
In the event of a major leakage or spillage, cargo operations must be Carbon monoxide < 100 ppm by vol.
Non-
stopped immediately, the general alarm sounded and the emergency deck Flammable limits
flammable Sulphur oxides (SOx) < 10 ppm by vol.
water spray system put into operation.
Dew point of 100% pure N2 < –80°C Nitrogen oxides (NOx): < 100 ppm by vol.
Nitrogen + Ar balance
Nitrogen is considered an inert gas; being non-flammable and without
Dew point < -45°C
chemical affinity. At high temperatures, it can be combined with other
Soot (on Bacharach scale) 0 (complete absence)
gases and metals.

IMO No. 9861809 / 2nd Draft (2021.04.09) 2– 8 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual
2.2.1 Methane Safety Card

IMO No. 9861809 / 2nd Draft (2021.04.09) 2– 9 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual
2.2.2 Nitrogen Safety Card

IMO No. 9861809 / 2nd Draft (2021.04.09) 2 – 10 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual
2.3 Hazards, Safety and First Aid Also, the tank pressure relief system may not be able to handle the rapid Both the high temperatures of an LNG fire and the cold temperatures of
boil-off rates, which could result in tank failure, leading to the rapid the spilled LNG have the potential to seriously damage the tanker and
1. Rollover of Cargo release of large amounts of liquid LNG then forming into a liquid pool. result in a cascading failure of the vessel. A cascading failure could also
greatly escalate the severity of the original incident.
A phenomenon is known as “rollover” can cause a loss of containment
Rollover can be effectively avoided by carefully monitoring the
and lead to the formation of LNG liquid pools. Caused by stratification
composition of all LNG streams added to the tanks, and by keeping the 3. Protective Clothing and Equipment
within a storage tank, LNG “rollover” refers to a rapid release of LNG
tank contents well-mixed using mechanical means such as pumps to
vapours from a tank. When two separate layers of different densities (as a
circulate the liquid. It should also be noted that the phenomenon of Cryogenic liquids flow very freely and can penetrate woven or other porous
result of different LNG compositions) exist in a tank, the possibility of a
rollover only happens rarely, and typically only if two different cargos clothing much faster than water. The wearing of appropriate protective
rollover arises.
have been loaded together in the same tank. clothing can greatly reduce the risk of cryogenic burns through
Fig.1 Stratification within an LNG Cargo Tank accidental exposure to LNG liquid.
Stratification can also be prevented by measuring the density of the cargo
while unloading an LNG vessel and, if necessary, adjusting the unloading Protection can range from loose-fitting fire-resistant gloves (usually
procedures accordingly. Additionally, the LNG storage tanks have made from leather or PVC) and full-face shields to special extra
Boil off protection multi-layer clothing, depending upon the risk of exposure.
rollover protection systems which include pump-around mixing systems
and distributed temperature sensors.
All personnel must therefore wear gloves, face masks, and other
Heat 2. Potential Hazards of LNG to Human Beings protective clothing as protection from freezing liquids when entering and
Lighter layer gets denser Heat
working in potentially hazardous areas.
The general scale of the potential hazards of a large LNG spillover water
was provided by using existing experimental data that was evaluated and The following types of protective clothing are recommended:
Heat Denser layer gets lighter Heat analysed to assess several potential spill hazards including asphyxiation,  Eye/Face Protection:
cryogenic burns, and cryogenic damage to the ship from very cold LNG,
Safety goggles or glasses as appropriate for the job
dispersion, fires, and explosions.
A full-face shield when handling any cryogenic material

Heat Heat When LNG is spilled from a tank onto water, it forms a pool of liquid on  Skin Protection:
the water. A fog-like vapour cloud then forms close to the water as the Protective gloves of any material appropriate for the job.
liquid warms and changes into a natural gas vapour. Ambient air mixes Loose-fitting insulated gloves are recommended for cryogenic
The mechanism behind “rollover” is that, in the top layer, the liquid with the cloud as it continues to warm up, and eventually, the natural gas materials. They must be loose so that they can be thrown off
becomes warmer as a result of heat leaking into the tank and rises to the vapour disperses into the atmosphere. This cloud could however drift quickly if liquid spills into them (non-porous, full-body
surface, where it then evaporates. into populated areas before completely dispersing under certain cryogenic suit).
atmospheric conditions.
 Respiratory Protection:
As the lighter gases are preferentially evaporated, the liquid in the upper
layer becomes denser. In the bottom layer, the warmed liquid rises Any persons who come into contact with an LNG vapour cloud could A positive pressure airline with a full-face mask and escape
towards the interface by free convection but does not evaporate due to potentially be asphyxiated, as an LNG vapour cloud displaces the oxygen bottle or self-contained breathing apparatus should be available
the hydrostatic head exerted by the top layer. In this way, the lower layer in the air. Additionally, depending on the conditions, LNG vapours can for emergency use.
becomes warmer and less dense. be flammable. If the LNG vapour cloud ignites, the resulting fire will be  Other/General Protection:
depending on available oxygen, burn back through the vapour cloud Safety boots high enough to be covered by a cryogenic suit
The two layers mix rapidly, as the densities of two layers approach each toward the initial spill. It will continue to burn above the LNG that has with out-cuffs.
other. The lower layer (which has been superheated) gives off large pooled on the surface resulting in what is known as a pool fire.
amounts of vapour as it rises to the surface of the tank. This phenomenon
is termed “rollover”. Experimental data for small scale LNG fires have shown that LNG fires
burn hotter than oil fires of the same size.
A rapid release of large quantities of vapour, leading to potentially
hazardous situations is the greatest risk arising from a rollover accident.

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 TRANSGAS POWER Cargo Operating Manual

4. Cryogenic / Freeze Burns Do not use hot water. A physician should see the patient To perform CPR, proceed as follows:
promptly if the cryogenic "burn" has resulted in blistering of the
Cryogenic burns can occur from direct body contact with cryogenic skin or deep tissue freezing or if frostbite has occurred. The 1) Cardiac compressions:
liquids, metals, and cold gas. LNG itself or materials that have been "burn" should be treated similarly to a thermal burn. Treat for  Place the heel of one hand on the lower half of the person’s
chilled to its temperature of approximately -160°C are extremely shock. Seek immediate medical attention. breastbone.
dangerous and will damage the living tissue they come in contact with.  Ingestion  Place the other hand on top of the first hand and interlock
Cryogenic burns will injure personnel and others who come in contact your fingers.
Do not give fluids, water, or food. Do not induce vomiting.
with cryogenic materials resulting in serious injury and even death.  Press down firmly and smoothly (compressing to 1/3 of
Keep injured comfortably in a warm location (approximately
chest depth) 30 times.
22°C; 70°F). Treat for shock. Seek immediate medical attention.
Direct contact with metal at cryogenic temperatures or exposure to LNG  Administer 2 breaths as described below in mouth-to-
can damage skin tissue much more rapidly than exposure to LNG vapour. mouth, step 2).
6. LNG Asphyxiation
It may also be possible for personnel to physically quickly move away  The ratio of 30 chest compressions followed by 2 breaths is
from cold LNG vapour before they are injured by it. the same, whether CPR is being performed alone or with
Although LNG is not in and of itself poisonous, exposure at the centre of
the assistance of a second person.
an LNG vapour cloud could result in asphyxiation as a result of the
5. Treatment of Cryogenic Burns  Aim for a compression rate of 100 per minute.
absence of oxygen. If the vaporizing LNG does not ignite, the possibility
exists that the LNG vapour concentrations in the air may be high enough
In the event of contact with LNG liquid or cryogenic materials, first, Effective chest compressions will be tiring. It is important to get
to present an asphyxiation hazard to the vessel’s crew, emergency
flush the affected area with lukewarm water. Do not use a forceful flow help from others if possible, to allow changeover for rest, and to
response personnel, pilot boat crews, or any others that may be exposed
of water as this could cause tissue damage. Do not apply direct heat. keep the compressions effective.
to the LNG vapour cloud.
Move the injured to a warm location (approximately 22°C; 70°F) and
treat for shock. Seek immediate medical attention. 2) Mouth-to-Mouth. (Refer to the next page Illustration 2.3a
7. Cardiopulmonary Resuscitation
CAB of Resuscitation)
While waiting for medical attention: If the person is not breathing normally, make sure they are lying
Cardiopulmonary resuscitation (CPR) is an emergency procedure,
on their back on a firm surface and:
 Continue to flush the affected area of the skin with lukewarm performed to manually preserve intact brain function until further
 Open the airway by tilting the head back and lifting their
water measures are taken to restore spontaneous blood circulation and
chin.
 Loosen the injured clothing and remove any tight jewellery breathing in a person in cardiac arrest. It is indicated in those who are
 Close their nostrils with your finger and thumb.
unresponsive with no breathing or abnormal breathing, for example,
 Keep the patient warm and at rest  Put your mouth over the person’s mouth and blow into their
agonal respirations.
 Do not allow the injured to smoke and do not offer hot mouth.
beverages.  Give 2 full breaths to the person (this is called ‘rescue
CPR involves chest compressions at least 5 cm (2 in) deep and at a rate
breathing’). Make sure there is no air leak and the chest is
of at least 100 per minute to create artificial circulation by manually
rising and falling. If their chest does not rise and fall, check
Other Specifics: pumping blood through the heart. Also, the rescuer may provide breaths
that you’re pinching their nostrils tightly and sealing your
by either exhaling into the subject's mouth or nose or utilizing a device
mouth to theirs. If still no luck, check their airway again for
 Eye that pushes air into the subject's lungs. This process of externally
any obstruction.
providing ventilation is termed artificial respiration.
Do not wash the eyes with hot or lukewarm water. Never  Continue CPR, repeating the cycle of 30 compressions then
introduce oil or ointment into the eyes without first receiving 2 breaths until professional help arrives. This can be tiring
CPR alone is unlikely to restart the heart; its main purpose is to restore
medical advice. Open eyelids wide to allow any liquid that has – ask if anyone else knows CPR and can help you.
partial flow of oxygenated blood to the brain and heart. The objective is
entered to evaporate. If the injured cannot tolerate light, protect
to delay tissue death and to extend the brief window of opportunity for a
the eyes with a light bandage or handkerchief. Treat for shock. Establishing compressions is a clear priority. If a rescuer cannot
successful resuscitation without permanent brain damage.
Seek immediate medical attention. coordinate the breathing or finds it too time-consuming or too
unpleasant, effective chest compressions alone will still be of
 Skin CPR may succeed in inducing a heart rhythm which may be shockable.
benefit. It is important not to avoid all resuscitation efforts
Remove any contaminated clothing and flush the affected area CPR is generally continued until the patient has a return of spontaneous
because of the mouth-to-mouth component.
with cold water and soap. circulation (ROSC) or is declared dead.

IMO No. 9861809 / 2nd Draft (2021.04.09) 2 – 12 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual
Illustration 2.3a CAB of Resuscitation

C’ Compressions ‘A’ Airway ‘‘B’ for Breath

- Place both hands firmly in the center of the chest (sternum) and begin - After 30 compressions, open the airway by lifting the chin with two fingers - With your thumb and forefinger, pinch the nostrils shut.
immediate chest compressions. and pressing on the forehead to tilt the head back. - Place your mouth over the casualty’s mouth or nose and give 2 breaths.
- Give 30 compressions at a rate of at least 100 compressions per minute, - Ensure the airway is open and clear from any obstructions such as food - Each breath should take 1 second. Limit interruptions to 10 seconds.
and at a depth of at least 2 inches (5 cm). residues or loose dentures. Remove any obstruction from the mouth. - Continue with 30 compressions and 2 breaths until help arrives.
- Allow complete recoil of the chest between compressions.

Mouth to Mouth

Chest Compressions
Mouth to Nose

Airway Blocked Airway Open

IMO No. 9861809 / 2nd Draft (2021.04.09) 2 – 13 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual

3) Attach automated external defibrillator (AED) Expose the person's chest. If the person's chest is wet, dry it. Start or resume CPR until emergency medical help arrives or
An AED is a small, portable electronic device that is used to AEDs have sticky pads with sensors called electrodes. Apply until the person begins to move. Stay with the person until
deliver an electric shock in an attempt to disrupt or stop the pads to the person's chest as pictured on the AED's medical help arrives, and report all of the information you know
abnormal electrical activity in the heart. Abnormal electrical instructions. about what has happened.
activity correlates with abnormal heart rhythm, and a continual
abnormal rhythm is not sufficient to pump blood and deliver Place one pad on the right-center of the person's chest above the  Only use an adult AED on any person over the age of eight
oxygen through the body. nipple. Place the other pad slightly below the other nipple and to years, who is unresponsive and not breathing normally. For
the left of the ribcage. children under the age of eight, ideally, a pediatric AED
An AED shock cannot restart a dead heart; the heart must have a and pads should be used. Devices differ and instructions
rhythm (even though the rhythm is abnormal). The AED will The image shows a typical setup using an automated external should be followed in each instance.
automatically diagnose any cardiac arrhythmia when attached defibrillator (AED). The AED has step-by-step instructions and  CPR must be continued until the AED is turned on and the
by leads to an unconscious person. voice prompts that enable an untrained bystander to correctly pads are attached.
use the machine.
When you see one of these lethal rhythms, you can then treat the 8. Treatment for Shock
person with the AED electrical therapy or a shock Make sure the sticky pads have a good connection with the skin.
(defibrillation) that may interrupt the arrhythmia and allow the If the connection isn't good, the machine may repeat the phrase In any serious injury, it is important to treat the victim promptly for
heart to re-establish a normal and effective rhythm "check electrodes." shock (along with any other treatment required). The more serious the
injury is the greater the danger from shock. Treat for a shock even though
Using an Automated External Defibrillator If the person has a lot of chest hair, you may have to trim it. the victim exhibits few or no signs of shock. An accident victim may
(AEDs usually come with a kit that includes scissors and/or a suddenly collapse after at first seeming to appear normal and alert. The
razor.) If the person is wearing a medication patch that's in the treatment is quite simple and cannot do any harm if not needed.
way, remove it and clean the medicine from the skin before
applying the sticky pads. Symptoms

Remove metal necklaces and underwire bras. The metal may Pale, cold, and clammy skin; shallow and irregular breathing; weak and
conduct electricity and cause burns. You can cut the centre of rapid pulse; dilated pupils; possibly beads of perspiration; a feeling of
the bra and pull it away from the skin. weakness and thirst; (or none of these).

Check the person for implanted medical devices, such as a Treatment

pacemaker or implantable cardioverter defibrillator. (The outline
of these devices is visible under the skin on the chest or 1) Have the victim lie down flat. (This places less demand on the
abdomen, and the person may be wearing a medical alert body than sitting or standing.) In case of vomiting, turn the head
bracelet.) Also, check for body piercings. to one side so the vomit will go outside of the victim's mouth.

Move the defibrillator pads at least 1 inch away from implanted 2) If there are no head or chest injuries and there is no difficulty in
devices or piercings so the electric current can flow freely breathing, elevate the lower body (the legs from the buttocks to
between the pads. the feet) 25~30cm (8"~12"). If the victim complains of pain
Before using an AED, check for puddles of water near the because of this movement, discontinue and return them to a
unconscious person. Move him or her to a dry area, and stay Check that the wires from the electrodes are connected to the comfortable position.
away from wetness when delivering shocks (water conducts AED. Make sure no one is touching the person, and then press
electricity). the AED's "analyse" button. Stay clear while the machine 3) Loosen any tight clothing, particularly about the neck.
checks the person's heart rhythm.
Turn on the AED's power. The device will give you step-by-step If a shock is needed, the AED will let you know when to deliver 4) Keep the victim warm (to prevent loss of body heat) but avoid
instructions. You'll hear voice prompts and see prompts on a it. Stand clear of the person and make sure others are clear bring on a sweat.
screen. before you push the AED's "shock" button.

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 TRANSGAS POWER Cargo Operating Manual

5) Speak soothingly and reassuringly to the victim. Give them a

feeling of confidence in you and their recovery. Speak calmly
and matter-of-factly about what you are doing as you begin to
do it. This will help to orient them. Do not disturb the victim
with unnecessary questioning, movement, noise, or commotion.
Do not discuss other patients or any negative situations near the
patient if possible. For all medical emergencies, shore assistance
or advice should be requested.

6) Gently stroke the head of the victim (if there are no head
injures) or lightly and rhythmically massage else-where to
smooth to them. Hold the hands or feet warmly and reassuringly,
as this can help a person to hold on or to bring them back.

7) Do not give water if the victim is unconscious or nauseated.

Also, do not give water if medical care will arrive within
30 minutes. If medical care will be delayed longer than this,
then give only small sips and not enough to cause nausea.

8) Do not give any alcohol.

9) If it is necessary to transport victim, try to transport them in a

prone position and a stretcher if possible

IMO No. 9861809 / 2nd Draft (2021.04.09) 2 – 15 Part 2 Properties of Gases

 TRANSGAS POWER Cargo Operating Manual

Part 3 : Integrated Automation System (IAS)

3.1 Cargo Control Room .................................................................. 3 - 3
3.2 General Principles of the IAS..................................................... 3 - 7
3.2.1 General Description ........................................................ 3 - 7
3.2.2 IAS System Lay-Out ....................................................... 3 - 7
3.3 Extension Alarm System .......................................................... 3 - 12
3.4 Operator Fitness Alarm System................................................ 3 - 15

Illustrations
3.1a Cargo Control Room Layout .................................................... 3 - 1
3.1b Cargo Control Room Console .................................................. 3 - 2
3.2.1a IAS Overview ........................................................................ 3 - 5
3.4a Personnel Alarm System......................................................... 3 - 15

Part 3
Integrated Automation System (IAS)
IMO No. 9861809 / 2nd Draft (2021.04.09) Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
Illustration 3.1a Cargo Control Room Layout

Corner Type Desk

Corner Type Desk

21 20

Shelf
Book
1

Shelf
Book
Cargo Control Console

IAS MLM SSL MISC. IAS IAS MISC. CTS Load CCTV 19 Filing
Cabinet

Filing
Cabinet
Ship’s Office
Filing
(45.8m )
2

22 Cabinet
10
BWTS

Cargo Control
9 Room
SSL

(66.0m )
2

17
12 13 14 15 16
HIPPS

8 IAS IAS
Laser Laser
IAS IAS IAS GDS
AL CTS Load
Draw. Locker Draw. Locker Draw. Locker Draw. Locker
23
7
GGS

24 18
QRH

22

5 4 2 3

1. Cargo Control Console 21. Clinometer

2. SMS Computer 12. IAS Laser Printer 22. Chair
3. SMS Printer 13. IAS Laser Printer (B/W) 23. Dry Powder Release Box
4. QRH Computer 14. IAS Laser Printer 24. Water Monitor Release Cabinet
5. QRH Printer 15. CTS Printer
6. QRH Cabinet 16. Loading Computer Printer
7. Gas Mtering SYS. Cabinet 17. GDS Control Panel
8. Hipps Main Cabinet 18. Fire Alarm Repeat Panel
9. SSL Main Cabinet 19. IAS 55” Display Unit
10. BWTS Remate Control Box 20. Clock

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 1 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
Illustration 3.1b Cargo Control Room Console

36

2 22 25

4 6 7 8 9 10 13 14 27 29 35

1 21 24 31 33
9 6.7 % 9 6.7 %
Te st Te st
CT 1 . CT 1 .

9 6.7 %
Te st
CT 1 .

11
15
28
12

3 5 16 17 19 20 23 26 30 32 34 37
MRC MRC MRC
9 .67 % 9 .67 %
Test Test
CT 1. CT 1.

9 .67 %
Test
CT 1.

1 2 3
1 1
3 2 1211 3 2 1211 4 5 6
4 10 4 10
5 6 89 56 89 7 8 9
7 7
0 #

18

1. K-Chief OS 51 Monitor 1 15. UHF 29. Float Level Gauge Receiver Unit
2. K-Chief OS 51 Monitor 2 16. PA Remote Control Panel 30. Auto Telephone
3. K-Chief OS 51 Control Panel 17. Patrol Start/Stop Panel 31. CTS Monitor 1
4. SSL MLM Monitor 18. General Alarm Push Button 32. CTS Control Panel
5. SSL MLM Keyboard & Mouse 19. Sound Power Telephone 33. Loading Monitor 1
6. SSL Plant Telephone 20. Auto Telephone 34. Loading Keyboard & Mouse
7. SSL Public Telephone 21. K-Chief OS 52 Monitor 1 35. CCTV Monitor 1
8. SSL Hot Telephone 1 22. K-Chief OS 52 Monitor 2 36. CCTV Monitor 2
9. SSL Hot Telephone 2 23. K-Chief OS 52 Control Panel 37. CCTV Keyboard
10. SSL Speaker 1 24. K-Chief OS 53 Monitor 1
11. SSL Speaker 2 25. K-Chief OS 53 Monitor 2
12. Fans & Oil Pimps Stop Pushbutton 26. K-Chief OS 53 Control Panel
13. Matrix Panel 27. Wind Display
14. STS Remote Control Panel 28. No.3 VHF

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 2 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual

Part 3 : Integrated Automation System (IAS) Cargo Control Console  SOUND POWER TELEPHONE
 AUTO TELEPHONE
3.1 Cargo Control Room CCC A  24V LED LAMP
 SOCKET(maintenance only)
The Cargo Control Room (CCR) is situated middle of the C-deck on the  K-Chief OS 51 MONITOR 1
forward side of the accommodation block and has a forward-facing view  K Chief OS 51 MONITOR 2 CCC D
over the cargo tanks. Here, all the necessary equipment and controls are  K-Chief OS 51 CONTROL PANEL
located to permit the centralised supervision of the cargo operations  K-Chief OS 51 COMPUTER  K-Chief OS 52 MONITOR
during the loading and discharging of cargo.  K-Chief Os 51. MOUNTING PLATE  K-Chief OS 52 MONITOR 2
 BREAKER  K-Chief OS 52 CONTROL PANEL
The main control console contains several workstations which are used  24V LED LAMP  K-Chief OS 52 COMPUTER
for the operation of the cargo machinery and associated equipment  K-Chief OS 52 MOUNTING PLATE
through the IAS. The workstations are complete with a keyboard, CCC B  24V LED LAMP
trackball and colour flat-screen monitors.
 SSL MLM MONITOR CCC E
The cargo control room contains the following equipment:  SSL MLM KEYBOARD & MOUSE
 SSL MLM COMPUTER  K-Chief OS 53 MONITOR
Cargo Control Room  SSL MLM CHANGEOVER SWITCH  K-Chief OS 53 MONITOR 2
 SSL MLM ASYNC MODEM  K-Chief OS 53 CONTROL PANEL
1. Cargo control console  SOCKET  K-Chief OS 53 COMPUTER
2. SMS computer  24V LED LAMP  K-Chief OS 53 MOUNTING PLATE
3. SMS printer  SOCKET(maintenance only)  24V LED LAMP
4. QRH computer
5. QRH printer CCC C CCC F
6. QRH cabinet
7. Gas metering system cabinet  SSL PLANT TELEPHONE  WIND DISPLAY
8. HIPPS main cabinet  RJ11 SOCKET  TERMINAL BOARD
9. SSL main cabinet  SSL PUBLIC TELEPHONE  WIND PRINTER
10. BWTS remote control box  RJ11 SOCKET  NO 3 VHF
11.  SSL HOT TELEPHONE 1  AC/DC POWER
12. IAS laser printer  POWER SUPPLY UNIT 1  FLOAT LEVEL GAUGE RECEIVER UNIT
 SSL HOT TELEPHONE 2  AUTO TELEPHONE
13. IAS laser printer (B/W)
 POWER SUPPLY UNIT 2  24V LED LAMP
14. IAS alarm printer
 SSL SPEAKER 1  SOCKET(maintenance only)
15. CTS printer
 SSL SPEAKER2
16. Loading computer printer
 FANS & OIL PUMPS STOP PUSHBUTTON CCC G
17. GDS control panel
 ES1 FANS & OIL PUMPS(P) STOP
18. Fire alarm repeat panel
 ES2 FANS & OIL PUMPS(S) STOP  CTS MONITOR 1
19. IAS 55″ display unit
 MATRIX PANEL  CTS CONTROL PANEL
20. Clock  STS REMOTE CONTROL PANEL  CTS COMPUTER
21. Clinometer  STS CONNECTION BOX  CTS MOUNTING PLATE
22. Chair  UHF  24 V LED LAMP
23. Dry powder release box  PA REMOTE CONTROL PANEL
24. Water monitor release cabinet  TERMINAL BOARD
 PATROL START/STOP PANEL
 GENERAL ALARM PUSHBUTTON

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 3 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
CCC H

 LOADING MONITOR
 LOADING KEYBOARD & MOUSE
 LOADING COMPUTER
 24V LED LAMP
 SOCKET(maintenance only)

CCC I

 CCTV MONITOR 1
 CCTV MONITOR 2
 CCTV KEYBOARD
 JUNCTION BOX
 24V LED LAMP
 SOCKET(maintenance only)

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 4 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
Illustration 3.2.1a IAS Overview
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F S 4 1 -1 (A U X )

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 5 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
Definitions/Abbreviations IGV Inlet Guide Vane
KM Kongsberg Maritime
ASC Anti Surge Control LC Load Calculator
ASV Anti Surge Valve LNG Liquefied Natural Gas
AVR Automatic Voltage Regulation LO Lubrication oil
BOG Boil Off Gas LT Low temperature
CBPC Compressor Boiler Gas Header Pressure Control LV Low Voltage (440V / 220 V systems)
CCR Cargo Control Room MCC Motor Control Centre
CTS Custody Transfer System MCR Maximum Continuous Rate
DFGE Dual Fuel Generator Engine MDO Marine Diesel Oil
DG Diesel generator ME Main Engine
DGV Diffuser Guide Vane MGO Marine Gas Oil
DO Diesel Oil NDU Net Distribution Unit
DP Differential Pressure NCR Normal Continuous Rate
ER Engine room OS Operator Station
ECR Engine Control Room PMS Power Management System
EGE Exhaust Gas Economizer PP Pump
ELA Electric Load Analyses PV Process Variable
EOP Emergency Operator Panel RCS Remote Control System
EOT Engine Order Telegraph RCU Remote Controller Unit
ESD Emergency Shutdown RIO Remote Input Output Unit
ESDS Emergency Shutdown System RPB Remote Push Button
F&G Fire and Gas SG Steering Gear
FDS Functional Design Specification SP Set Point
FO Fuel Oil SW Sea water
FS Field Station (Cabinet with controller and/or RIO TG Turbine Generator
modules) UVR Under Voltage Release
FW Fresh Water
UVT Under Voltage Trip
GMS Gas Management System
VCB Vacuum Circuit Breaker
GCU Gas Combustion Unit
VDU Video Display Unit
GVU Gas Valve Unit
VFD Variable Frequency Driver
HFO Heavy Fuel Oil
HS Hand Switch
HT High Temperature
HV High voltage
I/O Input / output
IAS Integrated Automation System
IGC code International Code for the Construction and
Equipment of Ships carrying Liquefied Gases in
Bulk.

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 6 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
3.2 General Principles of the IAS  Remote IO cards (RIO) connected to operator stations through the IAS administrative network
 NDU – network distribution unit with network switches (C-net).
3.2.1 General Description  PDU – power distribution unit
 UPS – uninterruptible power source Location Type of printer Remark
The Integrated Automation System (IAS) is a distributed monitoring and  Remote access router CCR Network (net C) Printer 1: Alarm printer
control system, which due to its flexibility and modular architecture, is  Printers Printer 2: Color hard copy printer,
CCR. Network (net C)
extended to cover a wide range of applications on board this vessel.  Extension alarm system IP address 172.20.201.2
 Patrol man system Printer 3: Log printer,
CCR. Network (net C)
The IAS system is built from a full range of hardware and software IP address 172.20.201.3
modules to form an optimum solution to any requirement. The usual 3.2.2 IAS System Lay-Out ECR Network (net C) Printer 4: Alarm printer
configuration of the IAS system includes machinery control and Printer 5: Color hard copy printer,
ECR. Network (net C)
monitoring, propulsion/thruster control, and monitoring as well as cargo 1. Operator Stations IP address 172.20.201.4
and ballast control and monitoring integrated into the same equipment. Printer 6 Log printer,
ECR. Network (net C)
All connected equipment can be controlled from any operator station Ten (10) Operator Stations (OS) are installed in the system. Additionally, IP address 172.20.201.5
throughout the vessel. two laptop computers can be connected to various points in the CCR Network (net C) CTS printer
machinery space and accommodation area. The laptop computers are
All operator stations and field stations are self-contained units and only intended for monitoring. Different filters are made and can be configured to permit only selected
independent of the other units, i.e. a failure in one station will not cause items.
any other station to break down. All processing logic including Event Watch
equipment safety and control functions are contained in the respective OS Location Description Event store Screen
printer call OS Groups
field station controller.
31 Bridge Nav. True No True Dual
The operator stations will be defined in operator station groups. Several
Each operator station contains a hard disc with all system configurations 41 ECR Machinery True Yes True Dual operator station groups can be defined and the groups will be set up with
and acts as a backup for each other during system start-up. System command control rights. This system will be set up with the following
42 ECR Machinery True Yes True Dual
configuration/update can be done on-line without the need for any operator station groups:
additional equipment. 43 ECR Machinery True No True Dual
The following table shows the operator stations in each operator station
51 CCR Cargo True No True Dual group:
A sophisticated login/password system protects the system against mal-
operation. 52 CCR Cargo True No True Dual
OS Name Location Operator Station Group
The IAS supports trend facilities and alarm/event recording. Process 53 CCR Cargo True No True Dual
OS031 Bridge Bridge
events and alarms are stored on hard discs and can be recalled on request. OS041 ECR ECR
68 CCR CTS True No True Dual
OS042 ECR ECR
Redundant networks based on the Ethernet principle are installed as 82 Cabin Cabin OS True No True Single OS043 ECR ECR
standard. The two nets are installed in different cable paths as far as OS051 CCR CCR
History
possible. Each unit is interfaced with both nets and if a failure on one net 96 ECR True No True Single
OS052 CCR CCR
Station
is detected, the system will automatically use the healthy net.
OS053 CCR CTS

Printers OS068 CCR Monitor

The Kongsberg K-Chief 700 system consists of the following main
OS082 Cabin Monitoring
components:
Seven (7) printers are installed in the system. Two of them are alarm OS096 ECR Monitor

printers, three of them are color hard copy printers and the other printer
 Field stations (FS)
is a CTS dot colour printer.
 Process stations (PS)
 Operator stations (OS)
The alarm printers will be connected to an operator station through a
 History stations (HS)
standard parallel port and serial line while the hard copy printers will be

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 7 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual

The following table shows relation between OS groups and command groups: Storage/load Source of the RCU

OS group Bridge ECR CCR CTS The following table shows operator stations configured as RCU servers for
Command PS/IO configuration files:
Id Shared D T A D T A D T A D T A
groups
Common 0 True X X X X X X X X X X X OS Name Serves RCU PS/IO Configurations Files
Power 1 False X X X X OS031
Propulsion 2 False X X X X X PS041, PS042, PS043, PS044, PS051, PS052,
Machinery 3 False X X X X PS053, PS054, PS061, PS062, PS067, PS081,
Ballast 4 False X X X X X X PS097, PS141, PS142, PS143, PS144, PS151,
OS041
Cargo 5 False X X X X PS152, PS153, PS154, PS161, PS162, PS167,
Bilge 6 False X X X X X X X PS181, PS197
Fire & Gas 7 False X X X X X X X
OS042
ESDS 8 False X X X X X X X
OS043
System 9 False X X X X X X X X X
PS041, PS042, PS043, PS044, PS051, PS052,
N2Generator 14 False X X X X
PS053, PS054, PS061, PS062, PS067, PS081,
HDCCompHeat 15 False X X X
OS051 PS097, PS141, PS142, PS143, PS144, PS151,
GCU 16 False X X X X
PS152, PS153, PS154, PS161, PS162, PS167,
IGGenerator 17 False X X X X
PS181, PS197
FirePumps 18 True X X X X X X X X X
OS052
Navigation 19 False X X X X X
OS053
CTS 22 False X X X X
OS068
FOTransfer 23 False X X X X
OS082
GasHanding 24 False X X X X
OS096
RegasPlant 25 False X X X X

Explanations to the above table:

 D - Default: An OS group will automatically try to take a default command group at startup, that is when the first OS in an OS group starts.
 T - Take: An OS group can take the command over a command group that is not under command of any other OS groups. The command group
must be acquirable.
 A - Acquirable: The OS group must have this privilege linked to the command group to obtain the command of it.
 O - Display command groups: The command group will be displayed in the command control overview dialog box.
 ID - Identifier for the command groups. Only for internal usage.
 Shared - The command group can be under command of several OS groups simultaneously.

When a command transfer is carried out this will be indicated on all operator stations in the ‘Message Manager’ box.

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 8 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
2. Field Stations with Remote Control Unitss The alarm system supports three priority levels, which are marked with User Name Description Member of the user group
different colours.
Cryostar Cryostar PouerUser3
The following table shows the Field Stations delivered with Remote
Control Units. The alarm priority/colour coding is: System System user Administrators

Kongsberg Kongsberg
PS name RCU type Description Location Master Slave Low Priority High Priority Critical Priority
Alarms Alarms Alarms
PS041 RCU502 Aux ECR 41 141 When starting the operator station the user is Operator by default. The
Number 1 2 3
password is by default the same as the user name. This can be changed
PS042 RCU502 Aux ECR 42 142
Colour Yellow Red Magenta by members of “Administrators”, and additional users and user groups
PS043 RCU502 PMS ECR 43 143 can be added.
“Normal”
Alarms that will Fire alarms and
PS044 RCU502 PMS ECR 44 144 alarms for
lead to shutdown system-related
Used cargo and The main difference between Users and Power Users is that the power
PS051 RCU502 Cargo EER 51 151 /slowdown of alarms like
for machinery user can change parameters, delete and add alarms, change various SW
PS052 RCU502 Cargo EER 52 152 equipment network error, IO-
systems. filters for alarming, configure time series, initiate the backup of the PS
device failure, etc.
PS053 RCU502 PMS EER 53 153 files, and adjust the time.

PS054 RCU502 PMS/Aux EER 54 154

4. Users and groups configuration The access rights and security levels for the various user groups can be
PS059 RCU502 CTS EER 59 changed by authorised personnel.

PS060 RCU502 CTS EER 60 160 When login into the K-Chief 700 operator stations a user name and
password must be entered in order to access the system. Each user is a 5. OS Group/Command Group
Compressor
member of a user group for which access rights and user privileges are
PS061 RCU502 System EER 61 161 The operator stations are defined in operator station groups. For this
defined.
(Cryostar) system, four OS groups will be defined and they will be set up with
Compressor command control rights. The OS groups are as follows:
User Group Description
PS062 RCU502 System EER 62 162
Guests Members can only monitor the system.  Bridge (OS31)
(Cryostar)
Users Members can monitor and operate the system.  ECR (OS41, OS42, OS43)
Regas PCS
PS067 RCU502 EER 67 167
Members can monitor, operate and change  CCR (OS51, OS52, OS53)
(Wärtsilä)
Power Users  CCR CTS (OS068)
parameters.
PS081 RCU502 ESDS EER 81 181  Cabin OS (OS082)
Administrators Members have full access to the system.
 ECR History Station (OS096)
3. Alarm & Monitoring
By default, the following users are created:
To form a sensible way of operating the different systems on board,
The Alarm and Monitoring system is an integrated function within the “command groups” are defined for giving the operators access to
IAS system. All alarms from the different sub-systems, such as cargo User Name Description Member of the user group different systems where control is defined to be available. A command
systems, power management, engine room auxiliaries, etc. are pooled via Administrator group can be controlled from one OS group exclusively or it can be
the redundant network to form a uniform alarm system for the vessel. shared between several OS groups.
Guest Guest Guests
Alarms are indicated on the video display units of the IAS operator Captain Captain PowerUsers2, PowerUsers A command group can also be transferred between OS groups.
stations. They will also activate the buzzer on the IAS keyboard.
Chief Eng. Chief PowerUsers2, PowerUsers
Only the OS group in command is granted access to operate equipment
Alarms and events (e.g. pump start/stop, valve open/closed) are logged Chieh Off. Chief PowerUsers2, PowerUsers and acknowledge alarms that might occur within a command group.
by the system and can be printed on an alarm/event printer. Such Operator Operator Users
information is also stored in the history station and can be recalled on
request. WGS WGS PowerUsers1, PowerUsers2

IMO No. 9861809 / 2nd Draft (2021.04.09) 3- 9 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
This system will be set up with the following command groups: acknowledged, but still, the active alarm will cause a steady light.

Command group No. Command group name 7. Report System

0 Common
1 Power The following reports will be made:
2 Propulsion
3 Machinery The reporting system lets you design and generates reports. It provides report
4 Ballast management, including report scheduling, storage, and printing.
5 Cargo
6 Bilge The reporting system can generate the following types of reports:
The Customer Support machine connects to the K-Remote Gateway via the
7 Fire&Gas
 Daily reports encrypted Kongsberg Global Secure Network. The K-Remote Gateway then
8 ESDS
This report uses data from the history station. By specifying a connects to the host running on a Kongsberg IAS Operator Station.
9 System
certain time window, data from time series can be called and
14 N2Generator
several mathematical functions can be performed. It is preferred to have K-Remote access prepared on one IAS Operator
15 HDCompHeat
Station in each main operation location.
16 GCU
 Hour count report
17 IGGeneratpr
This report is used to show the accumulated running hours on K-Remote prepared OS. Comment
18 FirePumps
rotating equipment.
19 Navigation OS031 Operator Station in Wheel House.
22 CTS
 Interactive reports OS041, OS042 Operator Station in ECR
23 FOTransfer
This report uses dynamic process variables from the RCUs. It can
24 GasManagement
OS051, OS052 Operator Station in CCR
be printed either cyclically or on request
25 RegasPlant HS096 History Station in K-IMS
26 Reliq. 8. K-Remote
27 FGSS 9. K-Remote Security
K-Remote is the remote diagnostic solution on the Kongsberg system. K-
6. Operator Panel Remote enables KM Global Customer Support (KM-GCS) to provide quick K-Remote is designed to comply with all requirements from the Class.
and efficient support. It is a tool to connect to a vessel upon request and
provide remote assistance. The K-Remote is designed to address the It is not possible for the KM-GCS to reach the C-Net unless a “Remote
challenges of establishing a secure and reliable remote session to the vessel session” has been initiated on board on an Operator Station.
control system via satellite communications.
 All sessions must be initiated and confirmed by authorised personnel
The Kongsberg system can be accessed remotely for diagnostics purposes on board. Authorised personnel password.
with this feature. It is connected to Kongsberg via the internet and onboard  Personnel onboard can disconnect a session at any time directly
via Router and a K-Remote Gateway. from the OS.
 After initiation, personnel on board must grant access before KM-
The K-Remote system consists of four main elements as shown in the GCS can get access to the OS.
screenshot below,  K-Remote uses an existing internet connection on the vessel.
 AES 256 encrypted connection.
 The Global Customer Support Centre virtual machine  K-Remote does not require public and/or static IP addresses.
The operator panel on each comprises 28 navigation buttons for quick access  The onboard K-Remote router  Several layers of security are implemented.
to the most commonly used mimics. The mimics will normally have hotspots  The onboard K-Remote Gateway
for further navigation to related views or sub-views. Each navigation button  The K-Remote host, i.e. the onboard operator station
has an alarm indicator lamp. The lamp will start to blink if an alarm occurs at
the mimic linked to the navigation button or one of the related views. An

IMO No. 9861809 / 2nd Draft (2021.04.09) 3 - 10 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
9. Virus Protection System

MPS is installed to provide shell protection against malware and to remove

the need for antivirus software on PCs with MS Windows operating systems.
The MPS protect against infections from USB-device. USB protection
consists of two parts; a scanner on the installed MPS computer and a USB-
driver installed on the Oss

Function:

All USB devices that are to be connected to the OSs have to be scanned and
verified on the MPS in advance. All files on the USB device will be
“hashed” and written to an encrypted file on the USB device. Files with
detected malware will be noticed on the MPS and cleaned or made
“unusable”.

On the OS all files to be exchanged will be checked, by the USB-driver, for

the correct encrypted hash mark.

10. Time Synchronisation

The IAS will synchronise its internal time to the ship’s master clock in order
to ensure correct and consistent time stamping of alarms and events
throughout the system.

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 TRANSGAS POWER Cargo Operating Manual
3.3 Extension Alarm System the bridge, to indicate and accept the transfer of machine watch The alarm groups defined in the system will be set up to belong to either
responsibility to and from the bridge. machinery or cargo. When an alarm is triggered in the system the ‘Alarm
1. Watch Call
Extension Panel Interface’ application will read the alarm group, check
The main functions of the WCU are to indicate alarms with buzzer and
which group it is belonging to (engine or cargo), and then route the alarm
The watch call system contains two kinds of panels: light in the cabins and the public quarters of the engineer on duty while
to the correct duty panel(s), for all public panels and the bridge panel if
in bridge control.
 Watch bridge unit (WBU): Panel located in the bridge Main in bridge watch.
functions:
The ‘Watch Call’ system is communicating with the operator stations 3. Panel Operation
located in ECR by a CAN Bus Interface. Two operator stations are
- Indicate engine room alarms on the bridge
required and will work in a master/slave configuration, i.e. the ‘Watch 1) Alarm acknowledge during wheelhouse watch mode
- Accept transfer of machine watch responsibility to and
from the bridge Call’ system will be operating with only one operator station up running
at the time. The ‘Watch Call’ system can be managed from two different  Initially, the alarm will sound on the bridge panel, on-duty
 Watch cabin unit (WCU): Panel located in duty officer’s cabin managing groups:
engineer panel, and on public panels.
or public areas  Pressing the “Ack” button on a public panel will turn off
the sound only on the panel operated. The alarm indicator
 ECR Manager
Main functions: will continue to flicker until the alarm is acknowledged
 CCR Manager
- Indicate alarms with buzzer and light in the cabins and the and then change to a steady light. The indicator will be
public quarters of the engineer on duty while in the bridge turned off when the alarm condition is no longer present.
From the operator stations in ECR, a duty officer can be selected for
control  Pressing the “Ack” button on the bridge panel will turn off
ECR and the watch responsibility can be requested transferred to and
the sound only on the bridge panel. The alarm indicator
from the bridge. From the operator stations in CCR duty officer for CCR
The watch call system is communicating with the two operator stations will continue to flicker until the alarm is acknowledged
can be selected. Selecting/Changing duty officer must be done when
located in the ECR by a CAN bus interface. and then change to a steady light. The indicator will be
watch responsibility is in ECR.
turned off when the alarm condition is no longer present.
The Alarm Extension panels will be set up to belong to a unit group.
2. Functional Description  Pressing the “Ack” button on the duty engineer panel will
Three different main unit groups are available:
turn off the sound on-duty panel and public panels (Bridge
The ‘Alarm Extension’ system is an extension of the Event system for panel must be silenced separately). The alarm indicator
 Bridge Group
the IAS system and this system has two main functions: will continue to flicker until the alarm is acknowledged
 Officer Group
and then change to a steady light. The indicator will be
 Public Group
 Alarm Extension - This is a group alarm status and on-duty turned off when the alarm condition is no longer present.
officer indication facility with built-in on-duty acceptance, fault  Operating the “Ack” function on OS in ECR (for
For the officer group, several groups can be defined, i.e.
indication, and test facilities. machinery alarms) or the OS in CCR (for cargo alarms),
“OfficerGroup1”, “OfficerGroup2”, “OfficerGroup3”, and up to
 Officer Call - This is an individual and general calling facility will silence all panels and give a steady alarm indication.
for officers that can be activated from selected vessel control “OfficerGroup8”. The panels belonging to officer groups are defined as Indicators will be turned off when the alarm condition is
locations. duty panels while panels belonging to the public group are defined for no longer present.
installation in public quarters.
The ‘Alarm Extension system comprises two kinds of panels: 2) Alarm acknowledge during ECR/CCR watch mode
The officer groups will be set up with a ‘Duty Officer Qualification’,
 Watch Bridge Unit (WBU) which defines the type of alarms the panel will subscribe to. Two  Extension panels will only show alarm status. No sound
 Watch Cabin Unit (WCU) different types of ‘Duty Officer Qualification’ are available: device will be set off. For cabin panels and bridge panel, it
is selectable whether alarm status should be shown or not
The WBU and the WCU are units required by the classification society to  Machinery when no people are on duty. This must be selected from
run a vessel with an unmanned engine room.  Cargo the watch call interface on the operator station.

The main functions of the WBU are to indicate engine room alarms on

IMO No. 9861809 / 2nd Draft (2021.04.09) 3 - 12 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual

3) Duty engineer/officer selection panel and public panels. Again, the “Call Duty” function 5. Panel Configuration
requires that an engineer/officer has been set on duty.
 To transfer machinery responsibility to bridge (bridge  Acknowledge functions are the same as calls initiated from 23 watch call panels are installed for this vessel. The type, location and
watch mode), the operator must first select a duty engineer ECR/CCR. configuration of each panel are described below.
on duty from the software panel on VDU. The duty lamp
is activated on all panels. Then the “Bridge watch” button 6) Repeat Alarm Panel Panel Watch call
Location Role Qualification
is selected and the buzzer/lamp is activated at the bridge ID. Type group no.
panel. Pressing the “Bridge watch” button on the bridge  Repeat alarm will be triggered when an active watch call Engine
panel will accept the watch transfer and a lamp indicator group alarm has not been acknowledged from an operator 1 Bridge Wheelhouse N/A All Cargo
will indicate bridge watch mode. A transfer from the station within a predefined time. This predefined time is Navigation
bridge to ECR must be initiated from ECR; the normally set to three minutes. Repeat alarm will be given
As
buzzer/lamp is activated at the bridge panel. Upon at bridge panel, engineer/officer panel and public panels. 2 Duty Chief A Officer A Cargo
qualification
acceptance from the bridge, watch responsibility is
Captain bed As
transferred to ECR. 7) Personnel alarm 3 Duty Captain Cargo
room qualification
 If a duty engineer is selected from the software panel on
VDU, without transferring the watch responsibility to the Chief Officer
 When a “Personnel Alarm” is activated all officers with
bridge (Harbour mode), alarms will be routed to the duty Dayroom Chief As
machinery qualification are called. The public area panels 4 Duty Cargo
engineer panel as well as public panels. Repeat alarms and buzzer to Officer qualification
will also call these officers.
personnel alarms will be activated as normal during this bed
condition. 4. Alarm Groups As
5 Duty Officer C Officer C Engine
qualification
4) Engineer/Officer call from ECR/CCR The alarm groups defined in the system will be set up to belong to one of 1st
two qualifications: Engine and Cargo. When an alarm is triggered in the Engineer,
 Two types of call functions are supported, “Call Duty” or system it will be routed to the correct duty panel(s), to all public panels, 1st As
6 Duty Dayroom Engine
“Call all”. Engineer qualification
and the bridge panel if in bridge watch. Alarm groups configured in the EXT buzzer
 The “Call Duty” operation will activate buzzer/lamps on system are described in the table below. to bed
the designated duty engineer panel and public panels. The
“Call Duty” button will not work unless a duty engineer is Chief
Alarm Group
ID Alarm Group Name Qualifications Engineer,
selected. Chief As
1 Machinery Alarms Engine 7 Duty Dayroom Engine
 Acknowledging the call on the designated duty engineer Engineer qualification
3 Cargo Alarms Cargo EXT buzzer
panel will silence all panels.
5 Fire & Gas Alarms Cargo to bed
 Acknowledging the call on a public panel will silence that
specific panel only. Indicator lamps will continue to flicker 6 Dead Man Alarm (Cargo) Cargo As
7 Dead Man Alarm (Mach) Engine 8 Duty Officer B Officer B Engine
on all panels. qualification
8 ESD Alarms Cargo
 The “Call all” function is more of an emergency operation.
100 System OS Alarm As
Pressing the “Call all” button will activate the buzzer/lamp 9 Duty Officer F Officer F Cargo
110 System PS Alarm qualification
on all panels. Acknowledging the call on one
engineer/officer panel will silence that specific panel only.
Gas
Acknowledging the call on a public panel will silence that
Engineer,
specific panel only. Gas As
10 Duty Dayroom Cargo
Engineer qualification
EXT buzzer
5) Duty Engineer/Officer call from Wheelhouse to bed

As
 Operating the “Call Duty” from the bridge panel will 11 Duty Officer G Officer G Engine
qualification
activate the buzzer/lamp on the selected duty engineer

IMO No. 9861809 / 2nd Draft (2021.04.09) 3 - 13 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual

Panel Panel Watch call Watch Bridge Unit Watch Cabin Unit
Location Role Qualification
ID. Type group no.
Unit Location: Bridge / Public Unit Location: Cargo / Engine space
As
12 Duty Officer H Officer H Engine Number of Units: 1 Number of Units: 3
qualification

Officer
Engine
13 Public Recreation N/A All
Cargo
room

Engine
14 Public TV Room N/A All
Cargo

As
15 Duty Officer K Officer K N/A
qualification

Senier
Officer
Senier As
16 Duty Dayroom Cargo
Officer qualification
EXT buzzer
to bed

Crew
Engine
17 Public Recreation N/A All On Duty Map Alarms Map On Duty Map Alarms Map
Cargo
room A1 Chief Engineer B1 Machinery
A1 Captain B1 Machinery
Engine A2 Chief Officer B2 Cargo/ESDS A2 1st Engineer B2 Cargo/esds
18 Public Conference N/A All
Cargo A3 Senior Officer B3 System A3 Officer B B3 System

Engine A4 Officer A B4 A4 Officer C B4

19 Public Ship Office N/A All A5 Officer G B5
Cargo A5 Officer F B5
A6 Officer K B6 Patrol Man A6 Officer H B6 Patrol Man
Engine
20 Public Crew’s Mess N/A All A7 Gas Engineer B7 Repeat Alarm A7 B7 Repeat Alarm
Cargo
A8 B8 Unit Fail A8 B8 Unit Fail
Engine
21 Public Gymnasium N/A All
Cargo

Officers Engine
22 Public N/A All
Mess Cargo

Officers Duty Engine

23 Public N/A All
Mess Cargo

IMO No. 9861809 / 2nd Draft (2021.04.09) 3 - 14 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual
3.4 Operator Fitness Alarm System Illustration 3.4a Personnel Alarm System

This system is also commonly referred to as the “Dead Man System” or Machinery
alarm when
System ON
“Operator Fitness Alarm System” (OFAS). bridge watch
ON

The following panels are provided:

 2 safety panel
Start reset timer
 2 safety on/off panels with key
 14 safety reset/call panels

On/Off Reset On/Off BOx with Key Reset/Call

YES Reset button
activated?

NO

Timer> NO
30 min.?

A patrol man system is provided for machinery and cargo. Machinery YES
patrol man alarm system is made of one “activated/off” switch panel
located at ECR, two ON/OFF boxes with Key for the 3rd deck and 4th
deck engine room elevator, and 8 reset pushbuttons located inside Set warning light
in machinery area
machinery space. The cargo patrol man alarm system is made of one
“activated/off” switch located at CCR, and 2 reset pushbuttons located
inside each cargo machinery room and electric motor room.

Machinery patrol man alarm system, for example, same principle for YES Reset button
activated?
engineer patrol man alarm:
NO
When an engineer must go into machinery space, he starts the system by
activating the ECR patrol man switch, and when he is inside machinery,
he has to push the reset button at least every half hour. If the push buttons NO
Timer>5 min.?
are not activated within 27 minutes (adjustable), the “engineer call/patrol
man alarm” is activated in the engine room light column to remind that YES
an action is requested on one of the patrol man reset push buttons. If the
pushbuttons are still not activated within 3 minutes (adjustable), then the
“engineer alarm” is activated in IAS and in extension alarm panels. Activate patrol
man alarm

When the engineer comes back from ECR or leave engine room, he stops
the system from the switch panel.

Activate extention
alarm system

IMO No. 9861809 / 2nd Draft (2021.04.09) 3 - 15 Part 3 Integrated Automation System (IAS)
 TRANSGAS POWER Cargo Operating Manual

Part 4: Cargo System 4.16.2 Ballast Valve Control System.................................... 4 - 170 4.10a Vacuum Pumps.................................................................... 4 - 103
4.1 Cargo Piping System ...................................................................4 - 2 4.17 Emergency Shutdown System .............................................. 4 - 175 4.11.1a Custody Transfer System.................................................. 4 - 107
4.1.1 Cargo Piping Systems ......................................................4 - 2 4.17.1 Main Components and System Interface................... 4 - 175 4.11.2a Principle of a Dual Axis High Precision Inclinometer ..... 4 - 113
4.1.2 Material and Specification of Pipes and Fittings..............4 - 4 4.17.2 Functions of the Cargo Console for ESD/TPS .......... 4 - 177 4.11.3a Float Level Gauge System................................................ 4 - 121
4.2 Cargo Tank Pressure Control System ..........................................4 - 5 4.17.3 System Operation ...................................................... 4 - 177 4.10.2b Float Level Gauge............................................................ 4 - 125
4.2.1 Gas Management System .................................................4 - 5 4.17.4 ESD and TPS C&E view........................................... 4 - 178 4.12a Nitrogen Generator.............................................................. 4 - 127
4.2.2 Pressure Limits.................................................................4 - 5 4.17.5 Failure Handling........................................................ 4 - 179 4.13a Inert Gas and Dry Air System ............................................. 4 - 135
4.2.3 Operation Modes..............................................................4 - 5 4.18 Ship Shore Communication System ..................................... 4 - 183 4.14a Gas Combustion Unit System ............................................. 4 - 141
4.2.4 Fuel Mode Changeover ....................................................4 - 8 4.18.1 Ship Shore Link......................................................... 4 - 183 4.15a Gas Detection System ......................................................... 4 - 149
4.2.5 Gas Mode Available.........................................................4 - 9 4.18.2 Mooring Load Monitoring System ............................ 4 - 189 4.15b Gas Detection System for Cargo Area ................................ 4 - 150
4.2.6 Tank Pressure Control......................................................4 - 9 4.19 Relief Systems ...................................................................... 4 - 193 4.15c Gas Detection System for Insulation Spaces....................... 4 - 151
4.2.7 Regas Boiler Pressure Regulating ..................................4 - 11 4.19.1 Cargo Tank Relief Valves ......................................... 4 - 193 4.16.1a Cargo Valve Hydraulic Lines (No.1 & No.2 Tank) .......... 4 - 165
4.2.8 EcoBot Flow Control .....................................................4 - 11 4.19.2 Insulation Space Relief Valves.................................. 4 - 194 4.16.1b Cargo Valve Hydraulic Lines (No.3 & No.4 Tank).......... 4 - 166
4.2.9 GCU Automatic Start/Stop.............................................4 - 12 4.19.3 Cargo Tank and Insulation Space Relief Valves Operating 4.16.2a Ballast Valve Hydraulic Lines.......................................... 4 - 169
4.2.10 N2 Purge ......................................................................4 - 12 Principle................................................................................ 4 - 195 4.17a Emergency Shutdown System (1/2) ...................................... 4 - 173
4.2.11 Process Trip Handling..................................................4 - 12 4.19.4 Pipe Relief Valves ..................................................... 4 - 197 4.17b Emergency Shutdown System (2/2) ...................................... 4 - 174
4.3 Cargo Pumps .............................................................................4 - 16 4.19.5 Procedure to Change Cargo Tank Relief Valve Set Pressure 4.18.1a Ship-Shore Link ................................................................... 4 - 181
4.3.1 Main Cargo Pumps.........................................................4 - 16 .............................................................................................. 4 - 199 4.18.2b Fibre-Optic, Electric & Pneumatic Ship Shore Link System for
4.3.2 Stripping/Spray Pumps...................................................4 - 28 4.19.6 Safety Relief Valve Emergency Isolation Methods... 4 - 202 FSRU ............................................................................................ 4 - 182
4.3.3 Fuel Gas pump ...............................................................4 - 36 4.19.1a Cargo Tank Relief Valves ................................................. 4 - 193
4.3.4 Regas Feed Pump...........................................................4 - 44 Illustration 4.19.2a IBS & IS Relief Valves..................................................... 4 - 194
4.4. Compressor...............................................................................4 - 52 4.1a Cargo Piping System................................................................. 4 - 1 4.19.4a Cargo Pipe Relief Valve (REC131-S1(N))....................... 4 - 198
4.4.1 HD Compressors ............................................................4 - 52 4.3.1a Main Cargo Pump ................................................................ 4 - 15 4.19.4b Cargo Pipe Relief Valve (REC131-S1(E)) ....................... 4 - 198
4.4.2 LD Compressors.............................................................4 - 65 4.3.1b Characteristic Curve of Cargo Pumps.................................. 4 - 17
4.5 Gas Heater and After Cooler/Heater..........................................4 - 78 4.3.1c Flow Chart of Restart Restriction for Cargo Pumps ............ 4 - 21
4.5.1 HD Heater ......................................................................4 - 78 4.3.2a Stripping/Spray Pumps ........................................................ 4 - 27
4.5.2 LD Heater.......................................................................4 - 82 4.3.2b Characteristic Curve of Stripping/Spray Pumps .................. 4 - 29
4.5.3 After Cooler/Heater........................................................4 - 86 4.3.2c Flow Chart of Restart Restriction for Stripping/Spray Pumps.......
4.6 LNG Vaporiser ..........................................................................4 - 88 ........................................................................................................ 4 - 33
4.7 Forcing Vaporiser ......................................................................4 - 92 4.3.3b Characteristic Curve of Fuel Gas Pump............................... 4 - 37
4.8 NBO Mist Separator..................................................................4 - 96 4.3.3c Flow Chart of Restart Restriction for Fuel Gas Pumps ......... 4 - 41
4.9 FBO Mist Separator.................................................................4 - 100 4.3.4a Regas feed Pump.................................................................. 4 - 43
4.10 Vacuum Pumps ......................................................................4 - 104 4.3.4b Characteristic Curve of Regas Feed Pump .......................... 4 - 45
4.11 Custody Transfer System.......................................................4 - 108 4.3.4c Flow Chart of Restart Restriction for Regas Feed Pump ..... 4 - 48
4.11.1 Custody Transfer System ...........................................4 - 109 4.4.1a HD Compressor ................................................................... 4 - 51
4.11.2 Tank Gauging System ................................................4 - 110 4.4.1b Performance Map of HD Compressor ................................. 4 - 53
4.11.3 Float Level Gauge ......................................................4 - 122 4.4.2a LD Compressor.................................................................... 4 - 64
4.12 Nitrogen Production System..................................................4 - 128 4.4.2b Two-Stage LD Compressor Performance Curve.................. 4 - 66
4.13 Inert Gas and Dry Air System ...............................................4 - 136 4.5.1a HD Heater ............................................................................ 4 - 77
4.14 Gas Combustion Unit System ...............................................4 - 142 4.5.2a LD Heater............................................................................. 4 - 81
4.15 Gas Detection System ...........................................................4 - 152 4.5.3a After Cooler/Heater.............................................................. 4 - 85
4.15.1 Gas Detection System ................................................4 - 152
4.15.2 Portable Gas Detection System ..................................4 - 158
4.6a LNG Vaporiser ........................................................................ 4 - 87
4.7a Forcing Vaporiser.................................................................... 4 - 91
Part 4
4.16 Cargo and Ballast Valve Control ...........................................4 - 167
4.16.1 Cargo Valve Control System......................................4 - 167
4.8a NBO Mist Separator ............................................................... 4 - 95
4.9a FBO Mist Separator .................................................................... 4 - 99
Cargo System
IMO No. 9861809 / 2nd Draft (2021.04.09) Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Illustration 4.1a Cargo Piping System

(250)

CG421V
(250) Cargo Machinery Room
CG407V CG637V No.3 LD Compressor CG653V
H ESD
CG646V CG648V CG645V H
To No.1 H (250) (250) (200)
H (250)
Regas
CG405V CG635V CG662V H CG656V CG668V CG665V

(250)
Boiler
(200) H No.2 After (100)
Heater/Cooler H CG659V (400)

(200)
To No.2 H

(400)

(400)

(400)

(400)

(400)
H
No.2 LD Compressor CG652V
Regas CG661V H (200) (250)
Boiler CG408V Buffer Tank
H
CG633V

CG801V
ESD

ESD

ESD

ESD

ESD
CL804V

CL803V

CL802V

CL801V
CS804V

CS803V

CS802V

CS802V

CS801V
CG658V CG655V CG667V CG664V

RG802V

RG801V
(300)

ESD

ESD
CG643V
CG448V

CG644V
CG422V

(100)

H
(200) H

H
H

H
CG412V CG636V No.1 LD Compressor CG651V (25)

CG473V
ESD H CG642V CG641V CG660V H
(80) (80) (80) (80)

(300)

(300)
To DF H H (250) (200) (200) H (250)

CS814V
CL814V

CL813V

CS813V

CS812V

CL812V
CS811V

CL811V
Engine
CG406V H CG657V CG654V CG666V CG663V

(400)
(200)
No.1 After (100)
CG411V CG632V CG619V CG647V FC Heater/Cooler
(80) (80)

(400)

(400)

(400)
To DF (250)

(500)
RG107V
H
(100) CG604V
Engine CS822V CS821V
CG634V

(100) (50)
CG423V

(300)
H
CG617V (80) (80)
LD Spray
NBO Spray
FBO
H

CG613V CG608V CG602V BDV RG109V

Heater No.2 HD Comp. Pipe Pipe (700) (500)

Crossover
FC

(200)

(250)
CG628V Mist. Mist. FO

(650) Vapour
(300)

(600)
H
ESD (200) Sepa. Sepa. Gas
H
H (300)

(700)
To GCU CG616V CG606V CG603V Metering

(700)
CG409V CG618V

(400)

(150)
CG620V

CL604V
Unit

CL613V
(200)
FC

CL603V
(750) (300)

CG611V

FO
(500) CG601V

CL614V
(650)

(500)
CG607V No.1 HD Comp.

FO
(750)

CG615V

(80)
(600)
H

Export Gas Header

HD (300)
Heater FC CG612V CG605V CG609V (700)

(25)

(40)

(50)
CG629V H (700)
(500) (600) (650)
H
CG621V

(500)
CG614V

(50)
(150) (500) (500)
(80)

CL601V CL602V

CL611V CL612V
CL605V

CL615V
(40) CG627V CG625V
CG623V

FC
(400) CS603V (150) H CS722V CS721V

0
FC

)
CG610V

0
CG622V Spray Pipe

7
CG626V

(200)
(100)
LNG Forcing (80) (80)

CS714V

CS713V

CS712V

CS711V
CL714V

CL713V

CL712V

CL711V
(65)
Vaporiser Vaporiser

RG105V
(750)

(200)

P
CS602V CF605V

Stripping & Spraying Header

CF620V

(500)
H H (80) (80) (80) (80)

CG450V CG449V
(50) (65) (50)

(750)

(400)

RG104V
Vapour Crossover
CL606V
FC FC

H
Liquid Crossover

Liquid Crossover
CS601V CF604V

CG701V
ESD

ESD

ESD

ESD

ESD
CL704V

CL703V

CL702V

CL701V

P
CG702V
CS704V

CS703V

CS702V

CS701V
RG106V

H
605A CF041V

H
(65)

(65)
CS611V CS612V CF621V CF622V (100) (50) H
Regas

CL607V
(25)
(50) BDV RG108V Vent Mast
To Insulated FO

(400)

(400)

(400)

(400)

(400)
Spaces CS613V CS614V CF623V CF624V Regas Vent Header (500) (600)
(500)
K.O
Drum
Regas Plant

0)
(750) (600) (600)

CS071V

70
IGP16V

(600)
CG467V CG464V Regas Suction Regas

(
CG466V

401A H
(500)

(750)

Module Drum Module

(65)

(65)

(300) (300) M03 M02 M01

CS461V CG031V

RS

(65)
CG469V

CG462V

CG468V
CG461V

CG465V

CL462V

IGP3V IGP14V BOG to Regas Plant

(300) Gas Header (300) (300)

IGP4V 607A
(400) (750) (650) Vapour Header (500) (400)

Inert (450) (600) Liquid Header (700) (600) (450)

Gas
CS041V CS031V CS072V CS011V
(65) (80) Stripping & Spraying Header (100) (80) (80) (40)

(300)
(400) Regas Feed Header (400) (400)

(100)

(400)

(200)
Fuel Gas Header (65) (100) Liquid & Vapour Return (100)
CL405V

CL409V

CL418V from Regas Plant

CF040V CF030V

(200)
(400)
(400)

(450)

(400)

(450)

CG105V
CL118V
(65)

(65)

(65)

CL011V
(40)

(40)
Heavier Return Line
H

(200)
(400)
NO

CL209V

CS204V

CL109V

CS104V
CL404V

CL205V

CL105V
(450)
(200)
(400)

(65)

CG104V
CL218V
CL416V

CL305V

CL309V

CS304V

NO
H

H
H

H
CL053V
CS405V
CF404V
H

NO
CG404V

CG304V

CG204V

CG107V
H

(400)

CS305V

CS205V

CS105V
H

CF304V
CL415V

CL119V
NO

NO

NO
(450)

(65)

CL311V CL211V CL111V

H

H
H

CL411V

(400)

(400)
101A

H
(40) (40) (40) (40)
(400)

(400)

CL312V CL112V

CL219V
CL212V
406A

CL414V CL314V CL214V CL114V

CL315V CL316V

H H H CL213V H

H
(400) (450) (400) (450) (450) (450)

CG106V
(400) (400) CL113V
(65)

(40)

(40)

(40)
H

(300)
(400) (400)
H H 111A
CL412V 411A 311A 211A

H
(400) (400)
404A

CL304V

CL303V

(65)
(65)
CL404V

CL403V

CL204V

CL203V

CL104V

CL103V
No.4 No.3 (200) No.2 (200) No.1
CL408V

CL308V

CL208V

CL108V
H

H
CS403V

CF402V

Vent Mast Vent Mast Vent Mast Vent Mast

H

H
CS303V

CF302V
H

H
H CL407V

H CL207V

H CL107V

CS103V
CL203V
H CS402V

H CS302V

H CS202V

H CS102V
H
CL417V

CL317V

CL217V

CL117V
(65)
H
H CL307V

H
CL413V CS408V

CS407V

CL313V CS308V

CS307V

CS208V

CS207V

CS108V

CS107V
CF401V

(65)
H

H
CF403V

CG403V

CG303V

CG203V

CG103V
CF303V

CF301V

(400)
CL406V

CL206V

CL106V
CS401V

CS301V

CS201V

CS101V
NO
NO

NO

NO
H

(200) (200)
H

H
CL306V
(300)

(300)
(300)

(400)

(300)

(400)

(300)

(300)

(400)

(300)

(300)

(400)
CS411V

(50)

CS211V

CS111V
CS311V
(40)

(50)

(40)

(50) (50)
H

H
H H H H
H
H

(40) (40) (40) (40)

CS412V CS312V CS212V CS112V
(200)

(200)

(200)

(200)
Top Filling Line

Top Filling Line

Top Filling Line

Top Filling Line

Filling Line
(400) Filling Line

(400) Filling Line

(400) Filling Line

(25)

(25)
(25)

(25)

(25)

(25)

(25)

(25)
Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

(600)

(600)
(400)

(400)

(400)

(400)

(400)
(65)

(65)
(600)

(400)

(600)

(400)
(400)

(400)
(65)

(40)

(65)

(40)

(3 (3 (3 (3 (3 (3 (3 (3
50 50 50 50 50 50 50 50
) ) ) ) ) ) ) )
CL402V

CL401V

CL302V

CL301V

CL202V

CL201V

CL102V

CL101V
(80)

(50)

(80)

(50)

(80)

(80)
No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ No.2 No.1 Stripping/
Cargo Cargo Spray Gas Cargo Cargo Spray Gas Cargo Cargo Spray Cargo Cargo Spray
Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump

IMO No. 9861809 / 2nd Draft (2021.04.09) 4- 1 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

Part 4: Cargo System (spool pieces) are supplied for fitting where necessary to allow cross- 4.1.1 Cargo Piping Systems
connection between the various pipe works for infrequent uses such as
4.1 Cargo Piping System preparing for dry dock and re-commissioning after dry dock. To facilitate inerting and aeration of the system during a refit, blank flanges
and sample points have been fitted at certain points along the liquid line.
The vapour header connecting the vapour domes also allows the removal
General Description Outside of the cargo tanks, all sections of the liquid line are insulated with
of boil-off gas from the cargo tanks when at sea. In normal circumstances,
this is done by leading the boil-off gas to the engine room as fuel for the rigid polyurethane foam and covered with moulded Glass-Fibre
The cargo piping system is illustrated in a simplified drawing showing
main generator engine or burn in the GCU. In emergencies, the boil-off Reinforced Polyester (GRP) which acts as a resilient, water and vapour
only the principal features of the system (see illustration 4.1a).
gas can be vented to the atmosphere via the forward vent mast riser. tight barrier.
Liquid cargo is loaded and discharged via the two (2) crossover lines at
The inert gas and dry air system, located in the engine room, are used to 1. Liquid Lines
amidships 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 supply inert gas or dry air to the cargo tanks and ballast tanks via piping
The system comprises a 600/400A butt welded, cryogenic stainless steel
crossover line at amidships separates into two (2) loading/discharging which connects with the main cargo system or ballast system through the
pipeline connecting each of the four (4) cargo tanks to the loading/
connections, port and starboard, making a total of four (4) double non-return swing valves. These valves avoid gas returning to the
discharge manifolds at the ship’s side using a common line.
loading/discharge connections on each side of the ship. engine room.
At each tank liquid dome, there is a manifold that connects to the loading
The cargo tank vapour domes are maintained in communication with each All of the cargo liquid piping is welded to reduce the possibility of joint
and discharge lines from the cargo tank to allow for the loading and
other by the vapour header running fore and aft along the trunk deck. The leakage. Both liquid and vapour systems have been designed in such a way
discharge of cargo. This manifold connects to the tank discharge lines from
vapour header also has a cross-connection at the midship manifold for use that expansion and contraction are absorbed in the piping configuration.
the port and starboard cargo pumps, the top & bottom loading lines, the
in regulating tank pressures when loading and discharging. The vapour This is done using expansion loops and bellows on liquid and vapour
regas feed pump well, and the spray line.
header connects the vapour domes on each tank for directing the boil-off piping respectively.
gas to the engine room for gas burning, via the LD compressors and after 2. Vapour Lines
Fixed and sliding pipe supports and guides are provided to ensure that pipe
heater/cooler
stresses are kept within acceptable limits. The system comprises a 750/600/500/350A cryogenic stainless steel
In an emergency, vapour header is used to vent the excess boil-off to the pipeline connecting each of the four (4) cargo tanks using a common line
All sections of liquid piping that can be isolated, and thus possibly trapping
atmosphere via the No.1 vent mast. to the ship side vapour manifold, the compressor room, and the forward
liquid between closed valves, are provided with safety valves which
vent mast.
relieve excess pressure to the nearest vapour dome. This is a safety
When loading, the vapour header and crossover, together with the HD
measure, although the normal working practice is to allow any remaining The line to the cargo compressor room allows for the vapour to be used in
compressors, are used to return the displaced gas from the tanks back to
liquid to warm up and boil off before closing any such valves. the following manner:
the shore installation. When discharging, the vapour header is used in
conjunction with either the vapour crossover or a vaporiser, to supply gas All major valves such as the amidships port and starboard manifold valves During cargo loading, the vapour to be sent to shore using the
to the tanks to replace the outgoing liquid cargo. (also called ESD Manifold Valves) and individual tank loading and HD compressors to control pressure in the cargo tanks.
discharge valves are remotely power operated from the IAS. This allows During ballast/loaded voyages, boil-off gas to be sent to the
The stripping/spray line can be connected to the liquid crossover lines and
all normal cargo operations to be carried out from the Cargo Control Room engine room via the LD compressors and heater for use as fuel
can be used to drain or to cool down each cargo tank, and also to spray
(CCR). gas in the main generator engines.
during discharging if the returned vapour is insufficient.
When an ESD is activated, the manifold valves are closed, discontinuing
The vapour header and LNG feed & stripping headers are both connected
loading or unloading operations. Before repair periods to circulate warm gas from HD
to the vapour dome of each tank. The vapour domes also house the cargo
tank safety valves, pressure picks up and three (3) sample points. The spray compressors and HD heaters to vaporise any remaining heel and
Non-return valves are also fitted at the discharge flange of the compressors.
line on each tank consists of three (3) spray assemblies inside the tank at warm the tank structure to ambient temperatures before inerting
The stripping/spray pump and regas feed pump discharge lines have non-
the top to distribute the incoming liquid into several spray nozzles. These and aerating.
return valves located directly before the hydraulically operated discharge
spray assemblies assist in evaporation and thus achieve a better cooldown valves. The line to the forward vent mast acts as the emergency tank pressure
rate.
A small 6 mm diameter spray nozzle is also fitted at the top of each cargo control during normal operations. As methane is a pollutant, this should be
The LNG feed & stripping, liquid, and vapour headers have branches to pump discharge line inside the tank to cool down the pump tower leg to avoided if at all possible.
and from the cargo compressor room with connections to the compressors, maintain a cold temperature through the complete discharge.
heaters, and vaporiser for various auxiliary functions. Removable bends

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 TRANSGAS POWER Cargo Operating Manual

3. Regas Feed & Stripping Lines 6. Vent Lines

The system comprises a 400/200/150/80/40A butt welded, cryogenic During normal operations, the pressure in the tank is controlled by the use
stainless steel pipeline connecting the stripping/spray pump to the Regas of the boil-off gas in the main generator engines as fuel, or the gas
feed & stripping header to serve the following functions by supplying combustion unit. As a last resort the pressure control system in the
LNG to: common vent line to the forward vent mast will control the tank pressure.

 To supply LNG for spray cooling of the cargo tanks during the Each cargo tank is also fitted with an independent means of venting,
ballast voyage to cool down all cargo tanks to about -130°C by comprising two 300/250A lines from the vapour dome into their pilot-
one (1) pump (LNG from No.1 cargo tank is usually used as a operated relief valves. From here the gas passes through a 300A and/or
coolant). 450A line into its vent mast where it is vented to the atmosphere. All vent
 To strip LNG from the cargo tanks. masts are protected by the N2 purge fire smothering system.
 To supply LNG to the LNG vaporisers as required for gassing up
and cool-down the cargo tanks and for pressurisation the cargo 7. Inerting/Aeration Lines
tanks during LNG discharging without vapour return from shore. The system comprises a 450A flanged line which supplies inert gas or dry
 To supply LNG for cooling of vapour to LD compressors and as air to the cargo tanks and pipelines for inerting and drying during refit
motivating fluid for demister drain pot eductor. periods.

4. Cargo Safety Lines The inert gas or dry air is supplied from the inert gas generator situated in
the engine room.
The system comprises a 200A pipeline which can be connected to each
vapour dome. The line is connected to the gas header and the liquid header using a blind
flange valve and spool piece.
The use of this line enables a single tank to be isolated and repair work
carried out without having to warm up and inert the remaining cargo tanks. By the selective use of the spool pieces and spectacle flanges, it is possible
to inert/aerate all or any single cargo tank.
Connection to each tank is using a spool piece between the 200A blank
flanges situated at each vapour dome on the vapour and gas header. The vapour return line and the cargo compressor room lines can also be
purged with air or inert gas using a spool piece and isolation valve on the
During single tank operations, it is possible to connect to the inert gas line. The compressor room can also be inerted using its inert gas supply
generator using a blind flange valve. line with a fixed elbow and two isolation valves.
Spectacle flanges are provided as shown in the cargo piping diagram to Additionally, the ballast spaces can also be connected to the inert gas
give physical segregation for one-tank operation. system via an isolation valve and spool piece to the ballast main.
5. Maintenance Gas Lines

During the transportation of LNG at sea, the gas vapour is produced due
to the transfer of heat from the outside sea and air through the cargo tank
insulation; energy is also absorbed from the cargo motion due to the
vessel’s movement. Under normal conditions, the boil-off gas is used as a
means of fuel in the ship’s main generator engines.

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4.1.2 Material and Specification of Pipes and Fittings 3. Gasket

1. Pipes Gaskets for cryogenic service piping are used as follows:

Piping shall be designed to allow for stress due to the thermal expansion/  The gasket on deck: Graphite vortex type
contraction and deflection of the vessel’s structure and to be adequately  Gasket inside the tank: Graphite vortex type
protected against mechanical damage.  Gasket for pump: Teflon gasket
The bending radius at the centre line of bends of stainless steel and carbon
4. Expansion joint
steel pipe shall not be less than 1.5 times the nominal diameter of pipes.

The small radius bending of the pipe is fabricated with welded elbows, As for pipes on the weather deck, expansion loops are used on the liquid
having a radius of approx. equal to the nominal diameter of the pipe. lines and bellows-type expansion joints are used on the vapour lines.

Cargo tank dome and vapour line penetration pieces of piping are by Bellows-type expansion joints are used to protect piping from excessive
GTT’s design and recommendations. strains due to thermal movement and the vessel’ deflections.

Other penetration pieces of water and gas-tight bulkheads, decks, or tank In general, bellows-type expansion joints are of axial and/or lateral
top plating is by the builder’s standard practice and with the buyer’s deflection type with the flanged end.
approval.
The expansion bellows is of multi-layer design, with Incoloy825 for the
The material of spool pieces is the same as the corresponding piping. outer layer and Incoloy825 for the inner layers.

2. Pipe Joints 5. Bolt, Nuts, and U Bolt

Buttweld joint for cargo piping is generally used except where necessary The material of bolts, nuts, and U bolts for piping is stainless steel except
to provide removable joints such as flanges, unions, sockets, expansion otherwise specified.
joints, and cargo vapour lines subject to the requirements of the class.
 In-tank: ASTM A194 8 or equivalent
Welding neck raised face flanges are used in piping for low-temperature  Others: ASTM A194 8M or equivalent
service in general except piping inside cargo tanks and open-ended piping
on the deck where slip-on welding flat face flanges are used. 6. Electric Bonding
Welding neck raised face flanges for low-temperature service is of ANSI The liquid and gas lines are carefully electric braid bonded to the ship’s
150 pounds rating. hull. All flanges are bridged with stainless steel bolted at both ends. The
end flanges adjacent with pumps, compressors, and other units shall
Generally welded connections are used to the first valve flange of a branch
include plugs for an eventual maintenance dismounting.
line in cargo piping but screwed connections for accessory lines and
instrumentation lines. Cross-pipes is bonded directly to the hull.
Fabricated tees are used throughout the piping for low-temperature service 7. Pressure Gauge / Thermometers
in general.
The pressure gauges for the cargo handling system are of glycerine filled
Where branch lines are relatively small as compared to the mainline, type, if necessary.
welding outlets may be used instead of tees.
The thermometer for the cargo handling system is of gas-filled type.

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 TRANSGAS POWER Cargo Operating Manual

4.2 Cargo Tank Pressure Control System or gas only mode, a GCU start request will be issued when the tank 4.2.2 Pressure Limits
pressure increases above the GCU start limit (set by operator). When the
LNGC Mode FSRU Mode
4.2.1 Gas Management System tank pressure is below the stop limit, a stop request will be issued to the
GCU.
23.0 kPa 68.0 kPa Vent Valve Open (by IAS)
1. General Description
21.0 kPa 65.0 kPa Vent Valve Close (by IAS)
Finally, the Tank Protection Controller can be used to reduce the cargo PAHH 20.0 kPa 65.0 kPa Trip FV and LNG V + High High Alarm

The Gas Management System is designed to keep the cargo tank pressure tank pressure by venting from the vapour header to the atmosphere. PAH 19.0 kPa 64.0 kPa GCU Request Alarm + High Alarm

within normal operating limits. It also includes control functions if the tank
pressure exceeds these limits. 2. Main Tasks

Provided the system is set to fully auto, the below functions will activate The main tasks for the Gas Management System:
as the operation scenarios change.
 Tank pressure control DFE Sequental changeover to MDO mode. Slow interval ( 5 min delay) + Low Alarm
3.0 kPa
When running some of the DFE’s on fuel gas and some on fuel oil, we call  Overall Fuel mode controls
PAL 3.0 kPa FO Backup Order by ESDS
PALL 2.0 kPa 2.0 kPa DFE Sequential changeover to MDO mode. Fast interval + LowLow Alarm
it fuel mix mode. The DFE Tank Pressure Controller will, in this mode,
 Fuel supply control to DFE according to demand DFE MG Valve Shutdown by ESDS
activate and provide the DFE’s running on fuel gas with a load setpoint RB MG Valve Shutdown by ESDS
 Fuel supply control to GCU according to tank pressure and LDC Shutdown by ESDS
that will keep the vapour header pressure at the desired level. Load FV Shutdown by ESDS
demand
variations will be handled by the DFE’s running on fuel oil. The DFE Tank
 Gas supply to regas recondenser according to tank pressure PAVL 0.3 kPa 0.3 kPa ESDS actions + Very Low Alarm
Pressure Controller setpoint is set by the operator.
 Vent control
 FV control <Vapour Header Pressure Limits>
It is also possible to start the Forcing Vaporiser when running in fuel mix
mode. The DFE Tank Pressure Controller will, in this scenario, provide Recondensers

the LDC with its load setpoint. The Forcing Vaporiser Ecobot Controller AS V Tank pressure controllers are equipped with 4 different modes:
After Cooler 2 OPV

will take over the control of fuel gas supply pressure, and DFEs on gas LD3 Regas Boilers

will receive a fixed loading setpoint.  Ballast gauge

AS V


OPV

GCU Laden gauge

By selecting all running DFE’s to consume gas fuel, the system will be in
LD2
 Laden absolute
After Cooler 1


OPV

gas only mode. In gas only mode, the DFE Tank Pressure Controller will AS V DFDEs FSRU
NBO
MS
be inhibited, and the cargo tank pressure will increase/decrease according LD1 LD Heater

to switchboard load. 4.2.3 Operation Modes

FBO
MS
FV

When the DFEs are running in gas only mode, the tank pressure can be The considered fuel gas supply modes are as follows:
maintained by the DFE RC mode.
CT4 CT3 CT2 CT1  Fuel oil mode
If one LD compressor supplying both DFE and RC cannot maintain the <General Arrangement> - MGO/MDO/HFO
desired tank pressure, two LD compressors can be run, one dedicated to  Fuel mix mode
the DFE and one dedicated to the RC. The LD compressor dedicated to the The above shows the arrangement of the main equipment controlled by - NBO + MGO/MDO/HFO
DFE`s operates to maintain a steady fuel gas supply pressure to the engines. - NBO + FBO + MGO/MDO/HFO
GMS.
The LD compressor dedicated to the RC is used to keep the vapour header
pressure constant by providing the excess gas to the RC.  Gas only mode
- NBO (LD compressor dedicated to DFE mode)
If in gas only and the NBO is less than the DFE’s consumption, the tank - NBO (LD compressor dedicated to RC mode)
pressure will decrease. To keep the tank pressure within normal limits, the - NBO (LD compressor to DFE and RC)
FV should be started by the operator. When the FV is running, the FV - NBO + FBO
Tank Pressure Controller is active and controls the fuel gas supply pressure.
In case of NBO exceeding the DFE’s consumption in either fuel mix mode

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 TRANSGAS POWER Cargo Operating Manual
Vapour PV
DFE
In addition to these overall operational modes the use of GCU and Venting 1. Fuel Oil Mode Header
Pressure TPC
OP

will affect the operation within each mode. logic

Actual gas load
PMS

Fuel oil mode refers to no engines running in gas mode. In addition, Fuel oil Rec gas load

Heat

Ballast Gauge
mode will be the result in case of a gas supply trip. wd
Value
DFE
FeedF Efficiensy

Fuel gas supply PIC PV

Laden Gauge pressure controller A
MGE1 Gas Mode OP
Recondensers
Laden Absolute MGE2 Gas Mode ASV
& MDO/HFO Mode
MGE3 Gas Mode After Cooler 2 OPV

FSRU LNGC LD3 Regas Boilers

MGE4 Gas Mode

ASV
RC Mode: Common LDC <Fuel Oil Mode Detection Logic> OPV

GCU
PT PV PIC OP
LD2
RC Mode: Dedicated LDC xxx A

After Cooler 1
Over pressure
2. Fuel Mix Mode ASV
controller OPV
DFDEs

Tank Prot. Mode: Vent NBO Governor

Control
MS
LD1 LD Heater
Tank Prot. Mode: None In this configuration at least one engine is supplied with fuel gas and at least
FBO

Tank Prot. Mode: GCU one engine is supplied with fuel oil. Then the number of engines on each fuel FV
MS

X can be selected or be based on predefined modes.

RB N2 Purge Start
X MGE1 Gas Mode CT4 CT3 CT2 CT1
Start MGE2 Gas Mode
GCU N2 Purge OR
MGE3 Gas Mode <Control Principle Fuel Mix NBO>
X
MGE4 Gas Mode
DFE N2 Purge Start
& Fuel Mix Mode
X
NBO+FBO
MGE1 MGO/MDO/HFO Mode

RB MGV Open Close MGE2 MGO/MDO/HFO Mode

OR
MGE3 MGOMDO/HFO Mode
In this configuration the FV will control the FG pressure at constant value
RB 2 VLV Open Close
MGE4 MGO/MDO/HFO Mode while the LDC will provide the required BOG from the vapour header to
RB 1 VLV Open Close <Fuel Mix Mode Detection Logic> maintain the tank pressure controller setpoint.
GCU MGV Open Close

NBO The LDC flow setpoint is provided to the LDC Ecobot controller from the
DFE MGV Open Close
DFE TPC.
DFE P VLV Open Close
In this configuration the NBO will be consumed by the engine(s) on fuel gas.
DFE S VLV Open Close A setpoint for wanted DFE loading in % of gas mode engines nominal power
LDC 3 LS HS Stop The output from DFE TPC will provide a gas consumption estimate to the can be selected by the operator. The Gas mode engines will be load at this
PMS, after converting the estimate to a kW SP based on gas composition and value if the electrical load allows.
LDC 2 LS HS Stop
engine efficiency.
LDC 1
LS HS Stop If the power demand decreases to below minimum load for the engines in
The LDC will operate in discharge pressure control de-coupled from the tank MGO/MDO/HFO mode, engines in MGO/MDO/HFO mode should be
DFE 4 HFO MDO Gas
pressure controller. All remaining engine(s) will operate on fuel oil and stopped. The load on the engines in gas mode will also be decreased if this is
X X X
consume the load variations in the power system. not sufficient.
DFE 3 HFO MDO Gas
X X X

DFE 2 HFO MDO Gas

X X X
DFE 1 HFO MDO Gas
X X X

<GMS operation and Indication Arrangement>

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 TRANSGAS POWER Cargo Operating Manual
Vapour PV Fuel gas supply


PIC PV
DFE PMS
Header
Pressure TPC
logic
FBO Fuel Mix
Increase the gas consumption by increasing the propulsion speed. pressure controller
A
Vapour PV 100-0%
OP RC Limit H PIC
OP PT Header


DFE Gas Loading WD1
SP
Activate an additional LDC dedicated to RC supply (FSRU PV
xxx Pressure TPC
OP PV
Recondensers
SP mode). AS V
PT PV PIC OP

LDC Ecobot PV xxx A


FIC FT
Controller
A xxx Activating the GCU After Cooler 2 Over pressure
controller
O PV

OP LD3 Regas Boilers

Recondensers

ASV
AS V

After Cooler 2 OPV

If the NBO is less than the consumption, the FV can be started to reduce O PV

GCU
LD3 Regas Boilers

consumption of NBO from the tanks. LD2

ASV
After Cooler 1
OPV O PV
AS V DFDEs
GCU
PIC NBO
PT
LD2
xxx
PV
A
OP
Decreasing tank pressure will finally lead to tank protection controller MS
LD1 LD Heater
Over pressure
ASV
After Cooler 1
controller OPV
DFDEs
activation. At this point GMS sends a signal to the PMS to change one of the
Governor FBO
NBO
MS
FV Ecobot
Control
engines to MDO mode. FV
MS

LD1 PV
Controller LD Heater
OP PIC
A
Fuel gas supply PIC PV
FBO
pressure controller
MS A
FV OP
Recondensers
CT4 CT3 CT2 CT1
ASV

LD3
After Cooler 2 O PV

Regas Boilers
<Control principle gas only NBO LDC dedicated to RC>
CT4 CT3 CT2 CT1
ASV
O PV

<Control Principle Fuel Mix NBO+FBO> GCU NBO (LDC Common for DFE and RC)
PT PV PIC OP
LD2
xxx A
Over pressure
After Cooler 1
controller O PV

3. Gas Only Mode ASV DFDEs NBO supply to both DFE and recondenser from LDC is normally used when
NBO
MS
LD1 LD Heater
in gas only and the NBO rate is higher than DFE demand.
Gas only means that all connected DFE’s are running on gas supply. FBO
MS
FV The LDC supplying both DFE and recondenser adjust its supply to maintain a
constant DFE fuel gas header pressure. A tank pressure controller adjusts the
excess vapor to BOG Cooler valve between 0-100% to manipulate the tank
CT4 CT3 CT2 CT1
pressure trough increase/decrease of BOG supply to the BOG Cooler.
<Control principle gas only NBO LDC dedicated for DFE>
Overpressure in the suction drum will lead to return of BOG to the vapour
NBO (LDC dedicated to RC) header. This is avoided by monitoring the suction drum pressure and limit the
tank pressure controller output in case of high pressure. To avoid overload on
Dedicated NBO supply to the recondenser from a single LDC is normally used the LD compressor which will lead to DFE change over to MDO, the tank
when in gas only and the NBO rate is higher than the capacity of one LDC. pressure controller is also limited by high VDV position or LDC motor current.
In addition, the fuel gas supply is set to first priority by limiting the tank
The LD compressor supplying the recondenser adjusts its supply to maintain pressure controller in case of low fuel gas header pressure.
<Gas Only Mode Detection Logic>
a constant recondenser supply pressure. The RC TPC adjusts the BOG Cooler
valve between 0-100% to manipulate the tank pressure trough
NBO (LDC dedicated to DFE)
increase/decrease of BOG supply to the BOG Cooler which leads to the
Recondenser.
The LD compressor in dedicated DFE mode is controlling DFE fuel gas
pressure when the electrical load cannot be transferred to/from engines
Overpressure in the suction drum will lead to return of BOG to the vapour
running on fuel oil.
header. This is avoided by monitoring the suction drum pressure and limit the
tank pressure controller output in case of high pressure.
In this mode one of the following states needs to be applied to reduce the tank
pressure:

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 TRANSGAS POWER Cargo Operating Manual
100-0% Vapour PV
DFE PMS
Fuel gas supply PIC PV
100-0%
Header
Pressure TPC
logic
Max. gas loading
2. Mix Fuel => Gas Only
pressure controller A OP
OP OP Vapour PV
OP RC Limit H
Min
100-0% OP PIC
ZIC Header
PV IIC TPC WD1
WD3 Pressure
WD4 100-0%
PV
OP
Recondensers
PV
SP Fuel mode changeover from Mix Fuel to Gas Only is done by the PMS
PV FT
FIC
AS V
A xxx operator.
OP
After Cooler 2 O PV Recondensers
LD3 Regas Boilers
ASV
OP

AS V
PIC
WD2
After Cooler 2 OPV Fuel Mix =>
O PV LD3 Regas Boilers
GCU Gas Only
PT PV PIC OP
LD2
xxx A ASV
OPV

After Cooler 1 Over pressure GCU

O PV
AS V
controller PT PV PIC OP
DFDEs
LD2
xxx A
NBO
MS
After Cooler 1
Over pressure
controller OPV
LD1 LD Heater ASV DFDEs

NBO Governor
MS Control
FBO
LD1 PV Fuel gas supply

FV
MS
OP PIC
pressure controller LD Heater
Set all DFE to Gas
A Decision by Operator
FBO
MS
fuel operation
FV

CT4 CT3 CT2 CT1

<Fuel Mode: Mix Fuel to Gas Only>
<Control principle gas only NBO LDC in common Mode> CT4 CT3 CT2 CT1

<Control principle fuel mix NBO+FBO> 3. Gas Only => Mix Fuel
NBO+FBO

4.2.4 Fuel Mode Changeover Fuel mode changeover from gas only to mix fuel can be done automatically
In this configuration the FV will control the FG pressure at constant value
or by the PMS operator. PMS operator has change one of the DFE’s to MDO
while the LDC will provide the required BOG from the vapour header to
1. MDO => Mix Fuel mode.
maintain the tank pressure controller setpoint.

At initial start-up of the plant or after loading/unloading the DFE’s are running Gas Only =>
The LDC flow setpoint is provided to the LDC Ecobot controller from the
in MDO. In order to change DFE’s to gas burning, fuel gas supply must be Fuel Mix
DFE TPC.
established.

A setpoint for maximum DFE loading in % of gas mode engines nominal MDO => Fuel Mix

power can be selected by the operator. The Gas mode engines will be load at
this value if the electrical load allows. Open DFE Gas Mode Available
Supply Vlvs
Decision by Operator
Set any DFE to
Decision by Operator
DFE Supply Valves
MDO fuel operation
If the power demand decreases to below minimum load for the engines in Opened
Set DFE to Gas fuel
MGO/MDO/HFO mode, engines in MGO/MDO/HFO mode should be operation
Decision by Operator

Start Request LD
stopped. The load on the engines in gas mode will also be decreased if this is Copressor Decision by Operator
<Fuel Mode: Gas Only to Mix Fuel>
not sufficient. LD compressor No Any Engine
running
Gas mode 4. Mix Fuel => MDO
Yes

No Fuel gas Fuel mode changeover from mix fuel to Fuel oil mode must be done by the
supply OK Fuel Mix Mode
PMS operator. PMS operator has to change all DFE’s to MDO mode.
Yes

In case of vapour header pressure Low Low (ref tank pressure table), gas mode
<Fuel Mode: MDO to Mix Fuel> engines will be switched sequential over to MDO mode.

For changeover sequence details, refer to engine maker FDS.

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 TRANSGAS POWER Cargo Operating Manual

Fuel Mix => 2. RC Gas Mode Available 1. DFE TPC

MDO
The Gas Management System have the following permissive to open the The DFE tank pressure controller calculates the NBO which is the
Recondenser BOG supply valve: “recommended Gas Load” for the DFE’s in gas mode.
PMS operator
The recommended gas load will be shared symmetrically between the gas
change one engine Decision by Operator
to MDO mode  RC Supply pressure above 0.3 MPa mode engines, the remaining load will be shared between FO engines.
 Any BOG Cooler valve not opened.
Minimum load reference for the engines in FO is limited to 15%. If electrical
If a permissive is not fulfilled, the RC TPC and RC supply valve will be load is reduced when FO engines are at minimum, the gas mode engines will
No All DFE MDO interlocked. reduce while the FO mode engines will remain at 15% load i.e., tank pressure
mode? controller is bypassed.
4.2.6 Tank Pressure Control
Maximum load reference for the FO mode engines is limited to 100%. If load
Yes
The purpose of the Gas Management System tank pressure controllers is to is increased when FO mode engines are at 100%, the gas mode engines will
maintain the cargo tank pressure within normal operation limits. The tank be increase while the FO mode engines will remain at 100% load i.e., tank
Stop pressure controller is bypassed.
Decision by Operator pressure controllers are designed to portion the amount of boil-off gas
LD compressor
supplied to the vessels gas consumer(s).
Vapour Hdr Vapour Hdr
Press gauge Press absolutte
PT PT
All tank pressure controllers utilize the vapour header pressure transmitter xxx
xxx
Close: reading as process value.
Decision by Operator
-Master Gas to DFE
The following Gas Management controllers are considered: Operator selection
Operator selection
Gauge/Absolutte Ballast/Laden

 Dual Fuel Engine Tank Pressure Control (DFE TPC) Operator selection
-DFE Master Gas FSRU/LNGC
 Dual Fuel Engine & Recondenser Tank Pressure Control PV Setpoint Ballast
Valve Closed
(DFE+RC TPC) Tank Pressure PIC SP Setpoint Laden
Controller Setpoint Laden Absolutte
 Recondenser Tank Pressure Control (RC TPC) xxx
<Fuel Mode: Mix Fuel to Fuel Oil> Out
 Gas Combustion Unit Tank Pressure Control (GCU TPC) 0-10000kg/h
Setpoint FSRU

 Vent Tank Pressure Control (VT TPC) Setpoint FSRU Absolutte

Max Load for Gas Engines

Total Power Consumtion
4.2.5 Gas Mode Available
Step value 200kg/h
The Tank Pressure Control setpoints will be operator adjustable and shall

DFE1 Connected

DFE2 Connected

DFE3 Connected

DFE4 Connected
DFE1 Gas Mode

DFE2 Gas Mode

DFE3 Gas Mode

DFE4 Gas Mode

1. DFE Gas Mode Available
be in a sequential order. Normal setpoint arrangement is shown in the
figure below. Gas Heating Value
Calc
The Gas Management System have the following permissive to set and Gas Mode Engine Efficiency

operate a DFE in Gas mode: Tank Pressure Operation Range

Recomended BOG (Kw)
DFE TPC DFE RC TPC RC TPC GCU TPC VT TPC
 DFE Master Gas Valve Open Recomended gas load is shared between engines in gas mode, limited to the opeator adjustable max
 LDC1 or LDC2 or LDC3 running HS Low Normal High
load for gas engines parameter.
FO engines share the remaining load.
 Gas Pressure within operational limit 0.0 kPa
0.0 kPa
5.0 kPa
5.0 kPa
LNGC Mode
FSRU Mode
17.0 kPa
510 kPa
25.0 kPa
68.0 kPa
In case FO engines are at 100% load, the remaining load is added to gas mode engines.

 Gas Temperature within operation limit <Tank Pressure Control – Controller setpoint principle> In gas only mode all power is shared between gas engines.
 Not ESD FO Boost-up mode active

If a permissive is not fulfilled, the DFE TPC will be interlocked and operation DFE1 DFE2 DFE3 DFE4
of the DFE gas mode button will be blocked. FO mode will be requested. Load SP Load SP Load SP Load SP

<DFE Tank Pressure Controller>

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 TRANSGAS POWER Cargo Operating Manual
Vapour Hdr Vapour Hdr Vapour Hdr Vapour Hdr
2. DFE+RC TPC Press gauge Press absolutte Press gauge Press absolutte
PT PT
PT PT xxx xxx
xxx xxx
The DFE+RC tank pressure controller commands the recondenser flow
control valve to increase/decrease BOG supply to the recondenser.
Operator selection Operator selection
Gauge/Absolutte Ballast/Laden
Watchdog controllers monitoring suction drum pressure, fuel gas supply Operator selection Operator selection Operator selection
Gauge/Absolutte Ballast/Laden FSRU/LNGC
pressure and LD compressor VDV position. The purpose of the watchdog Operator selection PV Setpoint Ballast
Trc Val
controllers is to limit the opening of recondenser flow control valve if FSRU/LNGC GCU Min flow PIC SP Setpoint Laden
Setpoint Laden Absolutte
Setpoint Ballast Set xxx
necessary to maintain high priority process states. PV Trc
Out Setpoint FSRU
RC Tank Pressure PIC SP Setpoint Laden Not
Controller Setpoint Laden Absolutte Setpoint FSRU Absolutte
Vapour Hdr Vapour Hdr xxx
Press gauge Press absolutte Out 0
Setpoint FSRU
PT PT

Li
m
xxx xxx Setpoint FSRU Absolutte

itH
GCU Run

100-0% PIC Suction drum

0-100%
Operator selection Operator selection xxx Watchdog
Gauge/Absolutte Ballast/Laden Recondenser BOG Flow Flow control
Operator selection control valve command signal to GCU in
FSRU/LNGC Kg/h
<Recondenser Tank Pressure Controller>
PV Setpoint Ballast <GCU Tank Pressure Controller>
DFE+RC Tank PIC SP Setpoint Laden
Pressure Controller xxx Setpoint Laden Absolutte 4. GCU TPC
5. VT TPC
Out Setpoint FSRU
Lim

Setpoint FSRU Absolutte

The GCU TPC is used for tank pressure control when the boil of rate is too
itH

As a last resort measure to maintain safe vapour header pressure, the Vent tank
high for the other TPCs to enforce their setpoints.
pressure control can activate the vent valve to relief the vapour header pressure
100-0% PIC Fuel gas pressure to atmosphere.
Min
Watchdog
The GCU TPC is limited to provide a setpoint inside the minimum and
xxx
maximum GCU flow range defined by the operator through adjustable
100-0% PIC Suction drum pressure The vent valve open/close limits will change in accordance with respective
xxx Watchdog parameters on the GMS parameter page.
FSRU or LNGC operation selected by the operator.
ZIC LD VDV position
100-0%
xxx Watchdog When the GCU is requested to stop, the flow setpoint will be ramped down
The following methods of vent control are available:
0-100% 100-0% IIC LD Current before the stop command is allowed issued.
xxx Watchdog
Recondenser BOG Flow  Vent Inhibit
control valve command
 Vent Normal
<DFE+RC Tank Pressure Controller>  Vent Manual

3. RC TPC Vent Inhibit

The RC tank pressure controller commands the recondenser control valve to In this mode, the vent valve will remain closed. It opens only in case of very
increase/decrease BOG supply to the recondenser. high cargo tank pressure (23.0/68.0 kPa).

Watchdog controller monitors the suction drum pressure. The purpose of the
watchdog controllers is to limit the opening of recondenser flow control valve
if necessary to maintain high priority process states.

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 TRANSGAS POWER Cargo Operating Manual
”Vent Inhibit” switch Vapour header press Flow Setpoint from
(back of radio console) Fuel Gas Pressure
On
PT GMS
xxx
Close
Operator can
open/close,
Open: 23.0/68.0 kPa but protection
Close: 21.0/65.0 kPa at 23.0/68.0 kPa
Manually will take over if
LDC1/2/3 EcoBot FIC PIC LDC 1/2/3 FGP FV EcoBot
operated necessary. PIC
valve Overide manual Flow Controller xxx xxx Flow Controller Flow Controller
xxx
Manual
Vapour manifold Vent mast operated
A valve
Vapour manifold
<Vent Inhibit> Vent mast FV Running
M
& FV Running
<Manual Vent> LDC 1/2/3 DFE
Vent Normal Running with DFE
valve line-up
4.2.7 Regas Boiler Pressure Regulating
In this mode, the vent valve will open if the tank pressure is higher than the FV Flow Control
LDC 1/2/3 VDV
setpoint plus bias (2.0 kPa, operator adjustable) of the main tank pressure Valve
The Regas Boiler Pressure is regulated by pressure control valve manipulation.
controller. It will close when the setpoint is reached. <EcoBot Flow Control Principle>
Regas Boiler
In this mode, the vent valve is opened (100 %) and closed (0 %). Pressure 1. FV EcoBot Flow Controller
PT
The valve will open automatically at a very high cargo tank pressure xxx The Forcing Vaporiser EcoBot flow controller maintains the Fuel Gas Supply
(23.0/68.0 kPa). Pressure to the Dual Fuel Engines when the FV is running.

Vapour header press

PV
PT
RB Pressure When the FV is active, the LDC load control will change from DFE FGP
On PIC SP
Vent Normal selected xxx
Regulation Setpoint control, to TPC.
Open:
Controller xxx
Main PV > SP + bias
SP
tank
pressure
PIC
xxx
PV Close:
Open/close Open: 23.0/68.0 kPa
Out DFE FGP
controller PV < SP

Bias 2.0 kPa

PT
Manually
operated xxx
valve
Vapour manifold Vent mast
A
PV
<Vent Mode> 0-100%
FV FGP Flow PIC SP Global DFE
Controller xxx FGP SP
Vent Manual Regas Boiler pressure
regulation valve command OP
<Regas Boiler Pressure regulating>
The vent must be operated manually during pre-dry docking and post-dry dock
voyage.
4.2.8 EcoBot Flow Control
In Manual Vent mode, the operator will manually set the opening of the vent 0-100%
When the Forcing Vaporiser is stopped, the Low Duty Compressor load
control valve from the IAS. The operator can select any valve position.
control will be a DFE FGP control. Forcing Vaporizer Flow
Control Valve
The valve will open automatically at a very high cargo tank pressure
When the Forcing Vaporiser is running, the Low Duty Compressor supplying <FV EcoBot Flow Controller>
(23.0/68.0 kPa).
the DFEs will adjust its load according to the FV TPC. The DFE FGP will be
maintained by the Forcing Vaporiser FGP Flow Controller, while the tank 2. LDC EcoBot Flow Controller
pressure will be maintained by the LDC.
The LDC EcoBot Flow Controller maintains the tank pressure when the FV is
running.

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 TRANSGAS POWER Cargo Operating Manual

This is done by providing a flow setpoint to the LDC through manipulation of When the Common LD GCU mode is selected, the DFE ASV/OPV will be Start Boiler N2
Decision by Operator
the VDV, based on the recommended BOG consumption provided by the DFE utilized for overpressure and anti-surge control. When the Dedicated LD GCU Purge Sequence

TPC. mode is selected, the GCU ASV/OPV will be utilized for overpressure and
Interlock:
anti-surge control. - RB 2 Gas Valve Open
LDC Flow Open: - RB 1 Gas Valve Open
- Boiler 1&2 Purge
PT 4.2.10 N2 Purge Valve
xxx - Boiler 1&2 vent valve

When respective master gas valve is confirmed closed, the operator may
PV initiate the N2 purge sequence from the GMS main mimic.
LDC FGP Trc Val Recommended BOG
Controller PIC SP
Consumption from GMS Wait 5 minute
Output t xxx
Se DFE TPC
Trc Start DFDE N2
Decision by Operator
FV not Purge Sequence
Running Close:
- Boiler 1&2 Purge
Interlock:
Valve
Open: - DFDE Port Gas Valve Open
- Boiler 1&2 vent
- DFDE S&P Purge - DFDE Stbd Gas Valve Open
Valve
Valve
- DFDE S&P vent <Regas boiler N2 Purge Sequence>
LDC VDV valve
Control Setpoint
<LDC EcoBot Flow Controller> 4.2.11 Process Trip Handling
Wait 5 minute
4.2.9 GCU Automatic Start/Stop 1. DFE Gas Trip

The GCU will control the tank pressure at a higher value than the normal tank Close: In case DFE gas trips, the gas flow will rapidly be reduced. This will lead to
pressure controller i.e., 19 kPa. At certain tank pressure the GCU will be - DFDE S&P Purge LD compressor pressure build-up and activation of anti-surge control if not
Valve
automatically started when the GCU is in auto mode. - DFDE S&P vent handled. In this scenario the active OPV will operate will open and protect the
Valve compressor from surging.
When the tank pressure has decreased to < 15 kPa + timer, the GCU will be <DFE N2 Purge Sequence>
stopped automatically. If the system is running in DFE RC mode, gas supply to the recondenser will
increase as a result of the reduced DFE consumption.
GCU Mode Auto Start GCU N2
Decision by Operator
Purge Sequence
a & 2. GCU Trip
GCU Start Limit
1
a<b min GCU Start Command
b Interlock:
Vapour Hdr pressure
- GCU MGV Open In case GCU trips, the gas flow will rapidly be reduced. This will lead to LD
Open:
a -GCU Purge Valve compressor pressure build-up and activation of anti-surge control if not
15 OR
a<b GCU Stop Command - GCU Man Purge DO handled. In this scenario the active OPV will operate will open and protect the
min
GCU Start Limit b
compressor from surging.
<GCU Auto start/stop logic.>
3. LDC Trip
Wait 5 minute
GCU Modes
Trip of LD compressor means that fuel gas supply to DFE’s cannot be
There are two different GCU modes: obtained. In such case the “Gas mode available” signal will be removed and
Close:
all DFEs are switched to MDO mode.
-GCU Purge Valve
 Common LD : One LD supplies both the DFE and GCU. - GCU Man Purge DO
 Dedicated LD : Dedicated LD for GCU supply.
<GCU N2 Purge Sequence>

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 TRANSGAS POWER Cargo Operating Manual

4. Regas Plant Trip

In case of tripping of the gas supply to the Regas plant, the gas flow will
rapidly be reduced. This will lead to LD compressor pressure build-up and
activation of anti-surge control if not handled. In this scenario the active OPV
will operate and return gas back to the cargo tank to minimize the pressure
impact observed by the LDC.

If the system is running in DFE RC mode, the system will automatically

switch from DFE RC mode to dedicated DFE mode.

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IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 14 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.1a Main Cargo Pump

324 Discharge
Terminal Box

381

Cable

Ball Bearing (Upper)

Stator Coil

Shaft
1,149

2,270 Rotor Core

1,780 Stator Core

Min. Liquid Level
for the First Start-up
after Gas Free of
Cargo Tank

Ball Bearing (Lower)

Balance Seat
Impeller
NPSH Datum Line
(Inducer Inlet)

600
Min. Liquid Level Inducer
for Normal Start-up Suction Strainer

Stop Level
115 75
Φ810 (Pump Tower Shrinkage)
Suction Tank Bottom 90±15
* Unit : mm

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 TRANSGAS POWER Cargo Operating Manual

4.3 Cargo Pumps 2. General Description  The insulation resistance which has been once dropped lower
than the requirement may recover by leaving the motor coil
4.3.1 Main Cargo Pumps The cargo tanks are fitted with two main cargo pumps. These pumps are for a long time. Therefore, the insulation resistance of the
vertical single-stage submerged centrifugal pumps with one inducer stage motor coil should be measured again before unloading
1. Specification and driven by electric motors. without fail.
Each pump is rated to discharge 1,800 m3/h at 165 m head of LNG. For  The insulation resistance value of 5 MΩ is the minimum value
Pump optimum discharge results, the bulk discharge will be carried out with 8 for starting the motor. The proper insulation value is 50 MΩ
Maker Shinko Ind. Ltd. pumps running in parallel. or more, so it is recommendable to trace the cause of
Pump model SM350 deterioration of insulation resistance and carry out the
Capacity rated flow 1800 m3/h The pump discharge valves are throttled to ensure optimum performance countermeasures after the pump operation when the measured
Number of sets 8 (2 sets per cargo tank) which is indicated by the pump performance graph. Under normal value is below 50 MΩ.
Total head 165 m conditions, the cargo pump discharge until the cargo tank level reaches  In case the insulation resistance has lowered too much
Design temperature -163°C 0.165 m (from datum line). However, cavitation and loss of suction may comparing the value measured at last running, it is
Design pressure 1.12 MPa G occur on low current and is indicated by the fluctuation on the discharge recommendable to trace the cause of deterioration of
Liquid spec. gravity 0.5 pressure gauge and ampere indication. insulation resistance and carry out the countermeasures after
Shaft power 505 kW
the pump operation.
The discharge valves should be throttled to stabilize conditions before the
Efficiency 80 % first cargo pump stop. The remaining pump should be progressively 2) The liquid level in the cargo tank should be higher than the
Direction of rotation Clockwise viewed from motor throttled to maintain suction until the stopping level. following:
Discharge flange ANSI 150LB– 350A FF
Minimum starting level for first By stern trimming the vessel, it should be possible to reduce the amount  The first pump start-up at gas trial and/or after gas-free off
1.87 m + ΔL m
start-up (after gas freeing) of liquid remaining in the tanks to a minimum, if requested. cargo tank:
Minimum starting level for Approx. 1.78 meter or higher from the bottom end of the
0.69 m + ΔL m The cargo pumps may be run in a closed circuit on their tanks by opening suction strainer
normal start-up
the filling valve. This may be required if the discharge is temporarily  Normal start-up (start-up other than above):
Stop level 0.075 m + 0.09 m + ΔL
interrupted when the tanks are at a low level, thereby avoiding the Approx. 0.6 meter or higher from the bottom end of the
NPSHR / Pump down level
problems of restarting with a low level and low discharge pressure. suction strainer
At rated flow 1.4/0.7m (from datum line)
At minimum flow 0.5/0.3 m (from datum line) NOTE 3) The pump and motor are to be cooled sufficiently.
Minimum flow 720 m3/h An insulation test of all pumps is to be carried out after leaving the
Rate flow 1800 m3/h loading port to establish that all pumps are operational and to allow At least one and a half (1.5) hours must be passed after the pump
Maximum flow 2160 m3/h time for the installation of the emergency cargo pump should it be was submerged in LNG. (Never operate the pump until 1.5 hours
• ΔL: Pump tower shrinkage height necessary. Disconnect the earth line of insulation monitor before or more have passed.)
carrying out this test.
Motor CAUTION
Type Vertical submerged 3-phase 3. Preparation for Operation (Starting Condition) 1) It is necessary to cool down each part of the pump and motor
Induction sufficiently before pump operation. In case the pump is operated at
1) The overall insulation resistance should be more than 5 ΜΩ. the condition of insufficient cooling down, there is a possibility that
Rated output 600 kW
the contact of the parts of fine clearance or the damage of ball
Synchronous speed 1800 rpm  After turning off the power switch provided in the starter,
bearing may happen.
Electric power source AC 6,600 V / 60 Hz insulation resistance between the power cable terminal in the
2) The speed of cooling down must be 50˚C/h or less until the
Rated current 69 A starter and the grounding should be measured and recorded,
temperature of the cargo tank inside becomes lower than -130˚C.
Starting current 400 A using a 1000V megger.
After the pump temperature reached -130˚C, there is no limitation
Insulation class Class F with Temp. rise B  If the measurements are less than 5 MΩ, the motor coil may
for the cooling speed. In case the cooling down is too fast, each part
Min. starting voltage 80 % be damaged, so do not start the motor.
will shrink irregularly, resulting in damage to the parts and ball-
bearing due to the partial excessive heat strength.

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.1b Characteristic Curve of Cargo Pumps

(%)

(%)
(A)

Characteristic Curve of
Cargo Pump
200 20 100

n
180 18 90

Pump
160 16 80
Capacity : 1800 m3/h
PF
Total Head : 165 m
140 14 70 Liquid Name : LNG
Temperature : -163℃
Specific Gravity : 0.5
120 12 60
Maximum Flow : 720 m3/h
Minimum Flow : 2160 m3/h
100 10 50
Motor
Output : 600 kW
80 8 40
Synchronous Speed : 1800 min-1
Electric Source : AC 6600 V, 60 Hz
60 6 30 I

40 4 20

S
20 2 10

0 0 0

0 20 40 60 80 100 120 140

Output (%)

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 TRANSGAS POWER Cargo Operating Manual

4) The procedure before starting the pump (in case of direct online For 1.78 meters or more from For 0.6~1.78 meters from the 5. Running
starting): The discharge line for the cargo pump shall be cooled the bottom end of suction bottom end of suction strainer
down using a spray pump and be filled with LNG just before the 1) It is desirable to operate the pump in a close condition to the rated
strainer
startup of the cargo pump to reduce the water hammer. flow. When discharge pressure and electric current are stable after
a) For starting at the time of each unloading.
starting, therefore, the discharge valve should be opened little by
The motor may be started and The second starting should be little immediately, and the unloading operation should be carried
5) Discharge valve opening at startup: 1n order to reduce the water
stopped by inching continuously carried out after 30 min or more out as close to the rated discharge flow as possible.
hammer at start"up the discharge valve opening should be set at
twice. have passed from the first
about 18 to 25 %. However, this valve opening should be
The third starting should be stopping. 2) Even when running in a close condition to the rated flow is
modified as required to reflect actual operating conditions to
carried out after 15 min or more difficult, the flow rate should always be within the following
make the water hammer as small as possible.
have passed from the second range.

4. Start stopping.
 Minimum flow rate: 720 m3/h
b) For starting after stopping continuous running
 Rated flow: 1800 m3/h
1) Confirm that all the preparatory conditions described above are
If the motor is stopped after operating for 30 min or more, the motor  Maximum flow rate: 2160 m3/h
met.
can be restarted immediately. However, if the motor is stopped after
2) Depress the start button to start the motor. operating for less than 30 min, the following starting should be CAUTION
carried out after 30 min or more have passed. The bearing may be damaged by cavitation, vibration, excessive thrust,
 Cavitation operations must not be carried out. If the pump does not start with some problems in 3 sec. after pushing or the like, at the excessive large range (higher than max. flow rate) and
 Do not restart the pump if a low current trip has been activated the start switch, the starting should be carried out after the problem the excessive small range (lower than min. flow rate). Therefore, long-
in the low liquid level lower than the minimum starting a has been rectified and 30 min or more have passed. running at any of the other ranges then the above flow range must be
liquid level.
The operation other than inching should be regarded as "Continuous avoided. At the time of starting, carry out a discharge valve slight
 The pump must not be operated during purging, gas switching,
Running". opening operation as short as possib1e, and after the completion of
or the like.
Hereupon, the inching means that the operating time is 5 min or less. starting (stable discharge pressure and current), open the discharge
 The pump must not be operated with the discharge valve fully
The motor will be reverted to the cold state after 5 hours or more valve immediately and increase the discharge amount to approximately
shut.
have passed from a motor stop. rated flow rate.

CAUTION 3) When the liquid level in the cargo tank has become considerably
NOTE
1) In order not to activate the low current stop & high current trip low, the operator should operate the pump while monitoring the
Level 1.78 m is the level that the upper ball bearing is submerged in LNG.
device during pump start, the delay timer must be installed discharge pressure and electric current.
separately for start-up and continuous running. Level 0.6 m is the minimum liquid level for pump start-up.
2) If the discharge pressure does not rise within 10 seconds after the When the discharge pressure or electric current becomes unstable
start in direct on line starting, stop the motor immediately and CAUTION and begins to fluctuate or lower, it means that cavitation has
examine possible causes. 1) Since the shock working on the bearing at the time of starting generated or the pump is being operated in a gas inc1usion
3) The excessively low discharge pressure means that the pump may decreases the service life of the bearing, attention must be paid so condition. To prevent such states, the operator shall close down
be rotating in the reverse direction. In that case, the two of three that the frequency of starting may be minimum whenever possible. the discharge valve gradually to decrease discharge flow until the
phases should be changed. 2) Each time the motor is started, the temperature of the motor rises discharge pressure and electric current have become stable or
due to the generation of heat. If the temperature of the motor is high have increased.
3) Starting the motor should be carried out only one time whenever at the time of starting, gas occurs in the motor, so that there is a fear
possible. In the case of the unavoidable restart, the frequency of of the bearing being damaged or the coil is burnt. Therefore, the Each time the discharge pressure and electric current fluctuate or
starting should be, according to the liquid level in the tank, as starting frequency of the motor should be minimized whenever lower, repeat throttling the discharge valve.
follows: (Following height is applied under the condition that the possible.
ship is stable condition.) The temperature of the motor which has been subjected to
continuous running and restrained running (impossible start) is
high, it is necessary to set the cooling time of the motor until the
next starting as described above.

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 TRANSGAS POWER Cargo Operating Manual

CAUTION 6. Stop The cargo pumps can be operated locally from the switchboard and
If the cavitation or gas inclusion occurs on the pump, the vibration remotely from the IAS. The remote operation can be performed trough
1) Ordinary stop manual operation, or automatic sequences.
increases and the impact load will act on the bearing, and there is a fear
Depress the "Stop" button with the discharge valve slightly
of shortening the bearing life. If the liquid level becomes very low, there
opened or closed condition to stop the motor. When closing the The cargo pump control logic is identical for all four tanks. This section
is a fear of cavitation operation. In stripping operation, it is necessary to
discharge valve, stop the motor immediately. will describe functionality for one tank only.
carry out unloading work effectively while avoiding cavitation and gas
inclusion operation by carrying out discharge valve operation carefully In principle, the pump should be stopped manually when the
as described above while watching the discharge pressure gauge and the liquid level is lowered near to the bell mouth bottom end. Purpose: Unloading cargo
ammeter. Type: Submerged motor pump
2) Low current trip IAS includes: - Alarm and monitoring
4) For the pump which has started once, carry out discharge valve If the current value becomes less than ?? A (to be confirmed late), - Load control
operation carefully to carry out continuous running without the motor should be stopped automatically or manually. - Shutdown
stopping until the completion of stripping. (During stripping (Time setting point for auto-stop: 5 sec.) - Start interlock
operation, repeat discharge valve throttling operation mentioned - Restart restriction
in the above section 3) well, and take great care not to occur 3) High current trip
- Automatic start / stop sequences
automatic pump stopping by a low current trip of the motor due If the current value exceeds 69 A, the motor stops automatically
- Regas feed header pressure control
to the large decrease in discharge pressure and electric current.) by a high current trip. (Time setting point: 0 sec.)
Auto Start
Start Seq.
5) When the residual liquid in the cargo tank becomes extremely low NOTE
&
even if the discharge valve operation as described above is A high current trip is required for protecting the pump itself in addition Cargo Pump
repeated, it becomes impossible to prevent the large decrease of to a thermal trip which is the function for the protection of the motor.
discharge pressure due to cavitation or gas inclusion. 1n normal condition, the electric current will not exceed the rated value. Auto Start Start Order
Stop Seq.
1f the foreign substance is sucked into the pump, it could come into the to Starter
In such a case, unloading by the pump is impossible, so the pump Stop Order
fine clearance portion such as inducer, impeller, and so on. At that time, to Starter
should be stopped by hand immediately. When the liquid level in the electric current will exceed the rated value and the pump will stop Remote Start Interlock
the tank has reached a prescribed minimum level, the pump by a high current trip. Shut Down
should also be stopped by hand.
<Cargo Pump Software Principle>
7. Measures after Stop
6) Do not operate the pump with the discharge valve fully closed.
Cargo Pump Load Control
1) To prevent misoperation due to idle operation, be sure to turn OFF
a) Be careful that the discharge valve may be fully closed
the power switch of the starter.
immediately before the completion of stripping. The controllers are identical for all four tanks. Only controllers for one
2) When a large amount of gas which passes through the pump and tank are described.
b) If the pump is operated with its discharge valve almost fully
discharge piping in switching cargoes in the tank and other work
closed or approximately fully closed, the liquid in the pump and
even if the pump is stopped, the impeller serves as a windmill, Purpose: Maintain desired load (ampere) at constant
motor may be heated and gasified.
and the pump shaft rotates. As a result, the bearing is under a dry- level independent of suction and discharge
This may result in seizure of bearings, rotating and stationary operation condition, which may cause some damages. conditions (suction head, discharge
parts, damage to the motor coil, or some other accidents. It may pressure, LNG composition, etc.).
Therefore, take a measure for not generating idle rotation due to gas
generate excessive thrust, which may also lead to damage to the PV: Load reading [A] converted to [%A].
which passes through the pump.
bearings. SP: By operator. Default is 80 % A, but adjustable
8. Cargo Pump Control OP: Output controls Discharge valve.
It should be noted that these accidents may not occur during the
Measurement error: In case of a measurement failure of the
operation with the discharge valve fully closed immediately,
There are two cargo pumps are installed in each cargo tank. One pump is involved transmitter, the controller is set to
however they become potential causes for accidents during
powered from the starboard HV cargo switchboard and the second pump manual and output is kept steady.
subsequent operation.
from the port HV cargo switchboard.

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 TRANSGAS POWER Cargo Operating Manual

Tracking: Track set: OP => positions defined by down and an alarm given if any of the shutdown signals are activated. In same tank
sequence. the following table, the shutdown conditions are listed. Sequential - Restart restriction active
Track reset: By sequence. blocking for off-line insulation monitor will be fulfilled by switchboard, - Regas feed pump offload mode selected
Auto=>manual: From operator dialog box or sequence and a monitoring alarm will be fed to IAS for monitoring only. - Another cargo pump running in regas mode
control - CL114/214/314/414 valve closed with liquid mode
Manual=>auto: From operator dialog box or sequence Purpose Prevent damage to cargo pump or tank. - Top filling valve open
control Cargo pump: - Cargo tank level below limit
(can be overridden by operator from the Cargo The interlock limits for cargo pumps are specified in the blow table.
Pump mimic)
- Cargo tank pressure below limit No.1 CT No.2 CT No.3 CT No.4 CT
Sequence
Branch - Preferential trip Cargo Cargo Cargo Cargo
Valve
- CB trip pump pump pump pump
- Cargo Pump discharge pressure LL Interlock Interlock Interlock Interlock
(Active after 30s of confirmed running) limit limit limit limit
- Pump current high Tank level
0.76 0.76 0.76 0.76
(m)
Track Sel. Track Sel.
The shutdown level and pressure limits for cargo pumps are specified in Tank
XIC Discharge XIC Discharge
Valve Valve the below table. pressure 3 3 3 3
(unit)
No.1 CT No.2 CT No.3 CT No.4 CT Discharge
Return Valve
A to A% A to A% Cargo Cargo Cargo Cargo VV Max 25 25 25 25
pump pump pump pump [%]
Shutdown Shutdown Shutdown Shutdown Discharge
Man. SP Man. SP
XI XI limit limit limit limit VV Min 15 15 15 15
Tank [%]
Cargo Cargo 0.235 0.235 0.235 0.235
Return to Tank Suction Pump Suction Pump level (m) Tank
PORT STBD
Tank Filling 95 95 95 95
<Cargo Pump Load Control> pressure 2 2 2 2 Valve [%]
(unit) Tank
The pump load is controlled by operating the pump discharge valve. Isolating 95 95 95 95
As the discharge valve opens to allow more flow, the motor current and 10. Cargo Pump Remote Start Interlock Valve [%]
pump load will increase accordingly.
Restart Restart Restart Restart
To protect the cargo pumps and the cargo tanks, the pumps will be Interlock Interlock Interlock Interlock
The conversion of pump load [A] to [%A] is based on the pump rated prevented to start by an interlock condition if any of the interlock signals Limit Limit Limit Limit
current, and the conversion formula is shown below. The rated current for are activated. In the following table, the interlock conditions are listed. In Tank level
the pumps is decided and informed by pump maker. 1.94 1.94 1.94 1.94
addition, the pumps are subject to heavy consumer control by the Power (m)
Management System.
Measured Current [A]
Load(%) = ∗ 100%
Rated Current [A]
Purpose Prevent remote start of cargo pump from IAS.
Cargo pump: - Cargo tank level below limit
The rated current for the pumps is decided and informed by pump maker.
- Cargo tank pressure below limit
- Discharge valve not in start position
9. Cargo Pump Shutdown
- Filling OR Isolating valve not in open position
- The other pump is selected in regas feed mode in
To protect the cargo pumps and the cargo tanks, the pumps will be shut

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.1c Flow Chart of Restart Restriction for Cargo Pumps 11. Cargo Pump Restart Restriction

Cargo Tank Liquid Level from Tank Bottom ≥ 1.943 m Cargo Tank Liquid Level from Tank Bottom The pump restart restriction is implemented in IAS, based on pump maker
< 1.943 m + ΔL m and ≥ 0.763 m specification.
(1.78 + 0.09 + ΔL = 1.87 + ΔL m) (1.78/0.6 + 0.09 + ΔL = 1.87/0.69 + ΔL m)
ΔL m: Tripod shrinkage (0.0725 m) ΔL m: Tripod shrinkage (0.0725 m) 12. Cargo Pump Sequences

Pump Pump
Available Available
The cargo pumps can be started by initiating the cargo pump sequences. The
operator can start the sequences from the individual Cargo Tank views, or
Start from Here
Whenever More Than 5 Hours the Cargo Unloading view which presents the buttons for all tanks.
Have Passed from the Last Stopping

1 Starts 1 Start A sequence start command will activate a sequence for operating valves
Allowed Allowed (discharge valve, filling valve and branch valve) and cargo pumps. If the
sequence buttons are available on the IAS, any eventual remaining
interlocks (such as valve position interlocks) will be cleared by the sequence.
Before starting a sequence, the operator has to make sure that the discharge
Running ≤ No Running < No valves are in auto mode. Controllers, pumps, filling valve and branch valve
5 Min. 30 Min. are put to auto during the sequences.
Yes Running < No Yes
30 Min. The pump sequence interface is indicated in the figure below:

Yes
1 Start
Wait 30 Min. Liquid
Allowed
After Stopping Start Both Pumps | Soft Butt on |
Regas
Wait 30 Min.
After Stopping Start Pump No.2 Start Pump No.1 | Soft Butt on | Soft Butt on |

Continue
Running ≤ No
5 Min. Start Sequence – Step Description
Dynamic Text: Current Step Description
1 Start
Yes Allowed Stop Both Pumps | Soft Butt on |

Stop Pump No.2 | Soft Butt on | Soft Butt on |

Stop Pump No.1
Wait 15 Min.
Pump Auto Stop Pump Auto Stop
After Stopping Limit X.XX [m] Operator Input
Limit X.XX [m]
Running < No Dynamic Text: Current Step Description
Stop Sequence – Step Description
30 Min.

Yes
<Cargo Pump Sequence Interface>

Sequence Failure Handling:

Wait 30 Min.
After Stopping
In case a step fails in a start sequence, an alarm will be generated and the
sequence will stop at the current condition.
(Remarks)
*1.78 Meter is the Height from Pump’s Suction Strainer. This Height is the Height that the Upper Ball Bearing is Submerged in LNG. In case a step fails in a stop sequence, an alarm will be generated and the
*0.6 Meter is the Height from Pump’s Suction Strainer. This Height is the Lowest Height that can Permit the Pump Startup.
sequence will continue to the next step.
*0.09 Meter is the Gap Between Pump’s Suction Strainer and Tank Bottom

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 TRANSGAS POWER Cargo Operating Manual

If any of the sequences are terminated by the operator, all the equipment 4-Step Sequence Operating Tank Filling Valve and Branch Valve in Start Sequence in
controlled by the sequences will be put to manual mode. Regas Feed Mode
Flow on
Liquid Header
If a sequence fails or is terminated, the “Stop Both Pumps” button will run During a start sequence, the closing of the tank filling valve and opening
a full stop sequence and can be used to restore the tank to a normal state in of tank isolation valve is carried out as indicated below.
Regas Feed Header
liquid mode. “Stop Pump 1” or “Stop Pump 2” can be used to restore the
100 %
tank to a normal state in regas mode according to which pump selected.
X% Isolating Valve Open
Isolating Valve
0% Time
Sequence Priority: Isolating Valve
100 %
Return Valve Close Discharge Discharge
A stop command has higher priority than a start command, and a stop Return Valve
Valve 2 Valve 1
0% Time
command will terminate any running start sequence with same mode.

8-Step and 4-Step Sequence

Cargo Pump Cargo Pump

It is possible to start a single pump, or to start both pumps in the tank before No.2 No.1
opening the branch valve. Starting a single pump before opening the Number of
Cargo Pumps
branch valve, followed by the start of the second pump is called an 8-Step 1 2 3 4 5 6 7 8
The position limit for branch valve opening which allow the filling valve
sequence. Starting both pumps before opening the branch valve is called a to close, can be adjusted during commissioning.
4-Step sequence. The step-description indicates the distinctive steps in Operating Tank Filling Valve and Branch Valve in Start Sequence in
amount of liquid flow, as seen on the liquid header. Liquid Mode

8-Step Sequence During a start sequence, the closing of the tank filling valve and opening
of tank isolation valve is carried out as indicated below.
Flow on
Liquid Header Liquid Header
100 %
X% Isolating Valve Open
Isolating Valve
0% Time
100 %
Filling Valve Close Filling Discharge Discharge
Valves Valve 2 Valve 1
0% Time

Cargo Pump Cargo Pump

No.2 No.1

The position limit for branch valve opening which allow the filling valve
Number of to close, can be adjusted during commissioning.
Cargo Pumps
1 2 3 4 5 6 7 8

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 TRANSGAS POWER Cargo Operating Manual

Start Single Pump in Liquid Mode – First in Tank Start Single Pump in Liquid Mode – Other Pump Running Start Both Pumps in Liquid Mode

8 Step Cargo 8 Step Cargo 4 Step Cargo

Pump Start Pump Start Pump Start

Condition for Next Step

Condition for Next Step
Valve to Open Position Open Cargo Tank Cargo Tank
Within Time Limit Filling Valve Yes Valve to Open Position Open Cargo Tank
Branch Valve Within Time Limit Filling Valve
Open

No
Condition for Next Step

Valve to Close Position Close Cargo Tank Valve to Open Position Open Cargo Tank
Within Time Limit Branch Valve Within Time Limit Filling Valve
Valve to Stop Position Close Cargo Tank
Within Time Limit Branch Valve

Pump 1 Selected Pump 2 Selected Pump 1 Selected Pump 2 Selected

Start First Start Second
Pump Pump in Tank Sub-Sequence Start Cargo
Finished Pump 1

Sub-Sequence Start Cargo Sub-Sequence Start Cargo Sub-Sequence Start Cargo Sub-Sequence Start Cargo
Finished Pump 1 Finished Pump 2 Finished Pump 1 Finished Pump 2

Hold Operator Input

to Continue

Hold Operator Input

to Continue Cargo Tank Yes
Branch Valve
Open?
Sub-Sequence Finished Start Cargo
Pump 2

Valve to Open Position Open Cargo Tank

Within Time Limit Branch Valve Hold Operator Input
to Continue

Hold Operator Input

to Continue

Valve to Close Position Close Cargo Tank Valve to Open Position Open Cargo Tank
Within Time Limit Filling Valve Within Time Limit Branch Valve

Valve to Open Position Open Cargo Tank

Within Time Limit Branch Valve

End Valve to Close Position Close Cargo Tank

Within Time Limit Filling Valve

Valve to Close Position Close Cargo Tank

Within Time Limit Filling Valve
End

End

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 23 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

Sub-Sequences in both Mode: Start Cargo Pump Start Cargo Pump in Regas Feed Mode Stop Single Pump in Liquid Mode – Keep Other Pump Running

Start Cargo Start Cargo Cargo Pum p Start

Pump 1 Pump 2
Regas Mode Stop One Cargo Pump

Condi on for next step Condi on for next step Condi on for next step

Select Auto Select Auto

PID Controller in Track PID Controller in Track V alves to Close Posi on Close Regas Discharge Condition for next step
and Force Controller and Force Controller
Mode Mode
for Discharge Valve for Discharge Valve w ithin me lim it & Is ola ng Valves

Select Auto
PID Controller in Track
and Force Controller
Check if Pump 2 Check if Pump 1 V alve to Open Posi on Open R eg as Return Mode
Running Running for Discharge Valve
w ithin me lim it V alve

No No

Valve to Close Posi on Close Pump 2 Valve to Close Posi on Close Pump 1
within me limit Discharge Valve within me limit Discharge Valve V alve to Open Posi on Open R eg as/Liquid Line
w ithin me lim it Is ola ng Va lve
Yes Yes
Valve to Stop Position Close Pump Discharge
within time limit Valve to Stop Position
Valve to Start Posi on Open Pump Discharge Valve to Start Posi on Open Pump Discharge
within me limit Valve to Start Posi on within me limit Valve to Start Posi on

V alve to Close Posi on Close Cargo Filling

w ithin me lim it V alve
Pump Running Pump Running
Start Pump Start Pump
Feedback Feedback

Loss of Pump Running

Stop Pump
Feedback
V alve to Close Posi on Close Ca rgo Branch
Release Controller Release Controller w ithin me lim it V alve
for Discharge Valve for Discharge Valve

End End

Start Selected Cargo

Sub-Sequence Finished Valve to Close Position Close Pump Discharge
Pum p
within time limit Valve

HOLD
Operator input
to con nue

Release Controller
PID C ontroller to Auto Release Regas Press for Discharge Valve
w ith me lim it PID Auto Controller to Manual

V alve to Open Posi on Open R eg as Feed

w ithin me lim it Header Is ola ng V alve

End

End

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 24 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

Stop Single Pump in Liquid Mode – Last in tank Stop Both Pumps in Liquid Mode Stop Cargo Pump in Regas Feed Mode

Stop One Cargo Pump Stop Two Cargo Pumps Stop Cargo Pump
Condition for next step

Condi on for next step Condi on for next step

Select Auto
PID Controller in Track
and Force Controller
Mode Select Auto
Select Auto for Discharge Valve 1
PID Controller in Track PID Controller in Track
and Force Controller and Force Controller
Mode Mode
for Discharge Valve
for Discharge Valve Close Pump Discharge
Valve to Stop Position
Valve 1 to Stop
within time limit
Position

Valve to Stop Posi on Close Pump Discharge

Valve to Stop Posi on Close Pump Discharge within me limit Valve to Stop Posi on
Loss of Pump Running
within me limit Valve to Stop Posi on Feedback
Stop Pump 1

Valve to Close Position Close Pump 1

Loss of Pump Running
within time limit Discharge Valve Stop Pump
Loss of Pump Running Feedback
Stop Pump
Feedback
Select Auto
PID Controller in Track
and Force Controller
Mode
for Discharge Valve 2 Valve to Close Posi on
Close Discharge Valve
within me limit
Valve to Close Posi on Close Pump Discharge
within me limit Valve Close Pump Discharge
Valve to Stop Position
Valve 2 to Stop
within time limit
Position
Release Controller
for Discharge Valve
Loss of Pump Running Controller to Manual
Valve to Close Posi on Close Cargo TK Stop Pump 2
Feedback
within me limit Isola ng Valve

Close Regas Discharge

Valve to Close Position Close Pump 2 Valves to Close Posi on
&Isola ng &Reags/
within time limit Discharge Valve within me limit
LiquidIsola ng Valves
Valve to Open Posi on Open Cargo TK Filling
within me limit Valve
Valve to Close Position Close Cargo TK Branch
within time limit Valve
Valve to Open Posi on Open Regas Return
within me limit Valve
Release Controller
Valve to Open Position Open Cargo TK Filling
for Discharge Valve within time limit Valve
Controller to Manual Release Controller
for Regas Valve
Discharge Valves Closed Controller to Manual
Filling Valve Open Confirm Valve Positions
Branch Valve Closed
Tank Valves to Manual
Release Controllers Tank Valves to Manual
for Discharge Valves
Controller to Manual

End
End End

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 TRANSGAS POWER Cargo Operating Manual

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IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 26 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.2a Stripping/Spray Pumps

Discharge

230

+3.2
32 0
169

Ball Bearing

Terminal Box

823
Stator Core
Rotor Core

403 Ball Bearing

NPSH Datum Line

Balance Seat
(Inducer Inlet)

Impeller
140
Min. Liquid Level
for Both Nomal Inducer
Start Up Stop Level
40 30
Suction
27.5 Φ320
±2.5
* Unit : mm
Tank Bottom

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 TRANSGAS POWER Cargo Operating Manual

4.3.2 Stripping/Spray Pumps 2. General Description The proper insulation value is more than 50 ΜΩ, so it is
recommendable to trace the cause of deterioration of
1. Specification A stripping/spray pump is installed in each cargo tank which is rated at 60 insulation resistance and carry out the countermeasures after
m3/h and 145 m head of LNG. the pump operation when the measured value is below that
Pump The pumps are in principle similar to the main cargo pumps and a similar minimum value.
Maker Shinko Ind. Ltd. operating procedure should be used. The spray pumps are intended for the  In case the insulation resistance has lowered too much-
Pump model SM65 cooldown of cargo tanks before loading after a ballast voyage. comparing value measured at last running, it is
Capacity rated flow 60 m3/h recommendable to trace the cause of deterioration of
Number of sets 4 (1 set per cargo tank) The pumps are started and stopped from the CCR via the IAS. In an insulation resistance and carry out the countermeasures after
Total head 145 m
emergency, all pumps will be stopped by activation of the Emergency the pump operation.
Shutdown System (ESDS) trip.
Design temperature -163°C 2) The liquid level in the cargo tank should be higher than the
Design pressure 1.0 MPa G The instances when these pumps can be used: following in any case:
Liquid spec. gravity 0.5
Shaft power 25.2 kW  To Supply LNG to the forcing vaporiser for vaporization or to the  Approx. 0.168 meter or higher from the bottom end of the
Efficiency 47 % LNG vaporiser for gassing up during one or multiple cargo tank suction strainer.
Direction of rotation Clockwise viewed from motor maintenances. 3) Pump and motor to be cooled sufficiently.
Discharge flange ANSI 150 LB– 80A FF  To supply LNG to the Cargo tanks during the ballast voyage to cool
Minimum starting level down of Cargo tanks to a temperature of approximately -130˚C. At least one and a half (1.5) hours must be passed after the pump
0.168 m
 To strip LNG in Cargo tanks. was submerged in LNG. (Never operate the pump until one and a
Stop level  To supply LNG for pre-cooling of liquid lines, if appropriate. half (1.5) hours or more have passed.)
0.0275 m + 0.03 m = 0.058 m  To supply LNG to Regas-system at a low send out rate
NPSHR / Pump down level CAUTION
For the stripping, the stripping/spray pump should be started early
At rated flow 0.4/0.2 m (from datum line) 1) It is necessary to cool down each part of the pump and motor
enough to avoid possible starting problems due to very low liquid
At minimum flow 0.2/0.1 m (from datum line) sufficiently before pump operation.
levels.
Minimum flow 24 m3/h In case the pump is operated at the condition of insufficiently
Rate flow 60 m3/h 3. Preparation for Operation (Starting Condition) cooling down, there is a possibility that the contact if the parts of
Maximum flow 72 m3/h fine clearance or damage to the bearing may happen.
1) The overall insulation resistance should be more than 1 ΜΩ. 2) The speed of cooling down must be less than 50˚C/h until the
Motor
temperature of the cargo tank inside becomes lower than -130˚C.
 After turning off the power switch provided in the starter,
After the pump temperature reached -130˚C, there is no limitation
Type Vertical submerged 3-phase insulation resistance between the power cable terminal in the
for the cooling speed.
Induction starter and the grounding should be measured and recorded,
In case the cooling down is too fast, each part will shrink
Rated output 30 kW using a 500V megger.
irregularly, resulting in damage to the parts and ball-bearing due to
Synchronous speed 3,600 rpm  If the measurements are less than 1 ΜΩ, the motor coil may
the partial excessive heat strength.
Electric power source AC 440V / 60Hz be damaged, so do not start the motor.
Rated current 60 A  The insulation resistance which has been once dropped lower 4) Discharge valve opening at startup
Starting current 480 A than the requirement may recover by leaving the motor coil
for a long time. Therefore, the insulation resistance of the Discharge valve opening at startup: 1n order to reduce the water
Insulation class Class F with Temp. rise B
motor coil should be measured again before unloading hammer at startup the discharge valve opening should be set at
Min. starting voltage 80 %
without fail. about 15 to 25 %. However, this valve opening should be
 The insulation resistance value of 1 ΜΩ is the minimum value modified as required to reflect actual operating conditions to
for starting the motor. make the water hammer as small as possible.

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.2b Characteristic Curve of Stripping/Spray Pumps

Characteristic Curve of
Stripping/Spray Pump

Pump Down Hd (m)

NPSHR Hs (m)

Shaft Power P (kW)

Pump Efficiency E (%)

Total Head H (m)

180
H

(Height from inducer inlet)

160

140
E
50 120

40

30

20
P
30 10

20 0

1.0 10
Hs
0.5
Hd
0
0 10 20 30 40 50 60 70 80
Capacity Q (m3/h)

Pump Motor
Capacity : 60 m3/h Output : 30 kW
-1
Total Head : 145 m Synchronous Speed : 3600 min
Liquid Name : LNG Electric Source : AC 440 V, 60 Hz
Temperature : -163℃
Specific Gravity : 0.5
Maximum Flow : 72 m3/h
Minimum Flow : 24 m3/h

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 TRANSGAS POWER Cargo Operating Manual

4. Start b) For starting after stopping continuous running  Minimum flow rate: 24 m3/h
 Rated flow: 60 m3/h
1) Confirm that all the preparatory conditions described above are If the motor is stopped after operating for 30 min or more, the motor
 Maximum flow rate: 72 m3/h
met. can be restarted immediately. However, if the motor is stopped after
operating for less than 30 min, the following starting should be
2) Depress the start button to start the motor. CAUTION
carried out after 30 min or more have passed. If the pump does not
The bearing may be damaged by cavitation, vibration, excessive thrust,
start with some problems in 3 sec. after pushing the start switch, the
 Cavitation operations must not be carried out. or the like, at the excessive large range (higher than max. flow rate) and
starting should be carried out after the problem has been rectified
 Do not restart the pump if the low current trip has been the excessive small range (lower than min. flow rate). Therefore, long-
and 30 min or more have passed.
activated in the low liquid level lower than the minimum running at any of the other ranges then the above flow range must be
The operation other than inching should be regarded as "Continuous
starting liquid level. avoided. At the time of starting, carry out discharge valve slight opening
Running". Hereupon, the inching means that the operating time is 5
 The pump must not be operated during purging, gas switching, operation as short as possible, and after the completion of starting
min or less. The motor will be reverted to the cold state after 5 hours
or the like. (stable discharge pressure and current), open the discharge valve
or more have passed from a motor stop.
 The pump must not be operated with the discharge valve fully immediately and increase the discharge amount to approximately rated
shut. flow rate.
NOTE
Level 0.61m is the level that the upper ball bearing is submerged in LNG. 3) When the liquid level in the cargo tank has become considerably
CAUTION
Level 0.14m is the minimum liquid level for pump start-up. low, the operator should operate the pump while monitoring the
1) In order not to activate the low current stop & high current trip
Level 0.0275 meter is the gap between the pump’s suction strainer and tank discharge pressure and electric current.
device during pump start, the delay timer must be installed
bottom.
separately for start-up and continuous running.
When the discharge pressure or electric current becomes unstable
2) If the discharge pressure does not rise within 10 seconds after the
CAUTION and begins to fluctuate or lower, it means that cavitation has
start in direct on line starting, stop the motor immediately and
1) Since the shock working upon the bearing at the time of starting generated or the pump is being operated in a gas inc1usion
examine possible causes.
decreases the service life of the bearing, attention must be paid so condition. To prevent such states, the operator shall close down
3) The excessively low discharge pressure means that the pump may
that the frequency of starting may be minimum whenever possible. the discharge valve gradually to decrease discharge flow until the
be rotating in the reverse direction. In that case, the two of three
2) Each time the motor is started, the temperature of the motor rises discharge pressure and electric current have become stable or
phases should be changed.
due to the generation of heat. If the temperature of the motor is high have increased. Each time the discharge pressure and electric
3) Starting the motor should be carried out only one time whenever at the time of starting, gas occurs in the motor, so that there is a fear current fluctuate or lower, repeat throttling the discharge valve.
possible. In the case of an unavoidable restart, the frequency of of the bearing being damaged or the coil is burnt. Therefore, the
4) For the pump which has started once, carry out discharge valve
starting should be, according to the liquid level in the tank, as starting frequency of the motor should be minimized whenever
operation carefully to carry out continuous running without stopping
follows: (Following height is applied under the condition that the possible. The temperature of the motor which has been subjected to
until the completion of stripping. (During stripping operation, repeat
ship is stable condition.) continuous running and restrained running (impossible start) is
discharge valve throttling operation mentioned in the above section
high, it is necessary to set the cooling time of the motor until the
Re-Start Restriction 3) well, and take great care not to occur automatic pump stopping by
next starting as described above.
a low current trip of the motor due to a large decrease in discharge
For 0.14 meters or pressure and electric current.)
more and less than 5. Running
For 0.61 meters or more from the 5) When the residual liquid in the cargo tank becomes extremely low
0.61 meter from the
bottom end of suction strainer 1) It is desirable to operate the pump in a close condition to the rated
bottom end of suction even if the discharge valve operation as described above is repeated,
flow. When discharge pressure and electric current are stable after it becomes impossible to prevent a large decrease of discharge
strainer
starting, therefore, the discharge valve should be opened little by pressure due to cavitation or gas inclusion.
a) For starting at the time of the first unloading little immediately, and the unloading operation should be carried
The motor may be started and stopped The second starting out as close to the rated discharge flow as possible. In such a case, unloading by the pump is impossible, so the pump
by inching continuously twice. should be carried out should be stopped by hand immediately. When the liquid level in the
2) Even when running in a close condition to the rated flow is tank has reached a prescribed minimum level, the pump should be
The third starting should be carried out after more than 30
difficult, the flow rate should always be within the following also stopped by hand.
after more than 15 minutes have passed minutes have passed
range:
after the second stopping. after the first stopping.

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 TRANSGAS POWER Cargo Operating Manual

6) Do not operate the pump with the discharge valve fully closed. 7. Measures after Stop Stripping/Spray Pump Load Control

a) Be careful that the discharge valve may be fully closed 1) To prevent misoperation due to idle operation, be sure to turn OFF The controllers are identical for all four tanks. Only controllers for one tank
immediately before the completion of stripping. the power switch of the starter. are described.
b) If the pump is operated with its discharge valve almost fully 2) When a large amount of gas which passes through the pump and
closed or approximately fully closed, the liquid in the pump discharge piping in switching cargoes in the tank and other work even Purpose: Maintain desired load (ampere) at constant
and motor may be heated and gasified. if the pump is stopped, the impeller serves as a windmill, and the level independent of suction and discharge
pump shaft rotates. As a result, the bearing is under a dry-operation conditions (return valve position, suction
This may result in seizure of bearings, rotating and stationary head, discharge pressure, LNG composition,
condition, which may cause some damages. Therefore, take a
parts, damage to the motor coil, or some other accidents. It may etc.).
measure for not generating idle rotation due to gas which passes
generate excessive thrust, which may also lead to damage to PV: Load reading [A] converted to [% A].
through the pump.
the bearings. SP: By operator. Default is 80 % A, but
8. Stripping/Spray Pump Control adjustable.
It should be noted that these accidents may not occur during the
operation with the discharge valve fully closed immediately, OP: Output controls discharge valve.
There is one spray pump is installed in each cargo tank. Measurement error: In case of a measurement failure of the
however they become potential causes for accidents during
subsequent operation. involved transmitter, the controller is set to
The spray pumps can be operated locally from the switchboard and manual and output is kept steady.
6. Stop remotely from the IAS. The remote operation can be performed trough Tracking: Track set: OP => start positions by
manual operation, or automatic sequences. sequence.
1) Ordinary stop
Track reset: By sequence.
The spray pump control logic is identical for all four tanks. Auto=>manual: From operator dialog box or sequence
Depress the "Stop" button with the discharge valve slightly opened
or closed condition to stop the motor. When closing the discharge control.
This section will describe functionality for one tank only. Manual=>auto: From operator dialog box or sequence
valve, stop the motor immediately. In principle, the pump should be
stopped manually when the liquid level is lowered near to the bell control.
Purpose: Supply LNG for cool-down of cargo tanks /
mouth bottom end.
Stripping of Cargo Tanks
2) Low current trip Type Submerged motor pump
Spray
Sequence
IAS includes - Alarm and monitoring
master
If the current value becomes less than ?? A (to be confirmed late), valve
- Load control
the motor should be stopped automatically or manually. (Time
- Spray header pressure control
setting point for auto-stop: 5 sec.)
- Shutdown
3) High current trip - Start interlock
- Restart restriction
Track Sel.
If the current value exceeds 60 A, the motor stops automatically - Automatic start / stop sequences XIC Discharge
by a high current trip. (Time setting point: 0 sec.) Valve
Auto Start
Start Seq.
NOTE &
Spray Pump Return Valve
A high current trip is required for protecting the pump itself in addition A to A%
to a thermal trip which is the function for the protection of the motor. 1n
Auto Stop Start Order
normal condition, the electric current will not exceed the rated value. 1f Stop Seq.
to Starter Man. SP
the foreign substance is sucked into the pump, it could come into the XI
Stop Order
to Starter
fine clearance portion such as inducer, impeller, and so on. At that time, Spray
Remote Start Interlock
the electric current will exceed the rated value and the pump will stop Return to Tank Suction master
Shut Down valve
by a high current trip.
<Stripping/Spray Pump Software Principle> <Stripping/Spray Pump Load Control>

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 TRANSGAS POWER Cargo Operating Manual

The pump load is controlled by operating the pump discharge valve. Spray The shutdown limits for Stripping/Spray pumps are listed below.
master
As the discharge valve opens to allow more flow, the motor current and valve No.1 No.2 No.3 No.4
pump load will increase accordingly. Sequence Cargo Cargo Cargo Cargo
Tank Tank Tank Tank
The conversion of pump load [A] to [%A] is based on the pump rated PIC PT Stripping/Spray shutdown limit
current, and the conversion formula is shown below. The rated current for Low tank level [m] 0.058 0.058 0.058 0.058
the pumps is decided and informed by pump maker. Tank Pressure [unit] 2 2 2 2

Measured Current [A]

Load [%A] = ∗ 100 % 10. Stripping/Spray Pump Remote Start Interlock
Rated Current [A]
To protect the Stripping/Spray pumps and the cargo tanks, the pumps will
The rated current for the pumps is decided and informed by pump maker. be prevented to start by an interlock condition if any of the interlock
Discharge signals are activated. In the following table, the interlock conditions are
Stripping/Spray Pump Pressure Control Valve
listed.

Purpose: Control the pressure of the liquid supplied to Purpose: Prevent remote start of Stripping/Spray pump
the spray header. from IAS.
Return Valve
PV: Spray header pressure. Stripping/Spray - Cargo tank level below limit
SP: By operator. Adjustable. pump: - Cargo tank pressure below limit
OP: Output controls the Return valve - Discharge valve not in start position
Measurement error: In case of a measurement failure of the - Spray return valve not in open position
involved transmitters, the controller is set to - Restart restriction active
manual and output is kept steady.
Tracking: Track set: OP => positions defined by The interlock limits for Stripping/Spray pumps are listed below.
sequence. Spray
Return to Tank Suction master No.1 No.2 No.3 No.4
Track reset: By sequence. valve
Cargo Cargo Cargo Cargo
Auto=>manual: From operator dialog box or sequence
<Stripping/Spray Pump Pressure Control> Tank Tank Tank Tank
control.
Stripping/Spray interlock limit
Manual=>auto: From operator dialog box or sequence
9. Stripping/Spray Pump Shutdown Tank level [m] 0.168 0.168 0.168 0.168
control.
Tank Pressure [unit] 3 3 3 3
To protect the Stripping/Spray pumps and the cargo tanks, the pumps will Discharge valve Max [%] 25 25 25 25
be shut down and an alarm given if any of the shutdown signals are Discharge valve Min [%] 15 15 15 15
activated. In the following table, the shutdown conditions are listed. Return Valve [%] 90 90 90 90
Sequential blocking for off-line insulation monitor will be fulfilled by Restart Interlock Limit
switchboard, and a monitoring alarm will be fed to IAS for monitoring Tank Level [m] 0.638 0.638 0.638 0.638
only.
11. Stripping/Spray Pump Restart Restriction
Purpose: Prevent damage to Stripping/Spray pump or tank.
The pump restart restriction is implemented in IAS, based on pump maker
Stripping/Spray - Cargo tank level below limit
specification.
pump: - Cargo tank pressure below limit
- Cargo Pump discharge pressure LL
(Active after 30s of confirmed running)

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.2c Flow Chart of Restart Restriction for Stripping/Spray Pumps 12. Stripping/Spray Pump Sequences

Cargo Tank Liquid Level from Tank Bottom ≥ 0.638 m Cargo Tank Liquid Level from Tank Bottom The Stripping/Spray pump can be started by initiating the Stripping/Spray
< 0.638 m and ≥ 0.168 m pump sequence. The operator can start the sequence from the Cargo Tank
(0.61 + 0.0275 = 0.6375 m) (0.61/0.14 + 0.0275 = 0.6375/0.1675 m) view.

A sequence start command will activate a sequence for operating valves

Pump Pump
Available Available (discharge valve, return valve and master valve) and Stripping/Spray pump.
Start from Here If the sequence button is available on the IAS, any eventual remaining
Whenever More Than 5 Hours interlocks (such as valve position interlocks) will be cleared by the sequence.
Have Passed from the Last Stopping
Before starting a sequence, the operator has to make sure that the discharge
1 Starts 1 Start
valve is in auto mode. Controllers, pumps, return valve and master valve are
Allowed Allowed
put to auto during the sequences.

The pump sequence interface is indicated in the figure below:

Running ≤ No Running < No

5 Min. 30 Min. Start Pump Stop Pump
| Soft Butt on | Soft Butt on |
Yes Running < No Yes
Continue
30 Min.
Start Sequence – Step Description Dynamic Text: Current Step Description
Yes
1 Start
Wait 30 Min.
Allowed <Stripping/Spray Pump Sequence Interface>
After Stopping
Wait 30 Min.
After Stopping Sequence Failure Handling:

Running ≤ No In case a step fails in a start sequence, an alarm will be generated and the
5 Min.
1 Start sequence will stop at the current condition.
Yes Allowed

In case a step fails in a stop sequence, an alarm will be generated and the
sequence will continue to the next step.
Wait 15 Min.
After Stopping
Running < No If any of the sequences are terminated by the operator, all the equipment
30 Min.
controlled by the sequences will be put to manual mode.
Yes
If a sequence fails or is terminated, the “Stop Pump” button will run a stop
sequence and can be used to restore the tank to a normal state.
Wait 30 Min.
After Stopping
Sequence Priority:

(Remarks) A stop command has higher priority than a start command, and a stop
*0.61 Meter is the Height from Pump’s Suction Strainer. This Height is the Height that the Upper Ball Bearing is Submerged in LNG.
*0.14 Meter is the Height from Pump’s Suction Strainer. This Height is the Lowest Height that can Permit the Pump Startup.
command will terminate any running start sequence.
*0.0275 Meter is the Gap Between Pump’s Suction Strainer and Tank Bottom

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Stripping/Spray Pump Start Sequence Stripping/Spray Pump Stop Sequence

Start Spray Stop Spray

/Stripping Pump /Stripping
Pump
Condition for Next Step
Condition for Next Step
Valve to Open
Position Open Return Valve Valve to Open Pump Discharge
within Time Limit Position Valve
within Time Limit to Stop Position

Valve to Close
Position Close Master Valve
within Time Limit Loss of Pump
Stop Pump
Running Feedback

Valve to Start Pump Discharge

Position Valve
within Time Limit to Start Position Valve to Start
Position Close Master Valve
within Time Limit
Pump Running
Start Pump
Feedback

Valve to Start
Close Pump
Position
Discharge Valve
Hold Operator within Time Limit
input to
Continue

Valve to Open
Release Pressure Position Open Return Valve
Controller within Time Limit

Release Load Release Controllers

Controller
Controllers to Manual

Valve to Open
Position Open Master Valve
within Time Limit End

End

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.3a Fuel Gas Pump

Discharge

230

+3.2
32 0
175

Ball Bearing

Terminal Box

1155

Stator Core
Rotor Core

600 Ball Bearing

NPSH Datum Line

Balance Seat
(Inducer Inlet)

Impeller
290
Min. Liquid Level
for Both Nomal Inducer
Start Up Stop Level
30 30
Suction
27.5 Φ320
±2.5
* Unit : mm
Tank Bottom

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 TRANSGAS POWER Cargo Operating Manual

4.3.3 Fuel Gas pump The pumps are of the submerged motor type, similar to the main cargo pumps running for approximately 3 seconds. During the starting, while the
with the motor windings being cooled by the pumped LNG. The LNG is also discharge pipe is being filled, the current may be above the ammeter
1. Specification used to lubricate and cool the pump and the motor bearings, and because it red line. If the starting current has not been reduced after 10 seconds
serves as both the lubricant and the coolant, it is extremely important for the of operation, the pump should be stopped and the cause of the high
Pump pump that the correct operational procedure is strictly adhered to. starting current investigated.
Maker Shinko Ind. Ltd.
The pumps are started and stopped manually from the CCR via the IAS 5) Once the pump is operating normally, adjust the discharge valve to
Pump model SM50-2
system. obtain the required flow or pressure. The operator should monitor
Capacity rated flow 30 m3/h the pump motor running current, taking care not to exceed the
Number of sets 2 CAUTION maximum current level.
Total head 215 m Failure to comply fully with the cooling down process before operating
Design temperature -163°C the pumps can result in severe damage. 6) When the pump discharge pipe has been filled to the discharge valve,
an increase in the discharge pressure and a corresponding decrease
Design pressure 1.0 MPaG
Operating Modes in the motor current should be observed.
Liquid spec. gravity 0.5
Shaft power 20.9 kW The pumps are started and stopped manually from the CCR via the IAS, but 7) Once the pump is operating normally, adjust the discharge valve to
Efficiency 42 % before starting, the fuel gas pump discharge valves must be opened obtain the required flow or pressure. The operator should monitor
Direction of rotation Clockwise viewed from motor approximately 20%. The discharge valves are operated in a semi-automatic the pump motor running current, taking care not to exceed the
Discharge flange ANSI 150 LB– 50A FF mode where the set point of the valve can be adjusted through the IAS maximum current level.
keyboard to a value of between 0% and 100%.
Minimum starting level 0.29 m + 0.0275 m = 0.318 m
CAUTION
Stop level 0.030 m + 0.0275 m = 0.058 m CAUTION The pumps should only ever be operated between their minimum
NPSHR / Pump down level The pump should not be started or operated against a closed discharge and maximum continuous discharge capacities of 4.8 m3/h and 14.4
At rated flow 0.4/0.2 m valve due to potential damage which may result due to insufficient cooling m3/h respectively. Operating them outside of this range will result in
At minimum flow 0.2/0.1 m and lubrication for the motor and bearings and excessive vibration levels damage to the pump and decreased performance.
Minimum flow 12.0 m3/h associated with zero flow conditions.
Rate flow 30.0 m3/h
Maximum flow 36.0 m3/h 3. Preparation for Operation (Starting Condition)

1) Pump and motor to be cooled sufficiently.

Motor
Type Vertical submerged 3-phase At least one and a half (1.5) hours must be passed after the pump
Induction was submerged in LNG. (Never operate the pump within one and a
Rated output 25 kW half (1.5) hours.)
Synchronous speed 3,600 rpm
2) Check the level of the liquid in the cargo tank. The tank liquid level
Electric power source AC 440V / 60Hz
must indicate that the pump is submerged for an initial start, and the
Rated current 52 A minimum tank level for a pump normal start is 0.318 m. The
Starting current 320 A temperature indicator in the tank must also be stable at the
Insulation class Class F, Temp. rise B specification temperature of the liquid.
Min. starting voltage 80 %
3) Before starting the pump, set the pump discharge valve to
2. General Description approximately 20% open. Start the fuel gas pump using the IAS by
clicking on the PUMP icon in the graphic screen display to bring up
A fuel gas pump is installed in No.3 & No.4 tanks. These pumps are used for the faceplate and clicking on the START soft key. The operator
the supply of fuel gas to the main engines, main generator engines, and the should keep a close watch on the discharge pressure and the motor
gas combustion unit via forcing vaporizer and are in principle similar to the current.
main cargo pumps.
4) The current consumption should steady after the motor has been

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.3b Characteristic Curve of Fuel Gas Pump

Characteristic Curve of
Fuel Gas Pump

Pump Down Hd (m)

Total Head H (m)

NPSHR Hs (m)

Shaft Power P (kW)

Pump Efficiency E (%)
H
300

(Height from inducer inlet)

250

200
E
50 150

40

30

20
P
25 10

20 0

1.0 15
Hs
0.5 10
0 Hd
0 10 20 30 40 50
Capacity Q (m3/h)

Pump Motor
Capacity : 30 m3/h Output : 25 kW
-1
Total Head : 215 m Synchronous Speed : 3600 min
Liquid Name : LNG Electric Source : AC 440 V, 60 Hz
Temperature : -163℃
Specific Gravity : 0.5
Maximum Flow : 36 m3/h
Minimum Flow : 12 m3/h

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 TRANSGAS POWER Cargo Operating Manual

4. Start b) For starting after stopping continuous running

 Minimum flow: 4.8 m3/h

1) Confirm that all the preparatory conditions described above are met. If the motor is stopped after operating for 30 min or more, the motor 3) When the liquid level in the cargo tank has become considerably
can be restarted immediately. However, if the motor is stopped after low, the operator should operate the pump while monitoring the
2) Depress the start button to start the motor. operating for less than 30 min, the following starting should be discharge pressure and electric current.
carried out after 30 min or more have passed. If the pump does not
 Cavitation operations must not be carried out.
start with some problems in 3 sec. after pushing the start switch, the When the discharge pressure or electric current becomes unstable
 Do not restart the pump if the low current trip has been activated
starting should be carried out after the problem has been rectified and begins to fluctuate or lower, it means that cavitation has
in the low liquid level lower than the minimum starting liquid
and 30 min or more have passed. generated or the pump is being operated in a gas inc1usion condition.
level.
The operation other than inching should be regarded as "Continuous To prevent such states, the operator shall close down the discharge
 The pump must not be operated during purging, gas switching,
Running". Hereupon, the inching means that the operating time is 5 valve gradually to decrease discharge flow until the discharge
or the like.
min or less. The motor will be reverted to the cold state after 5 hours pressure and electric current have become stable or have increased.
 The pump must not be operated with the discharge valve fully
or more have passed from a motor stop.
shut. Each time the discharge pressure and electric current fluctuate or
lower, repeat throttling the discharge valve.
NOTE
CAUTION
Level 0.79m is the level that the upper ball bearing is submerged in LNG. 4) For the pump which has started once, carry out the discharge valve
1) In order not to activate the low current stop & high current trip
Level 0.29m is the minimum liquid level for pump start-up. operation carefully to carry out continuous running without stopping all
device during pump start, the delay timer must be installed
Level 0.0275 meter is the gap between the pump’s suction strainer and tank the way.
separately for start-up and continuous running.
bottom.
2) If the discharge pressure does not rise within 10 seconds after the
5) When the residual liquid in the cargo tank becomes extremely low even
start in direct on line starting, stop the motor immediately and if the discharge valve operation as described above is repeated, it
CAUTION
examine possible causes. becomes impossible to prevent a large decrease of discharge pressure
3) The excessively low discharge pressure means that the pump may 1) Since the shock working upon the bearing at the time of starting
due to cavitation or gas inclusion.
be rotating in the reverse direction. In that case, the two of three decreases the service life of the bearing, attention must be paid so
phases should be changed. that the frequency of starting may be minimum whenever possible. In such a case, fuel supply by the pump is impossible, so the pump
2) Each time the motor is started, the temperature of the motor rises should be stopped by hand immediately. When the liquid level in the
3) Starting the motor should be carried out only one time whenever due to the generation of heat. If the temperature of the motor is high tank has reached a prescribed minimum level, the pump should be also
possible. In the case of an unavoidable restart, the frequency of at the time of starting, gas occurs in the motor, so that there is a fear stopped by hand.
starting should be, according to the liquid level in the tank, as of the bearing being damaged or the coil is burnt. Therefore, the
follows: (Following height is applied under the condition that the starting frequency of the motor should be minimized whenever 6) Do not operate the pump with the discharge valve fully closed.
ship is stable condition.) possible. The temperature of the motor which has been subjected to
a) Be careful that the discharge valve may be fully closed
continuous running and restrained running (impossible start) is
Re-Start Restriction high, it is necessary to set the cooling time of the motor until the immediately before the completion of the fuel supply.
next starting as described above.
For 0.8175 meters or more For 0.3175 meters or more and b) If the pump is operated with its discharge valve almost fully
from the bottom end of suction less than 0.8175 meter from
4. Running closed or approximately fully closed, the liquid in the pump and
strainer the bottom end of suction
strainer motor may be heated and gasified.
1) When discharge pressure and electric current are stable after starting,
a) For starting at the time of the first unloading therefore, the discharge valve should be opened little by little
This may result in seizure of bearings, rotating and stationary
immediately, and the unloading operation should be carried out as
The motor may be started and The second starting should be parts, damage to the motor coil, or some other accidents. It may
close to the rated discharge flow as possible.
stopped by inching continuously carried out after more than 30 generate excessive thrust, which may also lead to damage to the
twice. minutes have passed after the 2) Even when running in a close condition to the rated flow is difficult, bearings.
The third starting should be first stopping. the flow rate should be always within the following range:
It should be noted that these accidents may not occur during the
carried out after more than 15
 Maximum Flow Rate: 14.4 m3/h operation with the discharge valve fully closed immediately,
minutes have passed after the
 Rated flow: 12 m3/h however they become potential causes for accidents during
second stopping.
subsequent operation.

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 TRANSGAS POWER Cargo Operating Manual

5. Stop 7. Abnormal Starts As detailed previously, the minimum tank level for a normal pump start
should not be less than 0.318 m.
1) Ordinary stop
Locked Rotor
Depress the "Stop" button with the discharge valve slightly opened
CAUTION
or closed condition to stop the motor. When closing the discharge
If the starting current increases to its maximum and remains while there is The pump will start to suck gas at a level of 0.058m from the tank
valve, stop the motor immediately. In principle, the pump should be
no evidence that the pump is rotating, it may be because the pump has bottom and should not be run past this level. There is a possibility that
stopped manually when the liquid level is lowered near to the bell
seized. If after investigations it is considered to be a mechanical problem, the low current trip may be activated before reaching the stop level
mouth bottom end.
then the pump will have to be removed from the tank for repairs. In the depending on the current load.
2) Low current trip case of a sustained locked rotor start, an attempt to restart the pump must
only be made after at least 30 minutes has elapsed and then with no more 8. Fuel Gas Pump Load and Pressure Control
If the current value becomes less than ?? A (to be confirmed late),
the motor should be stopped automatically or manually. (Time than two restart attempts in total.
There is one fuel gas pump located in each cargo tank 3&4.
setting point for auto stop:5 sec.)
If it is thought that the pump casing has iced-up, it may be possible to
3) High current trip The remote operation can be performed trough manual operation, or
break the rotor free by reversing the motor by changing over two of the
If the current value exceeds 52A, the motor stops automatically by a automatic sequences.
supply phases to the pump. These will then have to be reinstated once the
high current trip. (Time setting point: 0 sec.) freeing operation has been completed.
The fuel gas pump control logic is identical for two tanks.
4) Min. liquid level for a startup: 0.318 m
Overload Starting
This section will describe functionality for one tank only.
5) Stop level
The stop level is 0.058 m (bottom clearance + bottom end of If the starting current increases to its maximum value but then falls to an
Purpose: Supply LNG for Forcing Vaporiser and LNG
suction strainer) intermediate level between the starting value and the normal full load
Vaporiser.
current and the pump is known to be turning, check the starting voltage.
6. Pump Restarts (Normal) Type Submerged motor pump
If the voltage falls below 10 % of the normal value, the problem may be
IAS includes - Alarm and monitoring
The restart of any pump during normal operations is restricted, depending with the power supply.
- Load control
on the liquid level above the submerged electric motor, but no pump - Fuel gas header pressure control
should be restarted with the tank liquid below the minimum level of 0.318 Single-Phase Fault
- Shutdown
m. - Start interlock
If the starting current increases to its maximum value and remains high, a
During a normal restart sequence with the following times apply: - Restart restriction
single-phase fault in the power supply may exist. Checking the voltages
- Automatic start / stop sequences
and current in each phase will determine if this is the case.
 1st restart: Minimum 5 minutes after shutdown.
Auto start
 2nd restart: 15 minutes after 1st restart. Start seq.
Reversed Rotation &
 Wait 30 min after stopping Fuel Gas pump

The pumps are fitted with time-delayed switches that operate if a low If during the start-up procedures, the current falls to around the no-load
pressure at the pump outlet is detected after the pump has been started. current value and the discharge pressure is 75 % or less than normal, the Stop seq.
Auto stop
Start order
pump may be operating in the wrong direction. To correct this, disconnect to starter
If attempting a restart during stripping operations, it is still necessary to Stop order
the power supply at the main isolator and change over two of the phases to starter
check that the minimum level inside the tank is above the 0.318 m level. to the pump. The pump can then be restarted and checked for correct Remote start interlock

The pump can then be started, but at least 30 minutes must be allowed to Shut-down
operation.
pass before attempting a restart, and then there must be no more than two <Fuel Gas Pump Software Principle>
restarts in an hour. Low Liquid Level

If during the start-up procedures, the current falls close to the no-load
value and the discharge pressure is near to zero, a low suction level may
be the cause.

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Fuel Gas Pump Load Control The pump load is controlled by operating the pump discharge valve. Fuel Gas
master
valve
Sequence
The controllers are identical for all two tanks. Only controllers for one tank As the discharge valve opens to allow more flow, the motor current and
Track sel. PIC PT
are described. pump load will increase accordingly.

Purpose: Maintain desired load (ampere) at constant The conversion of pump load [A] to [%A] is based on the pump rated
level independent of suction and discharge current, and the conversion formula is shown below. The rated current for
Return valve
conditions (return valve position, suction the pumps is decided and informed by pump maker.
head, discharge pressure, LNG composition,
etc.). Measured Current [A]
Load [%A] = ∗ 100 %
PV: Load reading [A] converted to [% A]. Rated Current [A]
SP: By operator. Default is 80 % A, but Discharge
The rated current for the pumps is decided and informed by pump maker. valve
adjustable.
OP: Output controls discharge valve.
Fuel Gas Pump Pressure Control
Measurement error: In case of a measurement failure of the
involved transmitter, the controller is set to
Purpose: Control the pressure of the liquid supplied to
manual and output is kept steady.
the spray header. Fuel Gas
Tracking: Track set: OP => start positions by Pump
PV: Spray header pressure. Suction
sequence.
Return to tank
SP: By operator. Adjustable.
Track reset: By sequence.
OP: Output controls the Return valve <Fuel Gas Pump Pressure Control>
Auto=>manual: From operator dialog box or sequence
control. Measurement error: In case of a measurement failure of the
involved transmitters, the controller is set to 9. Fuel Gas Pump Shutdown
Manual=>auto: From operator dialog box or sequence
manual and output is kept steady.
control. To protect the fuel gas pumps and the cargo tanks, the pumps will be shut
Tracking: Track set: OP => positions defined by
down and an alarm given if any of the shutdown signals are activated. In
sequence.
Fuel Gas the following table, the shutdown conditions are listed. Sequential
master Track reset: By sequence.
valve
Sequence blocking for off-line insulation monitor will be fulfilled by switchboard,
Auto=>manual: From operator dialog box or sequence
and a monitoring alarm will be fed to IAS for monitoring only.
control.
Manual=>auto: From operator dialog box or sequence
Purpose: Prevent damage to Fuel Gas pump or tank.
control.
Fuel Gas pump: - Cargo tank level below limit
Return valve
- Cargo tank pressure below limit
- Cargo Pump discharge pressure LL
(Active after 30s of confirmed running)

XIC Discharge The shutdown limits for fuel gas pumps are listed below.
Track sel.
valve

A to A%
No.1 No.2 No.3 No.4
Cargo Cargo Cargo Cargo
Man. SP
XI Tank Tank Tank Tank
Fuel gas shutdown limit
Fuel Gas
Pump
Suction
Low tank level [m] N/A N/A 0.058 0.058
Return to tank Tank Pressure [unit] N/A N/A 2 2
<Fuel Gas Pump Load Control>

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10. Fuel Gas Pump Remote Start Interlock Illustration 4.3.3c Flow Chart of Restart Restriction for Fuel Gas Pumps

To protect the fuel gas pumps and the cargo tanks, the pumps will be Cargo Tank Liquid Level from Tank Bottom > 0.8175m Cargo Tank Liquid Level from Tank Bottom
prevented to start by an interlock condition if any of the interlock signals are <0.8175m and > 0.3175m
activated. In the following table, the interlock conditions are listed. (0.78 +0.0275 = 0.8175 m)
(0.79/0.29 + 0.0275 = 0.8175/0.3175 m)
Purpose: Prevent remote start of fuel gas pump from IAS.
Fuel gas pump - Cargo tank level below limit Pump Pump
Available Available
- Cargo tank pressure below limit
- Discharge valve not in start position Start from Here Whenever 5 Hours Have
- Fuel gas return valve not in open position Passed After Last Stopping

- Restart restriction active

1 Starts 1 Start
Allowed Allowed
The interlock limits for the fuel gas pumps are listed below.

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

Cargo Cargo Cargo Cargo
Running < No Running < No
Tank Tank Tank Tank
5 Min. 30 Min.
Fuel gas pump interlock limit
Tank level [m] N/A N/A 0.168 0.168 Yes Running < No Yes
Tank Pressure [unit] N/A N/A 3 3 30 Min.
Discharge valve Max [%] N/A N/A 25 25
Yes
Discharge valve Min [%] N/A N/A 15 15 1 Start
Wait 30 Min.
Allowed
Return Valve [%] N/A N/A 90 90 After Stopping
Restart Interlock Limit Wait 30 Min.
Tank Level [m] N/A N/A 0.638 0.638 After Stopping

11. Fuel Gas Pump Restart Restriction Running < No

5 Min.
1 Start
The pump restart restriction is implemented in IAS, based on pump maker Yes Allowed
specification.

12. Fuel Gas Pump Sequences Wait 15 Min.

After Stopping
Running < No
The fuel gas pump can be started by initiating the fuel gas pump sequence. 30 Min.
The operator can start the sequence from the Cargo Tank view.
Yes

A sequence start command will activate a sequence for operating valves

(discharge valve, return valve and master valve) and fuel gas pump. If the Wait 30 Min.
sequence button is available on the IAS, any eventual remaining interlocks After Stopping

(such as valve position interlocks) will be cleared by the sequence.

Controllers, pumps, return valve discharge valve and master valve are put to (Remarks)
auto during the sequences. *0.79 Meter is the Height from Pump’s Suction Strainer. This Height is the Height that the Upper Ball Bearing is Submerged in LNG.
*0.29 Meter is the Height from Pump’s Suction Strainer. This Height is the Lowest Height that can Permit the Pump Startup.
*0.0275 Meter is the Gap Between Pump’s Suction Strainer and Tank Bottom

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 TRANSGAS POWER Cargo Operating Manual

The pump sequence interface is indicated in the figure below: Fuel Gas Pump Start Sequence Fuel Gas Pump Stop Sequence

Start Pump Stop Pump Start Fuel Ga s Pum p Stop Fuel Gas Pump
| Soft Butt on | Soft Butt on |
Continue
Condi on for next step
Start Sequence – Step Description Dynamic Text: Current Step Description
Condi on for next step
Valve to Open Posi on
<Fuel Gas Pump Sequence Interface> Open Return Valve
within me limit
Valve to Stop Posi on Pump Discharge Valve
Sequence Failure Handling: within me limit to Stop Posi on

In case a step fails in a start sequence, an alarm will be generated and the V alve to Clos e Posi on
Close Isola ng Valve
sequence will stop at the current condition. within me limit

Loss of Pump Running

In case a step fails in a stop sequence, an alarm will be generated and the Stop Pump
Feedback
sequence will continue to the next step.
Valve to Start Posi on Pum p Discharge Va lve
within me limit to Start Posi on
If any of the sequences are terminated by the operator, all the equipment
controlled by the sequences will be put to manual mode.
Valve to Close Posi on
If a sequence fails or is terminated, the “Stop Pump” button will run a Close Isola ng Valve
Pum p Running within me limit
Start Pump
stop sequence and can be used to restore the tank to a normal state. Feedback

Sequence Priority:
HOLD
A stop command has higher priority than a start command, and a stop Opera tor inp ut Valve to Close Posi on Close Pump Discharge
to con nue within me limit Valve
command will terminate any running start sequence.

Release Pressure
Controller
Valve to Open Posi on
Open Return Valve
within me limit

Release Load
Controller

Release Controllers
Controllers to Manual
Valve to Open Posi on
Open Is ola ng Valve
w ithin me lim it

End
End

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 TRANSGAS POWER Cargo Operating Manual

illustration 4.3.4a Regas feed Pump

Terminal Header
Unit
5000
Cable
Min. Clearance
Gland
Required for
Pump Removal
On Deck
Gasket Cable

Discharge
Supporter Pipe G 500

Supporter Pipe F
Liquid Dome Top Working Level 3000

2170
Supporter Pipe E

Allowable
3000x 7 Sets
Guide Roller
30732
Supporter Pipe D

Cable Clamp
738
Supporter Pipe C
Supporter Pipe B
Supporter Pipe A Power Cable
1086

Supporter
Sensor Cable

Vibration Detector

1766

(NPSH Datum
950 262 Line Inducer
(Min. Liquid Level Inlet)
for Both Normal Start-Up
and The First Start-Up
After Gas Free)
460
Suction Stop Level 190
Φ520
87.5±17.5
Φ926 Tank Bottom
* Unit : mm

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 TRANSGAS POWER Cargo Operating Manual

4.3.4 Regas Feed Pump 2. General Description • In case the insulation resistance has lowered too much-
comparing value measured at last running, it is
1. Specification The LNG-FSRU is fitted with four (4) regas feed pumps. In the case of the recommendable to trace the cause of deterioration of
FSRU operation mode, the regas feed pumps shall normally be used as the insulation resistance and carry out the countermeasures
Pump LNG feed pump for the regasification units and the regas feed pump can after the pump operation.
Maker Shinko Ind. Ltd. also be used as the emergency cargo pump for emergency discharge in case
Pump model SMR200 of the cargo pumps failure under LNG carrier operation mode. 2) The liquid level in the cargo tank should be higher than the
Capacity rated flow 550 m3/h following:
Number of sets 4 Each regas feed pump shall be designed to send out a rate of approx.
Total head 170 m
200MMSCFD. At a higher send out rate, multiple regas feed pumps shall • 0.95 metre or higher from the tank bottom end of the
be used simultaneously by considering the regas send out rate. The regas foot valve.
Design temperature -163°C
feed pump will be the nominated as “regas feed pump for regas operation”
Design pressure 1.04 MPa G
on the IAS. 3) Discharge valve opening at startup.
Liquid spec. gravity 0.5
Shaft power 177 kW
To keep the cooldown condition of the pump tower of the regas feed pump, • The discharge valve should have a slight opening at the
Efficiency 72 %
the spray-on/off valve should be opened, when corresponding the vapour pump startup. (Do not start the pump with the discharge
Direction of rotation Clockwise viewed from motor temperature of each cargo tank at 95%, is higher than -80 °C. If each cargo valve fully closed.) Determine the optimal valve
Discharge flange ANSI 150 LB– 600A RF tank temperature at 95% is decreased below -100 °C (adjustable), the opening by the user to minimize the effect of water
Minimum starting level 1.07 m + ΔL m (Tripod shrinkage spray-on/off valve should be closed. In this case, the auto/manual selection hammer depending on the actual condition such as pipe
= ΔL m) push button shall be provided in IAS. arrangement.
Stop level 0.31 m + ΔL m (Tripod shrinkage
= ΔL m) If manual mode is selected, the above function shall be inhibited. 4) At least 1.5 hours must be passed after pressure in the column is
NPSHR / Pump down level stable.
At rated flow 1.4/0.7 m (from datum line) 3. Preparation for Operation (Starting Condition)
At minimum flow 0.5/0.3 m (from datum line) CAUTION
Minimum flow 220 m3/h 1) The overall insulation resistance should be more than 1 ΜΩ. This cooling downtime should be secured so that the pump and motor
Rate flow 550 m3/h are to be cooled down to the same temperature with LNG
Maximum flow 660 m3/h  After turning off the power switch provided in the starter, approximately. If cooling down is not enough; it may cause bearing
insulation resistance between the power cable terminal in the troubles and damages of parts having small running clearance between
Motor starter and the grounding should be measured and recorded, the rotational element and the stationary element.
Type Vertical submerged 3-phase using a DC 500 V megger.
Induction  If the measurements are less than 1 ΜΩ, the motor coil may 4. Start
Rated output 220 kW be damaged, so do not start the motor.
Synchronous speed 3,600 rpm  The insulation resistance which has been once dropped 1) Depress the start button to start the motor.
lower than the requirement may recover by leaving the motor
Electric power source AC 440 V / 60 Hz
coil for a long time. Therefore, the insulation resistance of  Cavitation operations must not be carried out.
Rated current 385 A
the motor coil should be measured again before unloading  Do not restart the pump if a low current stop has been
Starting current 2,500 A
without fail. activated in the low liquid level lower than the minimum
Insulation class Class F with Temp. rise B
 The insulation resistance value of 1 ΜΩ is the minimum starting a liquid level.
Min. starting voltage 80 % value for starting the motor. The proper insulation value is  The pump must not be operated under an idle condition
more than 50 ΜΩ, so it is recommendable to trace the cause (normal rotation, opposite rotation) during purging, gas
of deterioration of insulation resistance and carry out the switching, or the like.
countermeasures after the pump operation when the  The pump must not be operated with the discharge valve
measured value is below that minimum value. fully shut.

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.3.4b Characteristic Curve of Regas Feed Pump

Characteristic Curve of
Regas Feed Pump

Pump Down Hd (m)

Total Head H (m)

NPSHR Hs (m)

Shaft Power P (kW)

Pump Efficiency E (%)

200
H

(Height from inducer inlet)

180

160

50 140

40 E
30

200 20
P
4.0 150 10

3.0 100 0

1.0 50

0.5
Hs
0 Hd
0 100 200 300 400 500 600 700
Capacity Q (m3/h)

Pump Motor
Capacity : 550 m3/h Output : 220 kW
-1
Total Head : 170 m Synchronous Speed : 3600 min
Liquid Name : LNG Electric Source : AC 440 V, 60 Hz
Temperature : -163℃
Specific Gravity : 0.5
Maximum Flow : 660 m3/h
Minimum Flow : 220 m3/h

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 TRANSGAS POWER Cargo Operating Manual

CAUTION NOTE When the discharge pressure or electric current becomes unstable
1) In order not to activate the low current trip & high current trip Level 1.55 m is the level that the upper ball bearing is submerged in LNG. and begins to fluctuate or lower, it means that cavitation has
device during pump start, the delay timer must be installed Level 0.95 m is the minimum liquid level for pump start-up. generated or the pump is being operated in a gas inc1usion
separately for start-up and continuous running. Level 0.12 meter is the gap between the foot valve and the tank bottom condition. To prevent such states, the operator shall close down
2) If the discharge pressure does not rise within approx. 10 sec. (full the discharge valve gradually to decrease discharge flow until the
tank) to approx. 60 sec. (liquid level 2m) after the start in direct on CAUTION discharge pressure and electric current have become stable or
line starting, stop the motor immediately and examine possible Each time the motor is started, the temperature of the motor rises due to have increased.
causes. the generation of heat. If the temperature of the motor is high at the time
Each time the discharge pressure and electric current fluctuate or
3) The excessively low discharge pressure means that the pump may of starting, gas occurs in the motor, so that there is a fear of the bearing
lower, repeat throttling the discharge valve.
be rotating in the reverse direction. In that case, the two of three being damaged or the coil is burnt. Therefore, the starting frequency of
phases should be changed. the motor should be minimized whenever possible. The temperature of 4) For the pump which has started once, carry out discharge valve
the motor which has been subjected to continuous running and operation carefully to carry out continuous running without stopping
2) Starting the motor should be carried out only one time whenever restrained running (impossible start) is high, it is necessary to set the until the completion of stripping. (During stripping operation, repeat
possible. In the case of the unavoidable restart, the frequency of cooling time of the motor until the next starting as described above. discharge valve throttling operation mentioned in the above section
starting should be, according to the liquid level in the tank, as 3) well, and take great care not to occur automatic pump stopping by
follows: (Following height is applied under the condition that 5. Running the low current trip of the motor due to a large decrease in discharge
ship is stable condition.) pressure and electric current.)
1) It is desirable to operate the pump in a close condition to the rated
For 1.07 ~ 1.67 meters flow. When discharge pressure and electric current are stable after 5) When the residual liquid in the cargo tank becomes extremely low
For 1.67 meters or more from the starting, therefore, the discharge valve should be opened little by
from the bottom end of even if the discharge valve operation as described above is repeated,
bottom end of suction strainer little immediately, and the unloading operation should be carried
suction valve it becomes impossible to prevent the large decrease of discharge
out as close to the rated discharge flow as possible. pressure due to cavitation or gas inclusion.
a) For starting at the time of the first unloading

The motor may be started and The second starting should 2) Even when running in a closed condition to the rated flow is In such a case, unloading by the pump is impossible, so the pump
stopped by inching continuously twice. be carried out after more difficult, the flow rate should be always within the following should be stopped by hand immediately. When the liquid level in the
The third starting should be carried out than 30 minutes have range: tank has reached a prescribed minimum level, the pump should also
after more than 15 minutes have passed after the first be stopped by hand.
 Minimum flow rate: 220 m3/h
passed after the second stopping. stopping.
 Rated flow: 550 m3/h 6) Do not operate the pump with the discharge valve fully closed.
b) For starting after stopping continuous running  Maximum flow rate: 660 m 3/h
a) Be careful that the discharge valve may be fully closed
If the motor is stopped after operating for more than 30 minutes, the
immediately before the completion of stripping.
motor can be restarted immediately. However, if the motor is stopped CAUTION
after operating for less than 30 minutes, the following starting should The bearing may be damaged by cavitation, vibration, excessive thrust, b) If the pump is operated with its discharge valve almost fully
be carried out after more than 30 minutes have passed. or the like, at the excessive large range (higher than max. flow rate) and closed or approximately fully closed, the liquid in the pump and
If the pump does not start without any problems in 3 seconds after the excessive small range (lower than min. flow rate). Therefore, long- motor may be heated and gasified.
pushing the start switch, the starting should be carried out after the running at any of the other ranges then the above flow range must be
problem has been rectified and more than 30 minutes have passed. avoided. At the time of starting, carry out discharge valve slight opening This may result in seizure of bearings, rotating and stationary
The operation other than inching should be regarded as “Continuous operation as short as possible, and after the completion of starting parts, damage to the motor coil, or some other accidents. It may
Running.” (stable discharge pressure and current), open the discharge valve generate excessive thrust, which may also lead to damage to the
Inching means that the operating time is less than 5 minutes. immediately and increase the discharge amount to approximately rated bearings.
The motor will be reverted to the cold state after 5 hours have passed flow rate.
It should be noted that these accidents may not occur during the
after motor stop.
3) When the liquid level in the cargo tank has become considerably operation with the discharge valve fully closed immediately,
low, the operator should operate the pump while monitoring the however they become potential causes for accidents during
discharge pressure and electric current. subsequent operation.

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 TRANSGAS POWER Cargo Operating Manual

6. Stop The pumps may also be started manually, either remote from IAS by Regas
clicking on the pump and use the “Module Operation Menu” (pop up master
1) Ordinary stop valve
menu). A manual start will be inhibited until the discharge and filling Sequence

Depress the "Stop" button with the discharge valve slightly opened valves manually are set to the correct position for starting the pump. Track sel. PIC PT

or closed condition to stop the motor. When closing the discharge

valve, stop the motor immediately. In principle, the pump should be Before starting the sequence, make sure that the pumps and valves are in
stopped manually when the liquid level is lowered near the bell auto. Controllers will be set in the auto during the sequence.
mouth bottom end. Return valve
Starting one sequence will inhibit the conflicting sequence buttons in the
2) Low current trip same cargo tank.

If the current value becomes less than ?? A (to be confirmed late),

The Regas pump control logic is identical for all tanks. This section will
the motor should be stopped automatically or manually. (Time
describe functionality for one tank only.
setting point: 5 sec.)
Discharge
valve
3) High current trip Purpose: Supply LNG to Regas Main Line
Type: Submerged motor pump
If the current value exceeds 385 A, the motor stops automatically Regas Feed Pump  Alarm and monitoring
by a high current trip. (Time setting point: 0 sec.)  Load control
 Regas header pressure control
7. Regas Feed Pump Control
 Shutdown Regas
 Start interlock Feed
One regas feed pump is installed in each cargo tank. Before starting the Pump
Suction
 Restart restriction
sequence, make sure that the pumps and valves are in the auto. Controllers Return to tank
 Automatic start / stop sequences
will be set in the auto during the sequence.
8. Regas Feed Pump Shutdown
Regas Feed Pump Load Control
In the case of the FSRU operation mode, the regas feed pumps shall
normally be used as the LNG feed pump for the regasification units. To protect the Regas Feed pumps and the cargo tanks, the pumps will be
Purpose: Control the load of the pump
shut down and an alarm given if any of the shutdown signals are activated.
PV: Load reading [A] converted to [% A].
And in case of the cargo pumps failure under LNG carrier operation mode, In the following table, the shutdown conditions are listed. Sequential
SP: By operator. Default is 80 % A, but adjustable.
the regas feed pump can also be used as the emergency cargo pump. blocking for the off-line insulation monitor will be fulfilled by the
OP: Output controls Discharge valve.
switchboard, and a monitoring alarm will be fed to IAS for monitoring
Measurement error: In case of a measurement failure of the
The Regas feed pump can be started automatically by the start buttons on only.
involved transmitter, the controller is set to
the Cargo Tank view.
manual and output is kept steady. An alarm is
Purpose: Prevent damage to Regas Feed Pump or Tank.
generated.
The operator must first select between “Regas Feed” and “Offloading” Regas Feed Pump  Cargo tank level below limit
Tracking: Track set: OP => positions defined by
mode.  Cargo tank pressure below limit
sequence.
 Cargo Pump discharge pressure LL
Track reset: By sequence.
 Regas Feed mode is selected for regas operations. (Active after 30s of confirmed running)
This mode can only be selected if the FSRU mode is active. Auto=>manual: From operator dialog box or sequence

 Transfer mode is selected LNG cargo offloading in an emergency. control.

Manual => auto: From operator dialog box or sequence
A pump start command from the individual tank mimic’s will activate a control.
sequence for opening of the valves (discharge valve and filling valve).

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 TRANSGAS POWER Cargo Operating Manual

The shutdown limits for regas feed pumps are listed below. Illustration 4.3.4c Flow Chart of Restart Restriction for Regas Feed Pump

No.1 No.2 No.3 No.4 Cargo Tank Liquid Level from Tank Bottom
Cargo Tank Liquid Level from Tank Bottom ≥ 1.67 + ΔL m
Cargo Cargo Cargo Cargo < 1.67 + ΔL m and ≥ 1.07 + ΔL m
Tank Tank Tank Tank
(1.55 + 0.12 +ΔL m = 1.67 + ΔL m) (1.55/0.95 + 0.12 + ΔL = 1.67/1.07 + ΔL m)
Regas feed pump shutdown limit ΔL m: Tripod shrinkage ΔL m: Tripod shrinkage
Low tank level [m] 0.058 0.058 0.058 0.058
Tank Pressure [unit] 2 2 2 2
Pump Pump
Available Available
9. Regas Feed Pump Remote Start Interlock
Start from here whenever 5 hours
have passed from the last stopping
To protect the Regas Feed Pumps and the cargo tanks, the pumps will be
prevented to start by an interlock condition if any of the interlock signals are 1 Starts 1 Start
activated. In the following table, the interlock conditions are listed. Allowed Allowed

Purpose: Prevent remote start of regas feed pump from

IAS.
Regas feed pump - Cargo tank level below limit Running ≤ No Running < No
5 Min. 30 Min.
- Cargo tank pressure below limit
- Discharge valve not in start position Yes No Yes
Running <
- Regas feed pump return valve not in open 30 Min.
position
Yes
- Restart restriction active 1 Start Wait 30 Min.
Allowed After Stopping

The interlock limits for the regas feed pumps are listed below. Wait 30 Min.
After Stopping

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

Running ≤ No
Cargo Cargo Cargo Cargo 5 Min.
Tank Tank Tank Tank 1 Start
Regas feed pump interlock limit Yes Allowed
Tank level [m] 0.168 0.168 0.168 0.168
Tank Pressure [unit] 3 3 3 3
Wait 15 Min.
Discharge valve Max [%] 25 25 25 25 After Stopping
Discharge valve Min [%] 15 15 15 15 Running < No
30 Min.
Return Valve [%] 90 90 90 90
Restart Interlock Limit Yes
Tank Level [m] 0.638 0.638 0.638 0.638

Wait 30 Min.
10. Regas Feed Pump Restart Restriction After Stopping

The pump restart restriction is implemented in IAS, based on pump maker

specification.
(Remark)
* 1.55 m is the height from pump's suction strainer. This height is the height that the upper ball bearing is submerged in LNG.
* 0.95 m is the height from pump's suction strainer. This height is the lowest height that can permit the pump startup.
* 0.12 m is the gap between pump's suction strainer and tank bottom.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 48 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

11. Regas Feed Pump Sequences Regas Feed Pump Start Sequence in Regas Feed Mode Regas Feed Pump Start Sequence in Offloading Mode

The Regas feed pump can be started by initiating the Regas feed pump
Start Regas Feed Pump Start Regas Feed Pum p
sequence. The operator can start the sequence from the Cargo Tank view.
Condi on for next step Condi on for next step
Select Auto
A sequence start command will activate a sequence for operating valves PID Controller in Track
Select Auto and F orce Controller
PID Controller in Track Mode
(discharge valve, return valve and master valve) and regas feed pump. If and Force Controller for Discharge Valve
Mode
for Discharge Valve
the sequence button is available on the IAS, any eventual remaining
Close Regas Isola ng
interlocks (such as valve position interlocks) will be cleared by the Valves to Close Posi on
and R eg as/Liquid
within me limit
sequence. Controllers, pumps, return valve discharge valve and master Close Rega s Isola ng Is ola ng Valves
Valves to Close Posi on
valve are put to auto during the sequences. and R eg as/Liquid
w ithin me lim it
Isola ng Valve
Valve to Clos e Posi on
Close Cooling Va lve
The pump sequence interface is indicated in the figure below: w ithin me lim it

Valve to Close Posi on

Close Cooling Va lve
w ithin me lim it
Offloading Start Pump Valve to Open Posi on
Open Return Valve
within me limit
| Soft Butt on | Soft Butt on |
Regas Stop Pump Valve to Open Posi on
Open Return Valve
w ithin me lim it
Valve to Start Posi on Pum p Discharge Va lve
Continue
w ithin me lim it to Start Posi on
Start Sequence – Step Description Dynamic Text: Current Step Description
Valve to Start Posi on Pum p Discharge Va lve
<Regas Feed Pump Sequence Interface> within me limit to Start Posi on
Pum p Running
Start Pump
Feedba ck
Sequence Failure Handling:
Pump Running
Start Pum p HOLD
Feedba ck
Operator input
In case a step fails in a start sequence, an alarm will be generated and the
to con nue
sequence will stop at the current condition. HOLD
Operator input
to con nue Release Load
In case a step fails in a stop sequence, an alarm will be generated and the Controller
sequence will continue to the next step.
Release Pressure
Controller Valves to Close Posi on Close CP1,2 Discha rge
If any of the sequences are terminated by the operator, all the equipment
w ithin me lim it and Tank F illing Valves
controlled by the sequences will be put to manual mode.
Release Load
If a sequence fails or is terminated, the “Stop Pump” button will run a stop Controller Valve to Open Posi on Open Regas/Liquid
w ithin me lim it Is ola ng Valve
sequence and can be used to restore the tank to a normal state.
Valve to Open Posi on Open R eg as Iaola ng
Sequence Priority: within me limit Valve Valve to Open Posi on Open Liquid Isola ng
within me limit Valve

A stop command has a higher priority than a start command, and a stop
Valve to Open Posi on
command will terminate any running start sequence. Open Cooling Valve Valve to Close Posi on
w ithin me lim it Close Return Valve
w ithin me lim it

End End

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 49 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

Regas Feed Pump Stop Sequence in Regas Feed Mode Regas Feed Pump Stop Sequence in Offloading Mode

Stop Regas Feed Pump Stop Regas Feed Pump

Condi on for next step Condi on for next step

Select Auto Valve to Stop Posi on Pump Discharge Valve

PID Controller in Track
and Force Controller within me limit to Stop Posi on
Mode
for Discharge Valve

Loss of Pump Running

Valve to Stop Posi on Pump Discharge Valve Stop Pump
Feedback
within me limit to Stop Posi on

Close Regas Isola ng

Valves to Close Posi on
Loss of Pump Running Valve & Regas/Liquid
Stop Pump within me limit
Feedback Isola ng Valve

Close Regas Isola ng Valves to Close Posi on Close CP 1 2 Discharge

Valves to Close Posi on
and Regas/Liquid within me limit & Tank Filling Valves
within me limit
Isola ng Valves

Valve to Close Posi on Close Liquid Isola ng

Valve to Close Posi on Close Pump Discharge
within me limit Valve
within me limit Valve

Valve to Close Posi on Valve to Close Posi on Close Pump Discharge

Close Cooling Valve within me limit Valve
within me limit

Valve to Open Posi on Valve to Open Posi on

Open Return Valve Open Return Valve
within me limit within me limit

Release Controllers Release Controllers

Controllers to Manual Controllers to Manual

End End

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 50 Part 4 Cargo System

 TRANSGAS POWER Cargo Operating Manual

Illustration 4.4.1a HD Compressor

Lube Oil Pressure

Bulkhead Low Low
Lube Oil Pressure

Bulkhead Low
Lube Oil Supply

EMS + ESD
Seal Gas Supply

Gas Heater

Common
Low Low

Low Low

Low Low
Pressure

Pressure
Seal Gas
Temperature
Lube Oil Supply

Low
Differential
Pressure

ESD
Common
Pressure

Trip

Trip
Uninterrupted Oil System

Suction
Discharge Gas Bearing Bulkhead Oil Seal
I1 I2 I1 Access to I1 I1 I1 I1 I1 I1

Alarm
Temperature Temperature Temperature Oil Temperarure
A T T A T A A A T T T A A T A T A T T T
Vent
TI PDAL PDI PDALL PDI TAHH TI TI TAH TAHH TI TI TAL TAH PAL PI PALX PALL TAHH TI TI TAL TAH PALL PAL TAHH TI TI TAH XA XA XA XA XA
1A 11A 11A 11B 11B 2A 2A 2B 2B 9A 9AA 9A 9F 9F 8 8 8 8A 8B 8B 8A 8A 8A 8C 8C 10A 10A 10B 10B 15.5 15.10 15.11 15.6 15.7

TI PLLL PDIT TLHH TI TLHH TE TE PI PIT PLLL PSLL TE PLLL PSLL PSL TLHH TE TE HS HS CA L L L L EMS L
Surge 11B
SVA SVLA 1 11B 2A 2 9A 9A 9F 8B 8 8A 8A 8A 8C 8C 8C 10A 10A 10B 15.3 15.5 15 15.5 15.10 15.11 15.6 15 15
Control T L H
1 1 Reset Flash Flash Local Power
Trip Aux. LOP Pressure
Low Low or Light Light EMCY On
Suction Gas PAL TLHH TE
Pressure Low
Repeated Pressure Stop Stop
1 Low Alarm 8B 8B
PDIT
11A L XU Compressor
F11 D.5
L H
Seal Gas 15.2 15.2 Ready to Start

Suction Gas XU Main Motor

PI
Pressure 14.2 Ready to Start
1A
Discahrge Gas PI PI XU Prelubrication
Pressure 2A 11 FI.11 15.11 Conditions Met
Anti Surge Valve
HS XU External
Solenoid Manual Surge Controller PDCV
Gear Box I1
15.12 Interlock
Energize Order from IAS 1.2 Intergrated in IAS 11
Solenoid Valve SVI PI CV.12 PCV
I1 Cabinet PCV HSH
Compressor
Energized 1 12 12 8 Remote
Anti Surge Valve 15.3A
HZC Start Order
Manual Closing
Compressor HSH XS Compressor
Order from IAS 1
PIT PI PIT PI TE TE Local Start 15.3 15.4 Start Order
Process Gas Orifice PDI Bulkhead
Differential Pressure 1 1 1 2 2 2A 2B
T S M14 Compressor HSL XS Compressor
Process Gas FI Local Stop 15.4 15.4 Stop Order
Mass Flow 1 L14
Compressor
HSL
Process Gas FI Remote
Asynchronous 15.4A
Volumetric Flow TI Stop Order
1A
Motor 8 Compressor L XU Main Motor
Process Gas out M.14
H14 Running 15.7 14 Energized
PI S
XA Main Motor
1B Alarm
V 14.5

FG.8A

FG.8B
COL.8 DE ND Duplex Oil
1 U V W
I/P FCV Filter Main Motor
F.3 L XA
Instrument Air 1 PDIT F.7 14.8 14.8 Trip
FY 1 LO
PCV PSet. 6.9 barg V.6B
Anti Surge ZI 1 TI
1 L Lamps HS
Valve Position 1 9B
PDI PDI PDIT To All Lamps
ZT TE Test 15.4
1 V.6A CV.6A 7A 7B 7 A
1 PSet 6.9 bar T
Anti Surge ZIL LO H
ZSL L XA Instrumention XA Instrument
Valve Closed 1 F.1 Auxiluary Lube or Control or Control
1 15.9 15.9B 15.9A
Compressor Main Oil Oil Pump Motor Fault Trip Fault Alarm
Anti Surge ZIH ZSH Pump P.6B 4~20mA PDI
I1 IGV
LO
Valve Opened 1 1 V.6C CV.6B 7
FE Oil Filter
1 P.6A
Process Gas in ZT [Compressor Room] PDAH Diff. Pressure
YE A
3 7
[Motor Room]

V.6F
LO
9
IGV ZI F.5C
I1 ZI HY
Position 3A
3 3
DV.1
Auxiluary Lube Oil
Oil
Water
J Cooling Water In
LG.5 Oil Pump Motor Vent Cooler Vent DE K Cooling Water Out
ACT.3
PI M M.6 TCV.6
TE TI TAH I1
V 3 Oil Tank 14DA 14DA 14DA
A
Motor Diving
H.5
3 end Bearing
Flow F.5A F.5B TE TI TAHH
FIC Oil Water Temperature
L14 L14 DV NED T
Controller 1 Vent Drain 14DB 14DB 14DB
PCV DV.5 6
3 TI TI TI TAH I1
Pressure PIC TE
P

YE DV.5 A Motor Non

ALOP ALOP ALOP 6B 6A 14NA 14NA 14NA
Controller 1 TI LSL TE TE TCV 9 Driving
5 5 5B 5A Start Running Stop
HSL Load 5 LSHH TE TI TAHH End Bearing
3 Decrese YI YET YLHH L HSH L HSL 14 M14 U T Temperature
14NB 14NB 14NB
9 9 9 6.2 6.1 6 6.2
HSH Load TI TAH I1
TE
RTD

RTD

3 Increase A Motor U
14UA 14UA 14UA
Winding
Local/Remote XU HS Local/ ALOP ALOP TE TI TAHH Temperature
Switch Position 15.1 HSH HSL Remote EHY LAHH EMY V T
15.1 Remote YI Remote 14UB 14UB 14UB
9A 6.1A 6.2A Stop 14 14 14
I2 A A Start
XU XA I1
Main Motor
Power Supply
Space Heater

Key TE TI TAH
Main Motor

6.2 6.3 T A
LALL LALL TAHH TI TI TAL TAH Power Supply 14VA 14VA 14VA Motor V
Vapour Line ALOP ALOP ALOP
Motor Cooling
Water Supply
Leakage
A XS XS Winding
5 5 5B 5B 5A 5A 5A YAH YAHH Start Motor Stop Motor
Ready to I1 I2 6.1 6.2 TE TI TAHH Temperature
Nitrogen Line A A T A A
9 9 Start W 14VB 14VB 14VB
T
ALOP
Fresh Water Line I1 I2 I1 I1 I2 A T ALOP Operation
Staem I1
Failure ALOP EMY HS
Mode After Cooling Water TE TI TAH I1
LO Line Oil Tank Oil Tank
In/Outlet
Power Supply 6 6.4
Compressor Stop 14WA 14WA 14WA
A Motor W
Oil Level Oil Level High Speed Shaft Inlet Winding
Instrument Air Line Low Low Low Oil Tank Oil Temperature Radial Displacement Temperature
TE TI TAHH
Steam Line ALOP XU XU Recovery from Thermal Bow Cooling Water 14WB 14WB 7WB
T
Run Feedback 6 15.13 Ongoing Outlet

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4.4. Compressor 3. Compressor Systems pump is operating. Relief valves protect the pumps discharge oil lines.

4.4.1 HD Compressors Compressor The lube oil is cooled by a heat exchanger unit. The thermal bypass
temperature control valve prevents the lube oil from overcooling and
1. Specification The skid-mounted compressor features a plug-in closure assembly, which maintains the lube oil temperature within a limited range (38 to 47 °C).
allows for quick replacement of the rotating portion and adjacent
stationary components. The compressor portion of the machine is of axial The lube oil flows through a double filter. The position of the double filter
Specification changeover valve determines which filter is used. The clogging indicator
inflow type, with variable inlet guide vanes. The compressor has been
Maker Cryostar as well as the pressure differential transmitter inform of the pressure drop
designed to operate over the range of pressures and flow rates. Proximity
Model CM 400/55 across the operating filter and provide an indication of the filter element
probe pick-ups are provided to allow the monitoring of the compressor
Centrifugal Single Stage Fixed speed condition. A differential pressure higher than 0.25 MPa indicates that a
Type shaft vibration.
with adjustable guide vanes filter element cleaning or changing is necessary.
Number of sets 2 Seal Gas System
Capacity (Volume flow) 35,000 m3/h A pressure control valve is regulating the oil flow/pressure to the
Capacity (Mass flow) 54931 kg/h The seal gas is provided to the skid by an external source. The seal gas consumers. The excess oil is bypassed by the machine and returns directly
Inlet pressure 0.106 MPa a system ensures that the lube oil is not entering the process and avoids to the oil tank. Two low oil pressure switch levels are provided:
Outlet pressure 0.196 MPa a process gas flow into the gearbox. The seal gas is provided through a
carbon rings system at a higher pressure than the pressure linked with the  the first one activates the low oil pressure alarm and
Inlet temperature -140 °C energizes the auxiliary lube oil pump,
compressor suction pressure. Due to the drillings in the wheel (applied to
Outlet temperature -109.0 °C
reduce the axial thrust on the wheel), the pressure in the cavity behind the  the second one shuts down the system when the pressure
Shaft speed 11200 rpm
wheel is equal to the compressor inlet pressure. In order to guarantee a falls below the minimum oil pressure.
Electric motor 1160 kW x 6,600 V x 3580 rpm
supply pressure higher than the compressor inlet pressure, the seal gas
system includes a pressure control valve. Temperature sensors are monitoring the gearbox high speed shaft bearing
2. General Description
temperature (normal operating: +65°C below) and activate an alarm (Low:
The part of the seal gas entering the gearbox from the shaft seals is returned +15°C, High: +70°C) and a trip (+75°C) if needed.
Two (2) high duty (HD) compressors are installed in the cargo compressor
to the lube oil tank. Then it is separated from the oil and vented to the
room and are used to return gas to shore during loading and initial cooling
atmosphere through an oil demister. The other part of the seal gas mixes The lube oil then collects in the lube oil sump. The lube oil contains a
down, to circulate warm NG during tanks warming-up, and transfer BOG
with the process gas flow. mixture of lube oil and seal gas. The seal gas is vented from the reservoir
to GCU if possible.
through a mist separator and piped away to the atmosphere.
Lube Oil System
The motors are installed in an electric motor room that is segregated from
Surge Control System
the compressor room by a steel gas tight bulkhead. The drive shaft between The gearbox lubrication oil is stored in a 320 litre tank, equipped with an
the motor and the compressor penetrates the bulkhead via a mechanical oil demister. The lube oil level can be checked through a sight glass. In Surge Definition: Oscillation of pressure and flow, including a flow
seal operated with a pressurised oil barrier. order to prevent the tank from leaking when the glass is inadvertently reversal. The surge flow reversal is the only point of the curve when
broken, the level gauge is equipped with two self-closing valves. To check pressure and flow drop simultaneously.
The compressor is a fixed speed compressor, with an inlet guide vane
the lube oil level, push both self-closing valves.
(IGV). Surge Phenomena: Rapid flow oscillations, thrust reversal, potential
The oil tank includes an integral electrical immersion heater. damage, rapid pressure oscillations and rising temperature inside the
The compressor flow rate depends on the IGV position. By controlling the
compressor.
IGV position the vapour header pressure can be maintained at a desired Set points for the lube oil system control are listed in the Set point list. The
pressure. lube oil is supplied from the tank to the different subsystems with either Surge Consequences: Unstable flow and pressure, causing:
the electrical or the mechanical lube oil pump.
Surge protection is maintained by the Standard K-Chief Anti-Surge  Damage to seals, bearings, impeller and shaft.
controller in IAS. The main operational pump (mechanical pump) is driven by the low speed  Increased seal clearances and leakage.
shaft gear. In case of failure of this main pump, the standby electrical pump  Reduced compressor life.
is energized immediately and a remote alarm indicates that the auxiliary

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Illustration 4.4.1b Performance Map of HD Compressor

100 100
Operating Points
90 90

80 80

70 70

Adiabatic Head (kJ/kg)

60 60

)
(3
2.0 rge

ote
50 50 Su e
Lin

eN
100 % CH4

Se
90 % CH4
40 40

Discharge Pressure (bar a)

1.6 30 30 0˚
15˚

20 20

10 10
1.2
Inlet Guide Vanes
Min Setting
0 0
2 1.5 1 0.5 0 10000 20000 30000 40000
Inlet Density (kg/m )
3
Inlet Volume Flow (m /h)
3

2 1.5 1 0.5 0 10000 20000 30000 40000

20 0.5

0
Density (kg/m3)

1.0
-20
Inlet Temperature [ C]

-40 1.5

-60
30
Molecular Weight [g/mol]

2.0
-80 10 20 30 40 50 60 70 80 90
26 22 18 14
Mass Flow (103kg/h)
-100
Note 1. IGV settling indicative only and subject to
change, will be confirmed during testing.
-120
2. The envelop corresponds to the predicted performance
of Wheel. Predicated curves, not contractural.
-140
3. Minimum flow from ship when recycle
loop is open.
-160 These curves, except Adiabatic head Rise vs Volume Flow curve,
are only valid for : Pin = 1.06 bar(a)

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An automatic surge control system is provided to ensure that the a bumpless transfer is required when returning back to REMOTE LimitL ASV manual opening from IAS (HZC-1).
compressor flow rate does not fall below the designed minimum. Below operation. Other Manual control is possible, but the controller will
this rate, the gas flow will not be stable and the compressor will be liable automatically act in case control line is crossed.
Inlet Guide Vanes
to surge, causing shaft vibration which may result in damage to the
compressor. To achieve the required gas flow, the compressors have inlet guide vanes
fitted at the suction end. The vanes are operated by pneumatic actuators
The gas compressors are equipped with an automatic surge control system which receive control signals from the flow controller. Rotation of the OP
which consists of the following: vanes is possible through an indicated angle of 80° to -30°. XIC HZC
1 LimitL 1

 A differential pressure transmitter and orifice to measure the flow 4. HD Compressor Control Description TE PIT PDIT
rate. 1 1 1 PIT
 A pressure transmitter for both compressor inlet and outlet. Anti-Surge Control 2

 An anti-surge controller.
 A recirculating valve on the gas stream. Purpose Protection controller to prevent the machine from
surge. M IGV
On the basis of a preset ratio between the gas flow and compressor Protection controller to prevent the machine from
differential pressure signals, the anti-surge controller produces a signal surge and work together with the surge valve. One <HD compressor 1st Anti-surge Control Principle>
which modulates the compressor recirculating valve on the surge control controller (XIC-1) and one anti-surge valve.
line. Also, when the operating point is fallen down below the surge control PV X axis: Flow coefficient by means of: Load Control
line, the recirculating valve will be immediately fully opened. - Suction orifice DP
Pressure control
Y axis: Pressure ratio calculated by means of:
Axial and Vibration Displacement Monitoring System
- Suction pressure & discharge pressure Purpose Compressor capacity control to maintain vapour
The compressor rotor is monitored for both vibration and axial SP The Anti surge safety and control line is based header pressure.
displacement and the alarm and shutdown is transmitted to the control upon maker requirements. PV Vapour header pressure
panel. The lines are defined as XY plot where X is the SP Operator input
"Volume flow" and Y is the "pressure ratio". The OP Output controls the compressor IGV (IGV rate of
 Vibration high level an alarm will be initiated. lines are suction gas temperature compensated. change ± 3%/s).
 Vibration high-high level causes the unit to shut down. If the control line is passed, the controller output Tracking Compressor stopped condition will set the output
starts to open. to start position.
Bulkhead Shaft Seals
In case the operating point crosses the safety line, When in local mode, the controller will track the
A flow orifice regulates the oil flow and oil pressure to the bulkhead seal. the corresponding anti-surge valve solenoid will IGV position for bumpless transfer between local
This oil is used for the lubrication of the shaft seal and returns back to the be de-energised. If the compressor fails to and remote control.
oil tank. increase its flow to safe region again the Measurement If any measurement failure of the involved
compressor will be tripped (SVA-1) after a 3 error transmitters, the controller is forced to manual
 Supply pressure low switch initiates an alarm 3 seconds delayed. seconds delay (the trip is inhibited the first 10 mode.
 Supply pressure low-low switch cause unit shutdown 3 seconds seconds of compressor running). Other None
delayed. OP Output controls the compressor bypass valve.
 Seal temperature initiates an alarm. Action Reverse Flow control
Tracking Track Set: OP→ 100% at compressor stopped
 Seal temperature causes unit shutdown. Purpose Compressor capacity control to maintain desired
condition or trip. Track reset: Controller is released
flow.
Compressor Capacity Control after compressor run + start timer (30s)
PV Volumetric suction flow
Measurement If any measurement failure of the involves
The compressor controller detects the pressure in the vapour main pipeline SP Operator input
error transmitters, the OP is forced to 100%
and alters the guide vane position to meet the pressure required. It is OP Output controls the compressor IGV (IGV rate of
LimitH None
possible to change the guide vane control to LOCAL mode if required, but change ± 3%/s).

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Tracking Compressor stopped condition will set the output Tag Name Description Value Tag Name Description Value
to start position. The timer starts when the lube oil LOP will automatically be stopped
Lube oil
Measurement If any measurement failure of the involved supply pressure is above the low limit. when this timer has elapsed.
- pressure 30 sec
error transmitters, the controller is forced to manual The timer will need to be elapsed to
timer
mode. allow start of the compressor. Sequence Control
When in local mode, the controller will track the Gearbox The timer starts when the gearbox
IGV position for bumpless transfer between local internal internal temperature is below its high Start-Up Sequence
900
and remote control. - temperature limit and above its low limit.
sec Start - Operator Start from IAS (Remote Mode)
Other None maintain The timer will need to be elapsed to Seq. - Operator Start from Local Panel (Local Mode)
OR
Start Interlock
timer allow start of the compressor. Compressor Start Terminate

The timer starts when the lube oil

pressure is above the Low limit. - Compressor Start Comp. EL Error - According to Logic “Start Interlock”
Lube oil Energized Motor
When the timer has elapsed and the
operation - Compressor Shutdow
- ramp up time has completed, the Aux. 30 sec Energize
- Stop Sequence Activated OR
maintained Anti-Surge Valve
- Operator Termination from IAS
lube oil pump will be stopped
timer
(also in case of standby start due to
- Activate Comp.
low lube oil pressure). Stop Seq.

DPT The timer starts when the main motor

energised feedback is lost. End
F(x) M IGV
PV
Coast down During the coast down period Aux.
- 90 sec
Adjustable FIC timer LOP operation is forced active to <HD Compressor 1st Simplified Start Sequence>
By Operator SP OP
HY ensure continuous lubrication of the
gearbox along the coast down period. Stop Sequence
Adjustable PIC
By Operator SP OP The timer starts after compressor full
Start - Operator Stop from IAS (Remote Mode)
PV Switch mechanical stop (coast down timer - Operator Stop from Local Panel (Local Mode)
OR
Seq. Start Interlock
Vapour header PT elapsed). Compressor Stop Terminate
press
Condition
During the thermal bow recovery for Next Step Action
<HD compressor 1st Load Control Principle>
period compressor start is interlocked - IGV in Minimum IGV in Minimum Error - None
Thermal bow Position Position
to ensure thermal bow recovery of the 600
Timer Control - recovery
compressor high speed shaft. sec - Operator Termination from IAS
timer
Compressor
Speed
The Aux. LOP operation is forced - Compressor Start Comp. EL Error
Energized Motor
Time Lube oil operation Coast down Post lubraication
active (excluding stop by EMS, ESD,
maintained time time continuation time
xxx s
Main motor
xxx s xxx s
seal gas pressure too low, lube oil
energized feedback
Ramp-up
time
lost Thermal bow
recovery time
tank level low and lube oil tank De-Energize Error
Main motor xxx s xxx s Anti-Surge Valve
energized feedback temperature too high).
(HS if applicable)
The timer starts after compressor full
mechanical stop (coast down timer
Aux. LOP
End
operation
Aux. LOP Aux. LOP
operation
Aux.LOP
operation
Aux. LOP elapsed) excluding stop by EMS,
Stopped operation
active forced active forced active* active*
Post ESD, seal gas pressure too low, lube <HD Compressor 1st Simplified Stop Sequence>
lubrication oil tank level low and lube oil tank 1800
-
continuation temperature too high. sec
timer During the post lubrication
<HD compressor 1st Timer Overview> continuation period, the Aux. LOP will
continue to run. If automatic stop is
selected by the operator, the Aux.

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Electric Motor Control Module Module Condition

Tag Description Lim. Value
terminal type description
Purpose Control of the electric motor for the High Duty Compressor. GEARBOX
Shaft Bearing
Auto start By compressor start sequence 11-TE-9F LimitL meas_av HIGH SPEED SHAFT L 15.0
Temp. L
Auto stop By compressor stop sequence BEARING TEMP
Ready to start Ref below figure. GEARBOX HIGH SPEED Shaft Bearing
11-TE-9F LimitH meas_av H 70.0
Shutdown Ref below figure SHAFT BEARING TEMP Temp. H
Other The electrical motor is part of the PMS Heavy Consumer Control. GEARBOX INLET OIL Gearbox Inlet Oil
11-PIT-8 LimitL meas_av L 1.0
When active, the Heavy Consumer Control monitors the power plant and releases its power PRESS Press. L
interlock signal if the power plant is in a suitable state. BULKHEAD SEAL Bulkhead Seal
Note: If local start from MCC is possible the start interlock must be hardwired to the start 11-PSL-8C Meas1 meas_dh 1
PRESS L Press. L
with failsafe. SEAL GAS DIFF PRESS Seal Gas Diff.
11-PDIT-11A LimitL meas_av L 0.15
Comp. Start Sequence Start
L Press. L
11XA14.5 Meas1 meas_dh MAIN MOTOR ALARM Main Motor Alarm 1
Comp. Stop Sequence Stop

GEARBOX INLET OIL Gearbox Inlet Oil

11-TE-8A LimitL meas_av L 20.0
TEMP Temp L
Power Request
Start Interlock Interlock
to PMS
Start Order to
Lube Oil Tank
MCC
11-TE-5A LimitH meas_av LUBE OIL TANK TEMP H 58.0
Stop Order to
Temp. H
MCC

Interlock
to MCC
Start interlock 2
Trip/Shutdown Shutdown Relay Logic in FS

Heavy Consumer Control PowerInterlock

Shutdown Closed Contact

Shutdown
to MCC
Any of the conditions listed below will interlock start of the compressor.
CPU Watchdog
- No trip
Open Contack
Reset Button Relay Reset - Trip

 Analogue value represents the limit value for the condition description.
<HD Compressor 1st Electric Motor Control Principle>  Digital value represents the logic state for the condition description.

Start Interlock 1 <Table 2 : HD Compressor 1st Start Interlock 2>

Module Module Condition
Tag Description Lim. Value
Any of the conditions listed below will interlock start of the compressor. terminal type description
Surge Valve not
11-ZSH-1 Meas1 meas_dh SURGE VALVE OPEN 0
 Analogue value represents the limit value for the condition description. Fully Open
 Digital value represents the logic state for the condition description. IGV Above Start
11-ZT-3 LimitH meas_av IGV POSITION H 14.0
Pos.
<Table 1 : HD Compressor 1st Start Interlock 1> IGV Below Start
11-ZT-3 LimitL meas_av IGV POSITION L 10.0
Module Module Condition Pos.
Tag Description Lim. Value
terminal type description 11XA15.11 Meas1 meas_dh COMMON TRIP Common Trip 1
COMPRESSOR Comp. Outlet Temp. EXTERNAL Suction Valve not
11-TE-2B LimitH meas_av H 90.0 11XU15.12 Meas1 meas_dh 0
OUTLET TEMP H INTERLOCK FROM IAS Open
RADIAL SHAFT Radial Shaft Displ. RECOVERY FROM Recovery from
11-YET-9 LimitH meas_av H 50.0 11XU15.13 Meas1 meas_dh 1
DISPLACMENT H THERMAL BOW Thermal Bow
Lube Oil Tank Level Lube Oil Press.
11-LSL-5 Meas1 meas_dh LUBE OIL TANK LEVEL L 1 11XU15.11A Meas1 meas_dh LUBE OIL PRESS OK 0
L Timer not OK
Bulkhead Seal GEARBOX INTERNAL Gearbox Temp.
11-TE-10B LimitH meas_av BULKHEAD SEAL TEMP H 75.0 11XU15.11B Meas1 meas_dh 0
Temp. H TEMP OK Timer not OK

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Module Module Condition  Analogue value represents the limit value for the condition description.
Tag Description Lim. Value
terminal type description  Digital value represents the logic state for the condition description.
SURGE VALVE Surge Valve
11-SV-1 Meas1 meas_dh 1
SOLENOID Energised <Table 4 : HD Compressor 1st Process Trip 1 Sensor Fault>
AUX. LUBE OIL PUMP Aux. LOP not Module Module Condition
11XU6 Meas1 meas_dh 0 Tag Description Lim. Value
RUNNING Running terminal type description
MAIN MOTOR COMPRESSOR
11XU14.11 Meas1 meas_dh Main Motor Rotating 1 11-TE-2A Error meas_av Outlet Temp. Fault 1
ROTATING DISCHARGE TEMP
11XA6.3 Meas1 meas_dh AUX LOP FAILURE Aux. LOP Failure 1 11-PDIT- SEAL GAS (DIFF) Seal gas (Diff.)
Error meas_av 1
11StIlckError START INTERLOCK Start Interlock 11B PRESS LOW LOW press Fault
LogOut logic 1
OR SENSOR FAULT Sensor Fault Lube Oil Tank
11-TE-5B Error meas_av LUBE OIL TANK TEMP 1
Temp. Fault
Trip, SD1. OR GEARBOX HSS HSS Bearing Temp.
11-TE-9A Error meas_av 1
BEARING TEMP Fault
Any of the conditions listed below will shut down the compressor. Bulkhead Seal
11-TE-10A Error meas_av BULKHEAD SEAL TEMP 1
Temp. Fault
 Analogue value represents the limit value for the condition description. 11-YET-9 Error meas_av HSS DISPLACEMENT HSS Disp. Fault 1
 Digital value represents the logic state for the condition description.
Trip, SD3. OR
<Table 3 : HD Compressor 1st Process Trip 1>
Module Module Condition Any of the conditions listed below will shut down the compressor.
Tag Description Lim. Value
terminal type description
meas_av COMPRESSOR  Analogue value represents the limit value for the condition description.
11-TE-2A LimitHH Outlet Temp HH HH 100
DISCHARGE TEMP  Digital value represents the logic state for the condition description.
11-PDIT- meas_av SEAL GAS (DIFF) Seal gas (Diff.)
LimtLL LL 0.1
11B PRESS LOW LOW press LL <Table 5 : HD Compressor 1st External Trip>
meas_dh BULKHEAD SEAL Module Module Condition
11-PSLL-8C Meas1 Bulkhead Press. LL 1 Tag Description Lim. Value
PRESSURE LOW LOW terminal type description
meas_dh LUBE OIL PRESSURE 11XA14.8 Meas1 logic MAIN MOTOR TRIP Main Motor Trip 1
11-PSLL-8A Meas1 Lube Oil Press. LL 1
LOW LOW Emergency
EMERGENCY
LimitHH meas_av Lube Oil Tank 11-EMS-15 Meas1 meas_dh Shutdown from 1
11-TE-5B LUBE OIL TANK TEMP HH 59.0 SHUTDOWN LOCAL
Temp. HH Local
LimitHH meas_av GEARBOX HSS HSS Bearing Temp. Emergency
11-TE-9A HH 75.0 EMERGENCY
BEARING TEMP HH 11-XA-15.7 Meas1 meas_dh Shutdown from 1
SHUTDOWN ESD
LimitHH meas_av Bulkhead Seal ESD
11-TE-10A BULKHEAD SEAL TEMP HH 80.0
Temp. HH EMERGENCY Emergency
11EMS15IAS Out manin_d 1
11-YET-9 LimitHH meas_av HSS DISPLACEMENT HSS Disp. HH HH 75.0 SHUTDOWN IAS Shutdown from IAS
LUBE OIL TANK LEVEL Lube Oil Tank Level LUBE OIL PRESSURE Lube Oil Pressure
11-LSLL-5 Meas1 meas_dh 1 11-PALX-8 Meas1 meas_dh 1
LOW LOW LL REPEAT LOW ALARM Repeat Low
Lube Oil Pressure
11SVA1 Meas1 meas_dh SURGE CONTROL TRIP 1
Trip, SD2. OR Repeat Low

Any of the conditions listed below will shut down the compressor.

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Trip, SD4. OR Comp. Start Sequence Start

Any of the conditions listed below will shut down the compressor. Main Motor Energized
&
PIT8 L
OR
 Analogue value represents the limit value for the condition description. Start after BO
 Digital value represents the logic state for the condition description.
Local/Remote Mode
&
Local/Remote Start
<Table 6 : HD Compressor 1st External Trip Sensor Fault> &
Module Module Condition Start Interlock
Tag Description Lim. Value
terminal type description Start Order to MCC
GEARBOX INLET OIL Gearbox Inlet Oil Local/Remote Mode Stop Order to MCC
11-PIT-8 Error meas_av 1 &
PRESSURE Press Fault Local/Remote Stop
&
ORIFICE PLATE Thermal Bow Rec.Timer On
Orifice Diff. Press.
11-PDIT-1 Error meas_av DIFFERENTIAL 1
Fault Coastdown Timer Finished OR
PRESSURE &
Coastdown Stop Criteria
COMPRESSOR INLET
11-TE-1 Error meas_av Inlet Temp. Fault 1
TEMPERATURE Post Lube. Cont. Finished
&
COMPRESSOR INLET Auto Stop On
11-PIT-1 Error meas_av Inlet Press. Fault 1 Stop
PRESSURE Aux. LOP Failure
COMPRESSOR OUTLET
11-PIT-2 Error meas_av Outlet Press. Fault 1 Compressor Running HS
PRESSURE
Ramp-up Time Elapsed &
IGV POSITION
11-ZT-3 Error meas_av IGV Pos. Fault 1 PIT8 L TN
FEEDBACK LO Operation
Maintained Time
Aux. LOP (Lub. Oil Pump) Control <HD Compressor 1st Aux. LOP Control Principle>

Purpose Pre- and after- lubrication of the compressor. Aux. lube oil pump interlock, Aux. LOP Interlock 1
Standby pump in case of mechanical driven LOP failure during compressor running.
Auto start Ref. below figure. Any of the conditions listed below will interlock start of the Aux. LOP.
Auto stop Ref. below figure.
Ready to start Ref. below figure.  Analogue value represents the limit value for the condition description.
Shutdown None.
 Digital value represents the logic state for the condition description.
Other Local start/stop available from the Local Control Panel.
<Table 7 : HD Compressor Aux. LOP Start Interlock 1>
During the coast down and thermal bow recovery period, Aux. LOP manual stop from
Module Module Condition
IAS and LCP is inhibited. Tag Description Lim. Value
terminal type description
Lube Oil Tank Temp.
11-TE-5A LimitH meas_av LUBE OIL TANK TEMP H 58.0
H
Lube Oil Tank Temp.
11-TE-5A LimitL meas_av LUBE OIL TANK TEMP L 25.0
L
LUBE OIL TANK LEVEL Lube Oil Tank Level
11-LSL-5 Meas1 meas_dh 1
LOW L
EMERGENCY Emergency
11-EMS-15 Meas1 meas_dh 1
SHUTDOWN LOCAL Shutdown from Local

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Module Module Condition <Table 9 : HD Compressor Electric Heater Start Interlock>

Tag Description Lim. Value
terminal type description Module Module Condition
Tag Description Lim. Value
EMERGENCY Emergency terminal type description
11-XA-15.7 Meas1 meas_dh 1
SHUTDOWN ESD Shutdown from ESD LUBE OIL TANK LEVEL
11-LSL-5 Meas1 meas_dh Oil Tank Level L 1
11-EMS- EMERGENCY Emergency L
Out manin_d 1
15IAS SHUTDOWN IAS Shutdown from IAS OIL HEATER Oil Heater Temp
11-TSHH-5 Meas1 meas_dh 1
AUX. LUBE OIL PUMP TEMPERATURE HH Switch HH
11XA6.3 Failure sbmotor1 Aux. LOP Failure
FAILURE EMERGENCY
Emergency
AUX. LUBE OIL PUMP 11-EMS-15 Meas1 meas_dh SHUTDOWN FROM 1
11XU6 Meas1 meas_dh Aux. LOP Running Shutdown from local
RUNNING LOCAL
EMERGENCY
Emergency
Aux. lube oil pump interlock, Aux. LOP Interlock 2 11XA15.7 Meas1 meas_dh SHUTDOWN FROM 1
Shutdown from ESD
ESD
Any of the conditions listed below will interlock start of the Aux. LOP. EMERGENCY
Emergency
11EMS15IAS Meas1 meas_dh SHUTDOWN FROM 1
Shutdown from IAS
 Analogue value represents the limit value for the condition description. IAS
 Digital value represents the logic state for the condition description.
5. Operation
<Table 8 : HD Compressor Aux. LOP Start Interlock 2>
Module Module Condition WARNING
Tag Description Lim. Value
terminal type description The start-up of the compressor requires a systematic procedure to ensure that:
SEAL GAS (DIFF) Seal Gas (Diff.)  An adequate and constant supply of seal gas, electrical power, cooling water and instrument air is available to the
11-PDIT-11A Meas1 meas_av L 0.15
PRESS Press. L machine.
SEAL GAS (DIFF) Seal Gas (Diff.)  The lube oil system is operative.
11-PDIT-11B Meas1 meas_av LL 0.1
PRESS Press. LL  The process gas network is ready for operation.

Operation of the compressor system requires following a systematic procedure to ensure that an adequate and
Lube Oil Tank Electrical Heater
constant supply of lube oil is available to the machine that the seal gas system is operative and that product is
available to the machine for processing.
Purpose Maintain the lube oil in the lube oil tank within nominal temperature range.
Auto start Lube oil tank temperature (TE-5A) below 40 degrees Celsius. Before starting system, make sure that the external seal gas supply is connected and available to the skid, that the
Auto stop Lube oil tank temperature (TE-5A) above 42 degrees Celsius. external air pressure supply for operation of certain of the system controls is connected to the skid, that the water
Interlock Ref. below figure. cooling system is connected and operative, and that process gas is available to the inlet of the compressor. Then,
Shutdown None. proceed with starting.
Other The electrical heater interlock is of start interlock type. Inhibit of start will be activated,
running state will not be affected by interlock. Subsystem Start-up

This covers procedures necessary to start the subsystems and establish electrical power, instrument air, seal gas
Electrical heater interlock, Electric Heater interlock
pressure, lube oil pressures and cooling water required to safety start the compressor. These instructions provide a
systematic procedure for a safe start-up of the compressor system. As experience is gained through operation, it
Any of the conditions listed below will interlock manual start of the electrical heater.
may be necessary to modify this procedure.
 Analogue value represents the limit value for the condition description.
 Digital value represents the logic state for the condition description.

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 TRANSGAS POWER Cargo Operating Manual

Start-up Preparation operation when the compressor is in stand-by mode. If not, and  Open the drain valve of the compressor casing(s) in order to
depending on the ambient temperature, start the lube oil heater a check that no water remains in the casing bottom, then close the
Electrical system couple of hours before the expected machine start-up time. The valve again.
 Check that all power supplies are at correct voltage and frequency heater will automatically switch off when the lube oil temperature  Inert the compressor casing(s) with warm and dry nitrogen at the
and correctly connected to all power consumers. reaches its setpoint. same time as the process lines. During this operation, open all
 Check the direction of rotation of the auxiliary lube oil pump  Start the auxiliary lube oil pump. vent and isolation valves on the pressure transmitters of the
motor, Compressor purge system  The lube oil pump is not operating below the minimum oil tank casing(s) and the process lines.
 Switch the power on and test the lamps/monitors. Check that all temperature.  Close the instrument vent valves again as soon as the inerting
indicators work correctly.  Open the bleed valves on the top of the oil double filters to release operations are finished.
 Check the instrument calibrations and the alarm and trip setpoints air. After bleeding air from the oil filters, select the operating  Inert the lube oil tank/gearbox with the seal gas nitrogen supply
before the compressor start-up. filter, leaving the other filter in standby. by creating a sweeping flow for a duration of at least 4 hours
 Carry out functional tests with the instruments.  Check the lube oil circulation. (simply switch the seal gas on). During this operation, the
 Check that all control loops and control valves have been  Open the isolation valves on the pressure transmitters of the lube nitrogen/air mixture will leave the lube oil tank through its oil
functionally tested and work properly. oil system and vent the instruments (by opening the vent valves demister (please ensure that the vent line is open).
and closing them again after a while).
Seal gas system  Adjust the lube oil supply pressure with the pressure regulating Operating Procedures
valve, according to the setpoint list.
 Check that the filter element on the seal gas line is clean. NOTE
 Open the seal gas inlet valve (supplied by customer). Cooling water Wait at least 10 minutes between two compressor start-ups.
 Check the seal gas circulation.
 Check that the seal gas pressure is correct according to the  Clean and check the cooling water system.  Check that the drain valve on the compressor casing is closed.
operating case (The seal gas pressure has to be adjusted on each  Open the cooling water inlet / outlet valves on the oil cooler  Check that instrument air is applied at the correct pressure.
stage according to the setting in the setpoint list.Lube oil system) (customer supply) in according to the lube oil flow.  Check that seal gas is applied at the correct pressure.
 Check that the cooling water temperature rises on the water return  Open the compressor inlet and outlet valves.
Process gas system line.  Put the anti-surge valves in automatic mode.
 Check if the oil temperature in the oil tank corresponds to the
 Remove the inlet process pipe and check that the inlet filter is Instrument air and IGV actuator
values in the setpoint list.
correctly installed and clean. Please also check that the entire
 Check and operate the inlet guide vanes actuator.  The gearbox internals (bearings, etc...) temperature should be
piping upstream and downstream the compressor is clean.
 Reinstall the inlet process pipe or the spool piece and retighten  Open all instrument air supply valves in order to supply air to the homogeneous within the acceptable limits prior to the
IGV actuator and to the anti-surge and control valves. compressor start. 15 min maintain within the normal operating
the flanges with the correct torque.
 Check the alignment of the process piping connections. This can  On the local control panel, set the IGV control to manual and temperature range is considered to confirm the homogeneity. The
check the full range operation. auxiliary lube oil pump may have to be operated to get to this
be done by checking displacements after single piping
condition. Make sure that the lube oil pressure setting is correct
disconnections. Correct if necessary. Surge control (please refer to the setpoint list).
Lube oil system  As a minimum the auxiliary lube oil pump shall run with normal
 The surge control system protects the machine against
oil pressure for 30 sec. prior to start up in order to free the
 Make sure that the gearbox inspection cover is correctly installed. inadvertent surging events. This control is permanent and fully
lubrication system from air.
 Remove the protection on the oil demister vent line and connect automatic.
 Push the compressor reset button and check that all alarm/trip
the line immediately.  Check and operate the anti-surge valve.
lamps are off and the ready-to-start lamp is on.
 Clean the lubrication system including the oil tank (chemical Compressor inerting  Push the compressor start button and check that no alarm/trip
cleaning and passivation). lamp is flashing.
 Fill the oil tank with the specified oil. The compressor inerting operations with nitrogen have to be done in a well
 Check the lube oil level, push both self-closing valves. ventilated area in order to avoid anoxia.
 Check the oil tank demister and the vent system.
 It is recommended to permanently keep the heating system in Before starting the compressor (first start-up, start-up after a period of non-
operation without seal gas…), maker recommends to:

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 TRANSGAS POWER Cargo Operating Manual

After the compressor start-up, the following parameters have to be NOTE The lube oil system (including the oil tank) has to be emptied.
checked: Do not operate the compressor in surge conditions. Severe compressor
The control system needs to be de-energized and earthed.
surge causes shaft vibration and may result in severe damage to the
 No alarm on the local control panel. All systems operate normally:
compressor, which is not covered by the maker’s warranty. NOTE
process gas, oil, seal gas, air, water; no leaks.
 The auxiliary lube oil pump stops after the main motor start To avoid that humidity and marine air penetrate inside the machine and
 Do not operate the equipment under conditions leading to the lube oil tank/gearbox enclosures and cause condensation or
because the gear-driven main pump delivers enough pressure to
excessive thrust loads (e.g. surge, high pressures). corrosion, the machine has to be inerted and slightly pressurized with
the oil system (the stop conditions are: main motor running and
 Check the lube oil filter pressure drop regularly. If needed, clean nitrogen (at 1-2 kPaG).
gearbox lube oil pressure higher than low pressure alarm for more
or replace the filter element.
than 30s).
The lube oil tank/gearbox and the compressor casing(s) have to be inerted
 The lube oil supply pressure to the gearbox has to correspond to Equipment Shutdown with the seal gas nitrogen supply by creating a sweeping flow for a
the values in the setpoint list. Adjust the pressure control valve if
 In case of low ambient temperature, drain all cooling water duration of at least 10 hours. This duration is based on a reduction of the
required.
and steam condensate lines to avoid pipe bursting. O2 presence in the machine to traces.
 Test the operation of the auxiliary lube oil pump. On the running
machine (compressor and main lube oil pump running), check Prior to starting the inerting operations, the compressor connections have
The voluntary shutdown is mainly accomplished by performing the start-
that the standby pump switches on automatically when the lube to be isolated:
up operations in reverse order. The main objective is to take the
oil pressure is reduced with the pressure regulating valve.
compressor off-line without causing surge or major upsets to the different  The compressor drain valve(s) has to be closed.
Readjust the lube oil pressure after the test.
parts of the equipment.  If the machine is connected to the process pipes, the isolating
 The lube oil supply temperature to the gearbox has to correspond
to the values in the setpoint list. The proper procedure is summarized below: valves at process inlet and outlet shall be closed.
 The seal gas pressure(s) has to correspond to the values in the  If the machine is not connected to the process pipes, blind flanges
setpoint list. Adjust the pressure control valve(s) if required.  Press the stop button to shut the main motor down and check that has to be put at the process inlet and outlet flanges to isolate the
 Check the bearing temperatures and the vibration levels (refer to the auxiliary lube oil pump starts. internal volume.
setpoint list.)  The auxiliary lube oil pump will operate all along the compressor
coast down. The inerting operations shall then be performed by switching the seal gas
 Check the instruments setpoints (refer to the setpoint list.)
 After the compressor full stop, the auxiliary lube oil pump will on. A part of the seal gas will flow to the compressor casing(s). Depending
Steady State Operation continue to run in order to homogenize the gearbox internal on the machine isolation (piping valves or blind flanges), it will escape
temperature, except in the condition of EMS, ESD or too low seal through the piping valves or through the casing drain valve(s) which shall
 Check that all systems operate correctly, without indicating any remain crack open during the operation.
gas pressure trip where the lubrication may be dangerous for the
alarm.
machine or for the surrounding. The after lube continuation will
CAUTION
last for minimum 10 minutes.
CAUTION In case of using the casing drain valve(s), please ensure that the
 In normal stop condition, 30 minutes lubrication after full stop is
Do not operate the machine for long periods while alarms are indicated. compressor area is sufficiently ventilated to avoid anoxia risks.
recommended to prevent the gearbox internals from freezing.
Especially if the compressor reaches the process suction pressure low
 In case the machine is shut down for 8 days, keep the seal gas The other part of the seal gas flow will join the gearbox/lube oil tank and
alarm, this is the indication of operation at low suction pressure (under
operating. Please also keep the lube oil system operating for at escape through the oil demister.
atmospheric), and this can lead to the compressor internal seals damage.
least 30 min. after the compressor stop in order to prevent the
In the event of such an alarm, the compressor internals shall be These operations shall last approx. 10 hours or more if the machine
bearings from freezing.
inspected by Maker prior to a new start-up. isolating valves are far from the casings flanges. As soon as the equipment
 In case the machine is shut down for more than 8 days, please
refer to below chapter “Long-term non-operation”. is filled with nitrogen (what can be checked with a portable nitrogen gas
 Check all weeks that the auxiliary fluids (oil, seal gas, air, water)  In case of low ambient temperature, drain all cooling water lines, detector positioned at the purge connections), the piping valves/casing
and the process gas do not leak. Maintain the lube oil at the level to avoid pipe bursting. drain valve have to be closed again and the oil demister connection has to
indicated on the tank sight glass. Check this level periodically (by be sealed. To maintain the inert conditions, the machine shall then be
pushing both self-closing valves). If a leakage is observed, Long-term non-operation slightly pressurized to a pressure of 1-2 kPaG (once done, the seal gas can
tighten the related connections, fittings and components. be switched off). This pressure shall be monitored and maintained during
All the other auxiliary fluid supplies (electrical power, instrument air,
the storage period.
water,…) have to be interrupted.

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 TRANSGAS POWER Cargo Operating Manual

In order to complete the equipment protection: 6. Compressor Alarm & Trips Shutdown Reset

 The manifold connections for the pressure switches and  Common Alarm lamp on IAS Screen and LCP A reset pushbutton is placed on each IAS compressor mimic. This button
transmitters have to be closed to protect the instrument  Common Trip lamp on IAS Screen and LCP has to be activated to reset the shutdown logic.
membranes.  Reset Button on IAS Screen and LCP
 VCI (Vapour Corrosion Inhibitor) emitter or tape (CORTEC
VCI-101, VCI-110, VCI-150 or equivalent) has to be applied IAS monitors the parameters of the sensors installed in the compressor system
onto all electrical devices and contacts. to detect abnormal conditions. When a parameter exceeds its pre-defined
For the detailed preservation recommendations of all individual alarm value and shutdown value, IAS recognizes the abnormality and alerts
components (control valves, pressure transmitters…), and follow the the operator by turning on the COMMON ALARM on IAS screen. When a
instructions. parameter exceeds its pre-defined shutdown value, the IAS stops the
compressor with COMMON TRIP lamp on IAS screen.
To ensure an optimal maintenance and preservation work, keep a free
access (minimum 800 mm) around the equipment. Once an alarm is issued or a shutdown occurs, the alarm or shutdown status
remains until the RESET button is pressed. If the root cause of the problem is
Before restarting and reusing the equipment, it has to be inspected and resolved, then the operator can clear the alarm or shutdown status by pressing
recommissioned by a qualified maker’s engineer. RESET button on LCP or on IAS screen.
Emergency Shutdown The table below shows all the shutdown signals for the compressor unit.
The compressor may be rapidly shut down at any time by pushing the
Description Set point Tag
emergency stop button on the compressor local control panel. Any
Discharge gas temperature HH +100 °C TE 2A
shutdown resulting from the compressor safety system (compressor trip)
will bring the same result. Seal gas supply diff. pressure 10-kPa (g) PDIT 11B
Gearbox oil supply pressure LL 80 kPa(g) PSLL 8A
In the event of an emergency shutdown, the following should be observed:
Oil temperature in tank 59°C TE 5B
 Take all measures required by the plant contractor's operating Oil level in tank - LSL 5
manual to minimize the effect of the shutdown on the other 0.1 MPa(g)
Gearbox oil supply pressure L PIT 8
process equipments. repeated L
 If the shutdown occurred as a result of the safety system, release High speed shaft radial
75 μm YET 9
the cause of the malfunction before restarting. displacement HH
 High speed shaft radial bearing
75 °C TE 9A
CAUTION temperature compressor side HH
In case the compressor is stopped in cold process conditions, the cold may Bulkhead seal temperature HH 80 °C TE10A
spread from the compressor to the bearings which may freeze. Bulkhead seal entry oil pressure LL 20 kPa PSLL 8C
Bulkhead seal casing radial velocity 11.0 mm/s YET 10
The restart of the compressor under those conditions could lead to a bearing
Bearing temperature –drive end +105 °C TE 14DB
failure because the oil supply holes could be blocked by frozen oil.
Therefore, the auxiliary lube oil pump has to be restarted as soon as possible Bearing temperature –Non drive
+105 °C TE 14NB
after the compressor shutdown and has to be kept operating at least 1 hour end
before the restart. U Winding temperature +135 °C TE 14UB
V Winding temperature +135 °C TE 14VB
W Winding temperature +135 °C TE 14WB
Cooling water leakage detector - LSHH 14

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Illustration 4.4.2a LD Compressor

Bulkhea
Uninterrupted Oil Seal

EMS + ESD
Bulkhea Lube Beading Oil Seal Beading Stage 1 Beading Stage 2
Stage 1 Seal Gas Access to Vent Lube Oil Supply Oil Seal Oil Pressure Oil Temperature Temperature Temperature
Supply Differential Pressure Oil System Lube Low T A I1 T A I1 A I1 T A I1 A I1

Common
Stage 2 Seal Gas I1 I2

ESD
Discharge Gas Lube Oil Supply Low Low

Alarm
Supply Differential A Pressure T Temperature Oil Pressure
Temperature Pressure TAHH TI TI TAH TAHH TI TI TAL TAH TAHH TI TI TAL TAH
Pressure T A I1 A I1 T T A I1 A T A I1 T T
T PDAL PDI PDI PDALL 8C 8C 8D 8D 9A 9AA 9F 9F 9F 9B 9BA 9E 9E 9E
PDALL PDI PDI PDAL 111A 111A 111B 111B TAHH TI TI TAH PAL PI PALX PALL PALL PALL PALL PALL PALL PALL PAL XA XA XA XA
112B 112B 112A 112A 22A 22A 22B 22B 8 8 8 8A 8A 8A 8A 8A 8A 8C 8C 15.5 15.11 15.6 15.7

Customer

4~20 mA

4~20 mA
Cryostar RTD RTD RTD RTD L EMS L
PDIT PDLLL TLHH TI PLLL
H H 15.11 L 15 15
11B 110 22 22 8A
PDIT PDIT L H PT PT PSLL TLHH TE TE TLHH TE TE TLHH TE TE TE TE HS HS CA L 15.6 Local Power
12B 12A 8 8 8A 8A EMCY On
L L 8B 8B 8C 8C 8D 9 9A 9A 9B 9E 15.3 15.5 15 15.5
PI Stop
F 112 PLLL
112 PSLL PSL L XA XA
PDIT 8C 8C T A
8C 15.9 15.9B 15.9A
Seal Gas L
11A
H Instrumentation Instrumentation
PCV or Control Fault Trip or Control Fault Alarm
F 112 Compressor HSH
110 XSH Compressor Start Order
Local Start
PI Half Speed 15.2A 15.2A Half Speed
110
XU Compressor Remote Start
15.2A Order Half Speed
PCV CV PI
110 110 111 XU Compressor Remote Start
15.2B Order Full Speed
TE TE
22A 22B Compressor HSH XSH Compressor Start Order
PDCV Local Start
111 SG1 TI Full Speed 15.2B 15.2B Full Speed
8
Compressor HSL XSL Compressor Stop
Gear Box Local Stop 15.2 15.2 Order
Process SG1 HSL Compressor Remote
Gas out I1
15.2 Stop Order
Compressor L
Anti Surge I1 ZIH ZSH ZT
P22 PIT PI Running Half
XU Main Motor Energized
Half Speed
Valve Opened 1 1 1 22 22 PCV Speed 15.4A 14A
T TI 8
ZSL Compressor L
Anti Surge ZIL
1 9B 9D Running
XU Main Motor Energized
2 Full Speed
Valve Closed H Full Speed 15.4B 14B
FY 4~20 mA PDIT O1 P8A A
Anti Surge ZI
1 20
XA Main Motor
1 14.5 Alarm
Valve Position FCV L I1
IA1 PI
1B 1 I/P Compressor Compressor L XA Main Motor
IA2 V 1 T12 TE Running Half T Trip
F 1A SV 12 Stage 2 Speed 14.8 14.8
3 IA3 Bulkhead
Instrument PCV
Air 1 S PI
Return to 3B VDV T EM14
Lamps HS
Section Line 9A LS14 Test 15.4 To All Lamps
Sugar SVLA Surge HY F
SVA IA1 A
Control T
1
1 Controller ZI3B
V PCV
3B 7
PDAH
Trip DV EH14
Integrated 3B 3B ZT ZI 2 7A
Oil Filter
Solenoid 3B 3B Electric
Valve I1 SVI in IAS Cabinet PDIT 4~20 mA
Oil Differential
Energized 1 Motor PDI Pressure
ZI3A ZT3A H3B 7 7
Anti Surge Valve PDIT111A
Manual Closing HZC Load Sharing TI12
PDI PDI
L XU Compressor Ready to
Order from IAS SG1 7A 7B
1 Controller

FG8A
PI 15.3B 15.3B Start Full Speed
Anti Surge Valve COL DE14 NDE14
Integrated 12 CWO U14 V14 W14 CWI
Manual Closing HS H 8
TI L XU Compressor Ready

FG8A
Order from IAS 1.2
Process Gas in IAS Cabinet 9A TI 15.3A 15.3A to Start Half Speed
Orifice Differential Process Gas PDI
PDIT 9C Compressor Room
PDT 10 V XU Main Motor Ready
Mass Flow 1 1 PIC3 HZ3B PI22 PI11 TI12 6B Motor 14.2 to Start
Process Gas FI L PSet
Mass Flow 1 Room XU Prelubrication
PIT PI Compressor 6.9 LO CV 15.11 Conditions Met
Process Gas P11 barg
Volumetric Flow
FI H3A H3B P22 P11 T12 11 11 Stage 1 LO
6A
I1
XU
External Interlock
1A 15.12
Process PSet
V CV Oil Pump I1
TE TI TAH
Gas in PI
6.9 barg
6A 6A DE14 14DA 14DA 14DA
A
Motor Driving End
TI VDV
Stage 1 Inlet 14 TE FE 3C CV Bearing Temperature
Temperature 11A I1 IA3 P.6A TE TI TAHH
1 LO 6B T
14DB 14DB 14DB
Inter Stag TI V PCV
3C 3C Y9B TE TI TAH I1
Temperature 12 Insulating Box V U14 A
I1 PI TCV V 14UA 14UA 14UA Motor U Winding
Stage 1 VDV ZI 6C Water LO Temperature
TI12 3A HY DV TI M Auxilary Lucw Oil Vent 6 6F TE TI TAHH
Position Vent
14 3AA IA2
3A 1 5 F 6 Oil Pump 14UB 14UB 14VA
T
ZI3A (A.L.O.P)
Stage 2 VDV ZI TI V PCV 5C
3A H3A ZT ZI TE TI TAH I1
Position I1 3BA 11 3A V14 A
3A 3A 14VA 14VA 14VA Motor V Winding
ZT3A Oil Tank TE TI TAHH
Temperature
Water T
TCV 14VB 14VB 14VB
DV Oil Drain
F 5 LSL EH 6 TE TI TAH I1
5 5 5 Drain W14 A
P 14WA 14WA 14WA Motor W Winding
Fuel Gas PIC F F Temperature
HSL Load 5A 5B PI PI TE TI TAHH
Pressure PI3A 6B 6A T
3 Decrease 14WA 14WA 14WA
Controller 3 LSL LLLL TE TE
TE TI TAH I1
5 5B 5A

DV.5
HSH Load 5 NDE14 A Motor Non Driving
YE 14NA 14NA 14NA
3 Increase 9A
End Bearing
YE TE TI TAHH Temperature
T
RTD

RTD

RTD

local/Remote XU HS Local/ 9A 14NA 14NA 14NA

LS14
YLHH YET YI YI
Switch Position 15.1 15.1 Remote ALOP ALOP ALOP

Customer
9 9A 9A YET 9A
Stage 2 Outlet Start Running Stop
PI 9A
PI22

EM14
EH14
Pressure 22A LLLL HSH L HSL L L LSHH
VDV Stage 2 5 6.1 6 6.2 6.2 6.3 14
HZC
Opening Override HZ3B

Cryostar
from IAS 3B
PI ALOP ALOP
PI11
Stage 1 Inlet 11A YI YI Remote HSH HSL Remote
Pressure PAL TAHH TI TI TAL TAL 9A 9A Start 6.1A 6.2A Stop
XU XA LAHH EHY EMY
LALL LAL
A
11 5 5
5B 5B 5A 5A 5A 6.2 6.3 14 T 14 14
ALOP ALOP
T A A Start XS XS Stop ALOP A Main Motor Main Motor Main Motor Water in
T A 12 I1 I2 Ready to I1 I2
I1 I2 Motor 6.1 6.2 Motor
Start
Cooling Water Space Heater Power Supply Water out
YAHH YAH YAHH YAH ALOP Supply Leakage Power Supply
Steam In
Steam Out

ALOP EMY ALOP

Oil Tank Oil Tank Oil Tank Oil Temperature 9A 9A 9A 9A HS Failure
Power 6 Operation Mode
Oil Level Oil Level 6.4
T A I1 T A I1 Supply After Compressor Stop
Low Low Low
ALOP
Stage 1 Radial Stage 2 Radial Run XU XU Recovery from Thermal Bow Water in Key
Shaft Displacement Shaft Displacement Feedback 6 15.13 Post Ongoing
Water out LNG Vapour Line
LO Line
Gas Line
Fresh Water Line
Instrument Air Line

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 TRANSGAS POWER Cargo Operating Manual

4.4.2 LD Compressors 3. Compressor Systems Seal Gas System

1. Specification The Compressor System is skid-mounted as shown on the equipment layout The seal gas system is provided to prevent lube oil mist from entering the
drawing. The P&I diagram presents a complete flow schematic for the process stream and to avoid cold gas flow into the gearbox. Thus, the seal gas
Specification Compressor System. The system consists of a direct-coupled compressor with is applied between the gear shaft bearing and the compressor wheel. The seal
Maker Cryostar an integrated gearbox, and the subsystems as follows: gas is provided by a source external to the skid. The seal gas system features
Model CM 2-200 a pressure control that is a function of the compressor outlet pressure. Seal gas
Centrifugal two-stage with variable A self-contained lube oil system lubricates the gears and rotor bearings in the entering the gearbox from shaft seals is returned to the lube oil sump,
Type
diffuser vane gearbox, a seal gas system, and control and indicating system for monitoring separated from the oil, and vented to the atmosphere.
Number of sets 3 and safe operation of the unit (local panel and sub-station).
Capacity (Volume flow) 3900 m3/h Lube Oil System
Capacity (Mass flow) 4946 kg/h The sub-system contains the following main components:
Inlet pressure 0.106 MPa a Oil from the gearbox is stored in a vented lube oil sump. The oil sump includes
Outlet pressure 0.65 MPa a  Variable diffuser vanes actuator an integral steam immersion heater.
Inlet temperature -100 °C  Oil mist separator
Outlet temperature 63.8 °C
 Lube oil immersion heater Lube oil is supplied from the sump through separate suction strainer filters and
 Gear-driven main lube oil pump two lube oil pumps. The outlets from the lube oil pumps are through check
Shaft speed 29,775 rpm
 El. motor-driven auxiliary lube oil pump valves to a common lube oil line to prevent back-up oil under pressure from
Electric motor 610 kW x 6,600 V x 3580 rpm
 Oil cooler entering the non-operating pump lines. The low-speed shaft gear drives the
2. General Description  Duplex oil filter main operational pump. Upon failure of the lead pump, the standby pump is
 Gear coupling (low speed) ENERGIZED immediately and a remote alarm indicates that the auxiliary
The compressors are used for compressing and transferring normal  Bulkhead/Shaft seal pump is operating.
NBO/FBO from the cargo tanks to the dual-fuel engines or the Gas  Main drive el. motor
Combustion Unit (GCU). The LD compressor is two stages, dual speed, and The lube oil passes through the heat exchanger where it is cooled. The thermal
the flow through the compressor is regulated by varying the Diffuser Vane The local indicating devices are supplemented with lamps and push buttons bypass temperature control valve prevents the overcooling of the lube oil
(DGV) position. The DGV position is depending on the discharge gas pressure
installed near the compressor. The control panel is supplemented with a within a limited range (38 to 47° C).
when the discharge pressure is controlled by IAS.
vibration rack, surge controller, and process logic controller installed in the
sub-station. Electrical connections are available for extension of control Then the lube oil passes through either of two filters. The position of the
Surge protection is maintained by the Anti - Surge/Recycle controllers in the
wiring to a point external to the compressor system. The complete electrical changeover valve determines through which filter the lube oil passes.
IAS. The LD compressor discharge pressure control has two modes.
system, (probes and instrumentation) are designed for use in EEx areas.
The clogging indicator indicates the pressure drop across the operating filter
If the LD compressor is selected for DFE Fuel Gas pressure control, the supply
Compressor and indicates the condition of the filter element. Differential pressure over 0.2
pressure upstream of the DFE will be controlled by the compressor DGV MPa (a) indicates filter element changing.
control. Also, the compressor recycles valve is used for pressure/overpressure
control. The skid-mounted compressor features a plug-in closure assembly, which
A flow orifice regulates the oil flow and (oil) pressure to the bulkhead seal.
allows for quick replacement of the rotating portion and adjacent stationary
This oil is used for the lubrication of the bulkhead/shaft seal and returns to the
If the LD compressor is selected for GCU supply pressure control, the pressure components. The compressor portion of the machine is of axial inflow type, oil tank.
upstream of the GCU will be controlled by the compressor DGV control. Also, with variable diffuser vanes.
the compressor recycles valve is used for pressure/overpressure control. A pressure control valve regulates the oil flow to the gearbox. The adjustment
The compressor has been designed to operate over the range of pressures and of this valve sets the supply pressure to bearings. Excess oil bypasses the
The LD compressor has a two-speed electric motor. During normal operation, flow rates defined in PERFORMANCE CURVE. machine and returns directly to the reservoir. The pump relief valve acts as a
the compressor is running at a high speed. Low speed is used during the startup backup valve and is set at 0.8 MPa.
of the compressor. Proximity probe pick-ups are provided to allow the monitoring of the
compressor shaft vibration. The lube oil flow is then directed to the gearbox where the lube oil is injected
into the bearings. Separated pressure switches provided:

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One does activate the alarm and energize the auxiliary lube oil pump and the Illustration 4.4.2b Two-Stage LD Compressor Performance Curve
second is set to shut-down the system when the pressure falls below minimal
pressure. The seal gas is applied outboard of the lube oil, preventing the lube
oil mist from entering the process stream and avoid cold gas flow into the
gearbox. Temperature sensors at the main bearings sense the oil outlet
temperature of the bearings.

The nominal temperature range is 45 to 50°C for the gear bearings. The high-
temperature condition (60°C) will cause the actuation of the alarm relays.

The lube oil then collects in the lube oil sump. The lube oil contains a mixture
of lube oil and seal gas. The seal gas is vented from the reservoir through a
mist separator and piped away to the atmosphere.

Surge Control System

An automatic surge control system has to be provided to protect the machines

from inadvertently operating in the surge.

Compressor surge is characterized by erratic compressor inlet and discharge

pressure and (usually audible) flow pulsation. It is caused by flow instability
in the compressor. A severe compressor surge causes shaft vibration to
increase and may result in severe damage to the compressor.
.
The two compressors are equipped with an automatic surge control system;
using a by-pass valve responding to a low flow controller. The variable
diffuser vanes on both compressor suction sides will be controlled by a process
loop. Speed and variable diffuser vanes control the flow.

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4. LD Compressor Control Description trip is inhibited the first 20 seconds of compressor Load Control
running).
Anti-surge Control During Low Duty Compressor Low Speed Load controller
operation, the safety line offset is set to zero.
Purpose Protection controller to prevent the machine from OP Output controls the compressor anti surge control Purpose Compressor load control trough manipulation of
surge and work together with the surge valve. One valve. VDV.
controller for each stage (XIC-1/2) and common There will be used a limitation on the ramp-down PV Fuel Gas Header pressure in maximum value
anti-surge valve. of AS controllers, default set to 0.5%. configuration with the compressor discharge
SP & PV X axis: Flow coefficient by means of orifice DP Action Reverse pressure including a negative bias to compensate
with engineering unit [kPa]. Tracking At compressor stopped condition OP is set to for the pressure drop in the fuel line.
Y axis: Compressor delta pressure by means of 100%. SP Operator input/External setpoint.
the difference pressure of the inlet and outlet of Measurement If any measurement failure of the involved OP Output controls the compressor VDV (VDV rate of
each compressor stage with engineering unit error transmitters, the OP is forced to 100% and ASV change ± 3%/s).
[kPa]. solenoid de-energised, 3 seconds lasting de- Action Reverse.
energised state will cause compressor trip (SVA- Measurement If any measurement failure of the involved
Stage1 1). error transmitters, the controller is forced to manual
The controller PV will be the measured suction LimitH None mode.
orifice (1st stage) differential pressure. LimitL High selected with other stage minus 0.5%. Interlock None
The controller SP will be calculated based on the ASV manual opening from IAS (HZC-1). LimitH Limited to 50% in low speed.
stage delta (inlet and outlet) pressure together Other None Ramped down and limited to 10% if the sum of anti-
with flow orifice DP and VDV position. The surge controller XIC-1 and XIC-2 output is above
calculations are relying on a set of given curves 10%.
(safety line and control line) by Cryostar. Limited by the Load limitation controller.
> Limited by the Load share controller.
Stage2 LimitL Limited by the Load share controller.
The controller PV will be the measured suction - 0.5% Other Feedforward signal from GMS is utilised to
orifice (1st stage) differential pressure, with enhance the controller dynamic behaviour.
compensation for pressure, temperature and HZC A Hysteresis is built in to avoid excessive wear and
OP
> 1
corrected with a factor (informed by Cryostar). PV XIC tear on the VDV
The controller SP will be calculated based on the 1 LimitL
mechanism. The dead-band is adjustable; default
SP OP

compressor delta (inlet and outlet) pressure F(x)

PV XIC
value is 0.5%.
2 LimitL
together with flow orifice DP and VDV position. SP

The calculations are relying on a set of given Load limitation controller

curves (safety line and control line) by Cryostar.
F( ) F( )

To allow better dynamic behaviour of surge Purpose Protect the main motor from overcurrent due to high
controller in cold inlet temperature conditions, a load.
PDIT ZT PDIT ZT
stabilizing margin (adjustable 0-5%) is defined. PIT
PV Compressor main motor current reading
10 3A 20 3B
22
SP Compressor main motor current rating
All stages VDV VDV
OP Output is utilised as a high output limit on the VDV
PIT TE PDIT TE
Stage 1

Stage 2

For each stage a safety line is defined. In case the 11 11 1 12 controller.

operating point crosses the safety line, the Action Reverse.
corresponding anti-surge valve solenoid will be Measurement If any measurement failure of the involved
de-energised. If the compressor fails to increase M
error transmitters, the controller is forced to manual
its flow to safe region again the compressor will <LD Compressor 2ST Anti-surge Control Principle> mode.
be tripped (SVA-1) after a 3 seconds delay (the

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Interlock None. LimitL Limited by VDV1 position (stage 2 cannot go High speed start sequence
LimitH Limited by the VDV controller limitation from the negative).
Start
Load share controller. Other Released when compressor is running. Sequence
Compressor start HS
Start interlock - Operator start from IAS (Remote mode)
Terminate - Operator start from Local panel(Local mode) OR
LimitL None.
Other Released when compressor is running. Condition for next step Action
- According to logic ”Start Interlock High Speed”
PIT

Discharge Pressure Fuel Gas Pressure ASV1 Controller ASV2 Controller Main Motor Current 22 VDV1 to start position
VDV1 in start position Error - Compressor shutdown
(Waiting timer 10sec) - Stop sequence activated
PT PT XIC XIC II OR
- Operator termination from IAS
1 2 PDIT
F(x)
20 XIC Compressor energized HS Start Compressor el. motor HS
Error
Max F(x) 2

Load limitation VDV2

VDV Controller 0-100%
Load Controller PV IIC
OP PV SP PV Activate Compressor stop
TrackSel
PIC
LimitH
< sequence
PIC

TrackVal
> 0% LimitH
0 100%
OP
∑
OP LimitL
Load share
ZT Controller M End

VDV1 Control
3A
<LD Compressor 2ST Simplified HS Start Sequence>
VDV1
Position
- 100%
TE
HSL -1%/s
* (-1)
12

HSH
∑ Stop Sequence
1%/s

Start
Sequence - Operator stop from IAS (Remote mode)
Start interlock
0-100% Compressor stop - Operator start from Local panel(Local mode)
PIT TE Terminate OR
HS VDV1 - Compressor Shutdown
11 11
15.1 Local/
Remote
Condition for next step - None
Action
- 100%
XIC 0-100%
1
<LD Compressor 2ST Load Share Control Principle> VDV1 in start position VDV1 to start position Error
- Operator termination from IAS
VDV 1

Sequence Control
LimitH De-Energize anti-surge valves Error
XIC 0-100% 0 100% PIC
2
∑ OP

Load share
Low speed start sequence
VDV 2
Controller
Compressor not energized LS or HS Stop Compressor el. motor

<LD Compressor 2ST Load Control Principle> Sequence

Start
Start interlock - Operator start from IAS (Remote mode)
Compressor start LS
Terminate - Operator start from Local panel(Local mode) OR

Load control FBO mode - According to logic ”Start Interlock Low Speed”
Condition for next step Action

End
Please refer to Gas Management system. - Compressor energized LS Start Compressor el. motor LS Error - Compressor shutdown
- Stop sequence activated OR
- Operator termination from IAS
<LD Compressor 2ST simplified Stop Sequence>
Load share controller Energize Anti-surge valves
Error

Purpose Share load between stage 1 and stage 2. Activate Compressor stop
sequence

PV Approximate calculation of work of stage 2.

SP Approximate calculation of work stage 1. End

OP Output added to VDV2 command signal. ±100%. <LD Compressor 2ST Simplified LS Start Sequence>
Action Reverse.
Measurement If any measurement failure of the involved
error transmitters, the controller is forced to manual
mode.
Interlock None.
LimitH Limited by the Load controller output.

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Timer Control Tag Name Description Value

Compressor
Speed
high speed shafts.
The Aux. LOP operation is forced active (excluding stop by EMS,
Time
Lube oil operation Coast down Post lubraication
maintained time time continuation time ESD, seal gas pressure too low, lube oil tank level low and lube oil
Main motor tank temperature too high).
xxx s xxx s xxx s
energized feedback
Ramp-up lost Thermal bow The timer starts after compressor full mechanical stop (coastdown
time recovery time timer elapsed) excluding stop by EMS, ESD, seal gas pressure
Main motor xxx s xxx s
energized feedback too low, lube oil tank level low and lube oil tank temperature too
(HS if applicable) Post lubrication high.
- 1800 sec
continuation timer During the post lubrication continuation period the Aux. LOP will
continue to run. If automatic stop is selected by the operator, the
Aux. LOP will automatically be stopped when this timer has
Aux. LOP Aux. LOP Aux. LOP Aux.LOP elapsed.
Aux. LOP
operation Stopped operation operation operation
active forced active forced active* active*
Electric Motor Control

Purpose Control of the electric motor for the Low Duty Compressor.
Auto start By compressor start sequence
Auto stop By compressor stop sequence
Ready to start Ref below figure.
Shutdown Ref below figure
< LD Compressor 2ST Timer Overview> Other The electrical motor is part of the PMS Heavy Consumer Control.
When active, the Heavy Consumer Control monitors the power plant and releases its power
Tag Name Description Value interlock signal if the power plant is in a suitable state.
The timer starts when the lube oil supply pressure is above the Note: If local start from MCC is possible the start interlock must be hardwired to the start
Lube oil pressure
- low limit. 300 sec with failsafe.
timer
The timer will need to be elapsed to allow start of the compressor.
Comp Start sequence Start
The timer starts when the gearbox internal temperature is below
Gearbox internal Comp Stop sequence Stop
- its high limit and above its low limit. 900 sec
temperature timer
The timer will need to be elapsed to allow start of the compressor.
The timer starts when the compressor is running in LS and suction
Process temperature temperature is below -90°C. Power request to PMS
- 300 sec Interlock
timer The timer will need to be elapsed to allow HS start of the Start interlock
Start order to MCC
compressor. Stop order to MCC
The timer starts when the lube oil pressure is above the Low limit.
When the timer has elapsed, high speed feedback is received and
Lube oil operation
- ramp up time has completed, the Aux. lube oil pump will be 30 sec Interlock
maintained timer to MCC
stopped (also in case of standby start due to low lube oil
pressure).
Trip / Shutdown Shutdown
The timer starts when the main motor energised feedback is lost. Relay Logic
Power Interlock
During the coast down period Aux. LOP operation is forced active Heavy Consumer Control in FS
- Coast down timer to ensure continuous lubrication of the gearbox along the coast 180 sec Shutdown
Shutdown Closed Contact: to MCC
CPU Watchdog
down period. - No trip
Open Contact:
- Trip
The timer starts after compressor full mechanical stop (coastdown Reset Button Relay reset

Thermal bow timer elapsed).

- 600 sec <HD Compressor 2ST Electric Motor Control Principle>
recovery timer During the thermal bow recovery period compressor start is
interlocked to ensure thermal bow recovery of the compressor

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Start interlock low speed (1), 13/1415/LSStIlck1 <Table 2 : LD Compressor 2ST LS Start Interlock 2>
Module Module Condition
Tag Description Lim. Value
Any of the conditions listed below will interlock start of the compressor. terminal type description
MAIN MOTOR Main motor
13XU14B Meas1 Meas_dh ENERGIZED HS energized HS 1
 Analogue value represents the limit value for the condition description.
MAIN MOTOR Main Motor
 Digital value represents the logic state for the condition description. 13XU14A Meas1 Meas_dh ENERGIZED HS energized LS 1
SURGE VALVE Surge Valve
13-SV-1 Meas1 Meas_dh SOLENOID Energised 1
<Table 1 : LDC 2ST LS Start Interlock 1>
Surge Valve Not
Module Module Condition 13-ZSH-1 Meas1 Meas_dh SURGE VALVE OPEN 0
Tag Description Lim. Value Fully Open
terminal type description LimitH meas_av VDV STAGE 1 VDV Above Start
COMPRESSOR OUTLET 13-ZT-3A POSITION Pos. ST1 H 14.0
Comp. Outlet
13-TE-22B LimitH meas_av Temp. H H 100.0 VDV STAGE 1 VDV Below Start
TEMP LimitL meas_av
13-ZT-3A POSITION Pos. ST1 L 10.0
RADIA SHAFT Radial Shaft Disp.
13-YE-9A LimitH meas_av DISPLACEME NT STAGE 1 ST1 H H 50.0 LimitH meas_av VDV STAGE 2 VDV Above Start
13-ZT-3B POSITION Pos. ST2 H 14.0
RADIAL SHAFT Radial Shaft Disp.
13-YE-9B LimitH meas_av DISPLACEMENT STAGE 2 ST2 H H 50.0 LimitL meas_av VDV STAGE 2 VDV Below Start
13-ZT-3B POSITION Pos. ST2 L 10.0
Gearbox Lube Oil
13-TE-8A LimitL meas_av GEARBOX LO TEMP L 20.0
Temp. L 13XA14.5 Meas1 Meas_dh MAIN MOTOR ALARM Main Motor Alarm 1
LUBE OIL TANK LEVEL Lube Oil Tank SUCTION VALVE Suction Valve
13-LSL-5 Meas1 meas_dh LOW Level L 1 13XU15.12 Meas1 Meas_dh 1
CLOSED Closed
Lube Oil Tank 13XA15.11 Meas1 Meas_dh COMMON TRIP Common Trip 1
13-TE-5A LimitH meas_av LUBE OIL TANK TEMP H 58.0
Temp. H
RECOVERY FROM Recovery from
Bulkhead Seal 13XU15.13 Meas1 Meas_dh THERMAL BOW Thermal Bow 1
13-TE-8D LimitH meas_av BULKHEAD SEAL TEMP H 75.0
Temp. H
Lube Oil Press.
SHAFT BEARING TEMP Shaft Bearing 13YU15.11A Meas1 Meas_dh LUBE OIL PRESS OK 0
13-TE-9F LimitL meas_av L 15.0 Timer not OK
STAGE 1 Temp. ST1 L
GEARBOX INTERNAL Gearbox Temp.
SHAFT BEARING TEMP Shaft Bearing 13YU15.11B Meas1 Meas_dh TEMP OK Timer not OK 0
13-TE-9E LimitL meas_av STAGE 2 Temp. ST2 L L 15.0
AUX. LUBE OIL PUMP Aux. LOP not
SHAFT BEARING TEMP Shaft Bearing 13XU6 Meas1 Meas_dh RUNNING Running 0
13-TE-9F LimitH meas_av STAGE 1 Temp. ST1 H H 110.0
MAIN MOTOR
SHAFT BEARING TEMP Shaft Bearing 13XU14.11 Meas1 Meas_dh Main Motor Rotating 1
13-TE-9E LimitH meas_av H 110.0 ROTATING
STAGE 2 Temp. ST2 H
GEARBOX INLET OIL Gearbox Inlet Oil
13-PIT-8 LimitL meas_av PRESSURE Press. L L 100.0 Start interlock low speed (3), 13/14/15LSStIlck3
BULKHEAD SEAL PRESS Bulkhead Seal
13-PSL-8C Meas1 meas_dh LOW Press. L 1
Any of the conditions listed below will interlock start of the compressor.
SEAL GAS DIFF PRESS Seal Gas Diff.
13-PDIT-111A LimitL meas_av L 15.0
STAGE 1 Press. ST1 L
13-PDIT-112A
SEAL GAS DIFF PRESS Seal Gas Press.  Analogue value represents the limit value for the condition description.
LimitL meas_av STAGE 2 ST2 L L 20.0
 Digital value represents the logic state for the condition description.

Start interlock low speed (2), 13/14/15LSStIlck2 <Table 3 : LD Compressor 2ST HS Start Interlocks>
Module Module Condition
Any of the conditions listed below will interlock start of the compressor. Tag Description Lim. Value
terminal type description
13XA6.3 Meas1 Meas_dh AUX LOP FAILURE Aux LOP Failure 1
 Analogue value represents the limit value for the condition description.
 Digital value represents the logic state for the condition description.

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Start interlock high speed, 13/14/15HSStIlck1 Trip, 13/14/15SD2.OR

Any of the conditions listed below will interlock start of the compressor. Any of the conditions listed below will shut down the compressor.

 Analogue value represents the limit value for the condition description.  Analogue value represents the limit value for the condition description.
 Digital value represents the logic state for the condition description.  Digital value represents the logic state for the condition description.

Table 4 : LD Compressor 2ST HS Start Interlocks> <Table 6 : LD Compressor 2ST Process Trip 1 Sensor Fault>
Module Module Condition Module Module Condition
Tag Description Lim. Value Tag Description Lim. Value
terminal type description terminal type description
13XA15.11 Meas1 meas_dh COMMON TRIP Common Trip 1 COMPRESSOR OUTLET Comp. Outlet
13-TE-22A Error meas_av TEMP Temp. Fault 1
MAIN MOTOR Main Motor
13XU14B Meas1 meas_dh ENERGISED HS Energised HS 1 RADIAL SHAFT Rad. Shaft Disp.
13-YE-9A Error meas_av DISPLACEMENT STAGE 1 ST1 Fault 1
MAIN MOTOR Main Motor not
13XU14A Meas1 meas_dh ENERGISED LS Energised LS 0 Bulkhead Seal
13-TE-8C Error meas_av BULKHEAD SEAL TEMP 1
Process Temp. not Temp. Fault
13TE1T Meas1 meas_dh PROCESS TEMP OK 1 GEARBOX HSS BEARING HSS Bearing
OK 13-TE-9A Error meas_av 1
TEMP STAGE 1 Temp ST1 Fault
13-PDIT- SEAL GAS DIFF PRESS Seal Gas Diff.
Trip, 13/14/15SD1.OR Error meas_av 1
111B STAGE 1 Press ST1 Fault
Rad. Shaft
Any of the conditions listed below will shut down the compressor. RADIAL SHAFT
13-YE-9B Error meas_av Displacement 1
DISPLACEMENT STAGE 2
ST2 Fault
 Analogue value represents the limit value for the condition description. GEARBOX HSS BEARING HSS Bearing
13-TE-9B Error meas_av 1
 Digital value represents the logic state for the condition description. TEMP STAGE 2 Temp. ST2 Fault
LUBE OIL PRESSURE Lube oil pressure
13-PSLL-8A Error meas_av TOO LOW fault 1
<Table 5 : LD Compressor 2ST Process Trip 1> BULKHEAD SEAL Bulkhead seal
Module Module Condition 13-PSLL-8C Error meas_av PRESSURE TOO LOW pressure fault 1
Tag Description Lim. Value
terminal type description 13-PDIT- SEAL GAS DIFF. PRESS Seal Gas Diff.
COMPRESSOR OUTLET Comp. Outlet Error meas_av 1
13-TE-22A LimitHH meas_av HH 115.0 112B STAGE 2 Press. ST2 Fault
TEMP Temp. HH Lube Oil Tank
RADIAL SHAFT Rad. Shaft Disp. 13-TE-5B Error meas_av LUBE OIL TANK TEMP 1
13-YE-9A LimitHH meas_av HH 75.0 Temp. Fault
DISPLACEME NT STAGE 1 ST1 HH
Bulkhead Seal
13-TE-8C LimitHH meas_av BULKHEAD SEAL TEMP HH 80.0 Trip, 13/14/15SD3.OR
Temp. HH
GEARBOX HSS BEARING HSS Bearing
13-TE-9A LimitHH meas_av TEMP STAGE 1 Temp. ST1 HH HH 120.0
Any of the conditions listed below will shut down the compressor.
Gearbox Lube Oil
13-PSLL-8A Meas1 meas_dh GEARBOX LO PRESS LL 1
Press. LL
BULKHEAD SEAL PRESS Bulkhead Seal  Analogue value represents the limit value for the condition description.
13-PSLL-8C Meas1 meas_dh LL Press. LL 1
 Digital value represents the logic state for the condition description.
SEAL GAS DIFF PRESS Seal Gas Diff.
13-PDIT-111B LimitLL meas_av LL 10.0
STAGE 1 Press. ST1 LL
<Table 7 : LD Compressor 2ST Process Trip 2>
RADIAL SHAFT Rad. Shaft Disp.
13-YE-9B LimitHH meas_av DISPLACEME NT STAGE 2 ST2 HH HH 75.0 Module Module Condition
Tag Description Lim. Value
GEARBOX HSS BEARING HSS Bearing terminal type description
13-TE-9B LimitHH meas_av TEMP STAGE 2 Temp. ST2 HH HH 120.0
LUBE OIL TANK LEVEL Lube Oil Tank Level
SEAL GAS DIFF. PRESS Seal Gas Diff. 13-LSLL-5 Meas1 meas_dh LL LL 1
13-PDIT-112B LimitLL meas_av LL 15.0
STAGE 2 Press. ST2 LL
Lube Oil Tank
13-TE-5B LimitHH meas_av LUBE OIL TANK TEMP HH 59
Temp. HH

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Trip, 13/14/15SD5.OR Start Interlock Ref. below figure.

Shutdown None.
Any of the conditions listed below will shut down the compressor. Other Local start/stop available from the Local Control Panel.
Blackout restart will not be performed if the coastdown timer has elapsed and a stop
 Analogue value represents the limit value for the condition description. after coastdown critera is active.
 Digital value represents the logic state for the condition description. During the coastdown and thermal bow recovery period, Aux. LOP manual stop from
IAS and LCP is inhibited.
<Table 8 : LD Compressor 2ST External Trip>
Module Module Condition Comp. Start Sequence Start
Tag Description Lim. Value
terminal type description
MAIN MOTOR Main Motor Energized
13-XA-14.8 Meas1 meas_dh Main Motor Trip 1 &
TRIP PIT8 L
OR
Emergency
EMERGENCY
13-EMS-15 Meas1 meas_dh Shutdown from 1 Start after BO
SHUTDOWN LOCAL
Local
Emergency Local/Remote Mode
EMERGENCY &
13-XA-15.7 Meas1 meas_dh Shutdown from 1 Local/Remote Start
SHUTDOWN ESD
ESD &
Start Interlock
Emergency
EMERGENCY
13EMS15IAS Out manin_d Shutdown from 1 Start Order to MCC
SHUTDOWN IAS Local/Remote Mode Stop Order to MCC
IAS &
REPEAT LUBE OIL Repeat Lube Oil Local/Remote Stop
13PALX8 Meas1 meas_dh 1 &
PRESS REPEAT LOW Press. L Thermal Bow Rec.Timer On
SURGE CONTROL ASV not Energised
13-ASVCtrl Trip plclg TRIP For 3sec 1 Coastdown Timer Finished OR
&
MIST SEPARATOR Coastdown Stop Criteria
MistSep.SD.OR LogHist logic Mist Separator Trip 1
TRIP
Post Lube. Cont. Finished
&
Trip, 13/14/15SD6.OR Auto Stop On Stop
Aux. LOP Failure
Any of the conditions listed below will shut down the compressor. Compressor Running HS
Ramp-up Time Elapsed &
 Analogue value represents the limit value for the condition description. PIT8 L TN
 Digital value represents the logic state for the condition description. LO Operation
Maintained Time
<LD Compressor 2ST Aux. LOP Control Principle>
<Table 9 : LD Compressor 2ST External Trip Sensor Fault>
Module Module Condition
Tag Description Lim. Value Aux. lube oil pump interlock, 13/14/15AuxLOPInt1
terminal type description
GEARBOX INLET OIL Gearbox Inlet Oil
13-PIT-8 Error meas_av PRESSURE Press Fault 1 Any of the conditions listed below will interlock manual start of the Aux. LOP.

Aux. LOP (Lub. Oil Pump) Control  Analogue value represents the limit value for the condition description.
 Digital value represents the logic state for the condition description.
Purpose Pre- and after- lubrication of the compressor.
Standby pump in case of mechanical driven LOP failure during compressor running.
Auto start Ref. below figure.
Auto stop Ref. below figure.

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<Table 10 : LD Compressor 2ST Aux. LOP Start Interlock 1> During the commissioning, the equipment and its subsystems have to be checked and prepared for the regular start-
Module Module Condition up. It is recommended to perform this work under CRYOSTAR SAS supervision.
Tag Description Lim. Value
terminal type description
LUBE OIL TANK Lube Oil Tank Level  Check that the entire installation has been completely and correctly performed.
13-LSL-5 Meas1 meas_dh LEVEL LOW L 1
 Check the fixing bolts and retighten them if necessary.
Lube Oil Tank Temp.
13-TE-5A LimitH meas_av LUBE OIL TANK TEMP
H H 58.0  Check that the setpoints are as per setpoint list in chapter “VIII CRYOSTAR REFERENCE
Lube Oil Tank Temp. DOCUMENTS”) of the Maker’s User Manual.
13-TE-5A LimitL meas_av LUBE OIL TANK TEMP L 25.0
L  All vents and drains that are not permanently connected shall be plugged with solid pipe plugs of similar
AUX. LUBE OIL PUMP
13XA6.3 Meas1 meas_dh Aux. LOP Failure 1 material.
FAILURE
Emergency
EMERGENCY
13-EMS-15 Meas1 meas_dh Shutdown from 1 Electrical system
SHUTDOWN LOCAL
Local
EMERGENCY Emergency
13XA15.7 Meas1 meas_dh SHUTDOWN ESD Shutdown from ESD 1  Check that all power supplies are at correct voltage and frequency and correctly connected to all power
EMERGENCY Emergency consumers.
13EMS15IAS Out manin_d SHUTDOWN IAS Shutdown from IAS 1
 Check the direction of rotation of the auxiliary lube oil pump motor.
AUX. LUBE OIL PUMP
13XU6 Meas1 meas_dh Aux. LOP Running 1 CAUTION
RUNNING
Before checking its rotation, the auxiliary lube oil pump has to be filled with oil. An incorrect direction will
Aux. lube oil pump interlock, 13/14/15AuxLOPInt2 damage the lube oil pump.
 Switch the power on and test the lamps/monitors. Check that all indicators work correctly.
Any of the conditions listed below will interlock manual start of the Aux. LOP.  Check the instrument calibrations and the alarm and trip setpoints before the compressor start-up (see
setpoint list in chapter “VIII CRYOSTAR REFERENCE DOCUMENTS”) of the Maker’s User Manual).
 Analogue value represents the limit value for the condition description. NOTE
 Digital value represents the logic state for the condition description. The calibrations of the instruments as well as their alarm and trip setpoints have to be checked
periodically according to the maintenance plan.
Table 11 : LD Compressor 2ST Aux. LOP Start Interlock 2>  Carry out functional tests with the instruments (see chapter “IX SUB-SUPPLIERS DOCUMENTATION”
Module Module Condition in Maker’s User Manual).
Tag Description Lim. Value  Check that all control loops and control valves have been functionally tested and work properly.
terminal type description
SEAL GAS DIFF Seal Gas Diff. Press. NOTE
13-PDIT-111A LimitL meas_av L 15.0
PRESSURE STAGE 1 ST1 L Follow all hazardous potentially explosive area as given by the applicable standards and plant
SEAL GAS DIFF Seal Gas Diff. Press. operational rules. The Ex-certificates of the electrical equipment are collected in the Hazardous Area
13-PDIT-112A LimitL meas_av L 20.0 Equipment Book (HAEB).
PRESSURE STAGE 2 ST2 L
SEAL GAS DIFF Seal Gas Press ST1
13-PDIT-111B LimitLL meas_av LL 10.0 Seal gas system
PRESSURE STAGE 1 LL
SEAL GAS DIFF Seal Gas Press ST2
13-PDIT-112B LimitLL meas_av LL 15.0  Check that the filter element on the seal gas line inlet is clean.
PRESSURE STAGE 2 LL
 Open the seal gas inlet valve (supplied by customer).
5. Operations  Check the seal gas circulation.
 Check that the seal gas pressure is correct according to the operating case (see setpoint list in chapter “VIII
Compressor Start-up Preparation CRYOSTAR REFERENCE DOCUMENTS”) of the Maker’s User Manual). The seal gas pressure has to
be adjusted on each stage according to the setting in the setpoint list.
This chapter covers the main procedures to safely start the compressor subsystems and to establish the electrical  In case of intention to operate with low process pressure (inferior to atmospheric) at the compressor suction,
power, the instrument air, the seal gas flow and the lube oil pressure and temperature. specific settings have to be applied.

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Process gas system  Check the lube oil circulation. operation without seal gas…), CRYOSTAR SAS recommends to:
 Open the isolation valves on the pressure transmitters of the lube
 Remove the inlet process pipe (or the spool piece as oil system and vent the instruments (by opening the vent valves  Open the drain valve of the compressor casing(s) in order to
recommended by CRYOSTAR SAS) and check that the inlet and closing them again after a while). check that no water remains in the casing bottom, then close the
filter is correctly installed and clean. Please also check that the CAUTION valve again.
entire piping upstream and downstream the compressor is clean. ATTENTION, RISK OF HOT OIL ESCAPING UNDER  Inert the compressor casing(s) with warm and dry nitrogen at the
 Check that the interconnecting pipes between the compressor PRESSURE FROM THE VENT VALVES! same time as the process lines. During this operation, open all
stages are clean.  Adjust the lube oil supply pressure with the pressure regulating vent and isolation valves on the pressure transmitters of the
 Reinstall the inlet process pipe or the spool piece and retighten valve, according to the setpoint in chapter “VIII CRYOSTAR casing(s) and the process lines.
the flanges with the correct torque. REFERENCE DOCUMENTS” of the Maker’s User Manual)..  Close the instrument vent valves again as soon as the inerting
 Check the alignment of the process piping connections. This can operations are finished.
be done by checking displacements after single piping Cooling Water  Inert the lube oil tank/gearbox with the seal gas nitrogen supply
disconnections. Correct if necessary. by creating a sweeping flow for a duration of at least 4 hours
 Clean and check the cooling water system. (simply switch the seal gas on). During this operation, the
Lube oil system  Open the cooling water inlet / outlet valves on the oil cooler nitrogen/air mixture will leave the lube oil tank through its oil
(customer supply) in according to the lube oil flow. demister (please ensure that the vent line is open).
 Make sure that the gearbox inspection cover is correctly installed.  Check that the cooling water temperature rises on the water return
 Remove the protection on the oil demister vent line and connect line. Compressor Start-up
the line immediately.
 Clean the lubrication system including the oil tank (chemical Instrument air and VDV actuator CAUTION
cleaning and passivation). Wait at least 10 minutes between two compressor consecutive start-ups.
 Fill the oil tank with the specified oil.  Check and operate the variable diffusor vanes actuator.
 Check the lube oil level, push both self-closing valves.  Open all instrument air supply valves in order to supply air to the  At this step, the auxiliary lube oil pump is running.
 Check the oil tank demister and the vent system. VDV actuator and to the anti-surge and control valves.  Check that the drain valve of each compressor casing is closed.
CAUTION  On the local control panel, set the VDV control to manual and  Check that instrument air is applied at the correct pressure (please
DO NOT START HEATING WITH THE OIL HEATER check the full range operation. refer to the setpoint list in chapter “VIII CRYOSTAR
WITHOUT OIL IN THE TANK. REFERENCE DOCUMENTS”) of the Maker’s User Manual.
 It is recommended to permanently keep the heating system in Surge control  Check that seal gas is applied at the correct pressure (see setpoint
operation when the compressor is in stand-by mode. If not, and list).
depending on the ambient temperature, start the lube oil heater a The surge control system protects the machine against inadvertent surging  Open the compressor inlet and outlet valves.
couple of hours before the expected machine start-up time. The events. This control is permanent and fully automatic.  Put the anti-surge valves in automatic mode.
heater will automatically switch off when the lube oil temperature  Check if the oil temperature in the oil tank corresponds to the
reaches its setpoint (see setpoint list in chapter “VIII  Check and operate the anti-surge valve. values in the setpoint list.
CRYOSTAR REFERENCE DOCUMENTS”) of the Maker’s CAUTION  The gearbox internals (bearings, etc...) temperature should be
User Manual). One anti-surge valve protects the first compressor stage. homogeneous within the acceptable limits prior to the
 Start the auxiliary lube oil pump. Another anti-surge valve protects stages 2, 3 and 4. compressor start. 15 min maintain within the normal operating
NOTE temperature range is considered to confirm the homogeneity. The
The lube oil pump is not operating below the minimum oil Compressor inerting auxiliary lube oil pump may have to be operated to get to this
tank temperature (see setpoint list in chapter “VIII condition. Make sure that the lube oil pressure setting is correct
CRYOSTAR REFERENCE DOCUMENTS”) of the Maker’s CAUTION (please refer to the setpoint list in chapter “VIII CRYOSTAR
User Manual). The compressor inerting operations with nitrogen have to be done in a REFERENCE DOCUMENTS) of the Makers User Manual.
 Open the bleed valves on the top of the oil double filters to release well ventilated area in order to avoid anoxia.  As a minimum the auxiliary lube oil pump shall run with normal
air. After bleeding air from the oil filters, select the operating oil pressure for 5 min prior to start up in order to free the
filter, leaving the other filter in standby. Before starting the compressor (first start-up, start-up after a period of non- lubrication system from air.

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 Make sure that the VDV are in their start position. CAUTION position.
 Push the compressor reset button and check that all alarm/trip Do not operate the machine for long periods while alarms are  Press the stop button to shut the main motor down and check that
lamps are off and the ready-to-start lamp is on. indicated. Especially if the compressor reaches the process the auxiliary lube oil pump starts.
 Push the compressor start button and check that no alarm/trip suction pressure low alarm, this is the indication of operation  The auxiliary lube oil pump will operate all along the compressor
lamp is flashing. at low suction pressure (under atmospheric), and this can lead coastdown.
 Switch the VDV position controller to automatic mode without to the compressor internal seals damage.  After the compressor full stop, the auxiliary lube oil pump will
bumping. In the event of such an alarm, the compressor internals shall continue to run in order to homogenize the gearbox internal
be inspected by Cryostar prior to a new compressor start-up. temperature, except in the condition of EMS, ESD or too low seal
After the compressor start-up, the following parameters have to be  Check all weeks that the auxiliary fluids (oil, seal gas, air, water) gas pressure trip where the lubrication may be dangerous for the
checked: and the process gas do not leak. Maintain the lube oil at the level machine or for the surrounding. The after lube continuation will
indicated on the tank sight glass. Check this level periodically (by last for minimum 10 minutes.
 No alarm on the local control panel. All systems operate normally: pushing both self-closing valves). If a leakage is observed,  In normal stop condition, 30 minutes oil lubrication after full stop
process gas, oil, seal gas, air, water ; no leaks. tighten the related connections, fittings and components. is recommended to prevent the gearbox internals from freezing.
 The auxiliary lube oil pump stops after the main motor start  Adjust the VDV opening to obtain the desired compressor  In case the machine is shut down for 8 days, keep the seal gas
because the gear-driven main pump delivers enough pressure to performance. operating. Please also keep the lube oil system operating for at
the oil system (the stop conditions are: main motor running and  The predicted performance tables and curves are presented in least 30min after the compressor stop in order to prevent the
gearbox lube oil pressure higher than low pressure alarm for more chapter “VIII CRYOSTAR REFERENCE DOCUMENTS” of bearings from freezing.
than 30s). the Makers User Manual. A reliable performance is expected in  If applicable, motor space heaters shall remain active during this
 The lube oil supply pressure to the gearbox has to correspond to the indicated range of temperatures, pressures and flow rates, standstill period, to limit the condensation within the motor frame.
the values in the setpoint list in chapter “VIII CRYOSTAR provided that the following normal precautions are observed:  In case the machine is shut down for more than 8 days (please
REFERENCE DOCUMENTS” of the Makers User Manual. CAUTION refer to chapter “III.5.2 Long-term non-operation” of the
Adjust the pressure control valve if required. Do not operate the compressor in surge conditions. Severe Makers User Manual).
 Test the operation of the auxiliary lube oil pump. On the running compressor surge causes shaft vibration and may result in  In case of low ambient temperature, drain all cooling water lines,
machine (compressor and main lube oil pump running), check severe damage to the compressor, which is not covered by the to avoid pipe bursting.
that the standby pump switches on automatically when the lube CRYOSTAR SAS warranty.
oil pressure is reduced with the pressure regulating valve.  Do not operate the equipment under conditions leading to Compressor Emergency Shutdown
Readjust the lube oil pressure after the test. excessive thrust loads (e.g., surge, high pressures).
 The lube oil supply temperature to the gearbox has to correspond  Check the lube oil filter pressure drop regularly. If needed, clean The compressor may be rapidly shut down at any time by pushing the
to the values in the setpoint list in chapter “VIII CRYOSTAR or replace the filter element as indicated in chapter “VI emergency stop button on the compressor local control panel. Any
REFERENCE DOCUMENTS” of the Makers User Manual. MAINTENANCE” of the Makers User Manual. shutdown resulting from the compressor safety system (compressor trip)
 The seal gas pressure(s) has to correspond to the values in the will bring the same result.
setpoint list in chapter “VIII CRYOSTAR REFERENCE Compressor Shutdown
DOCUMENTS” of the Makers User Manual. Adjust the In the event of an emergency shutdown, the following should be observed:
pressure control valve(s) if required.  In case of low ambient temperature, drain all cooling water and
 Check the bearing temperatures and the vibration levels (refer to steam condensate lines to avoid pipe bursting.  Take all measures required by the plant contractor's operating
setpoint list in chapter “VIII CRYOSTAR REFERENCE manual to minimize the effect of the shutdown on the other
DOCUMENTS” of the Makers User Manual). The voluntary compressor shutdown is mainly accomplished by process equipments.
 Check the instruments setpoints (refer to the setpoint list in performing the start-up operations in reverse order. The main objective is  If the shutdown occurred as a result of the safety system, search
chapter “VIII CRYOSTAR REFERENCE DOCUMENTS” of to take the compressor off-line without causing surge or major upsets to the cause of the malfunction before restarting.
the Makers User Manual). the different parts of the equipment. CAUTION
In case the compressor is stopped in cold process conditions,
Steady State Operation The proper procedure is summarized below: the cold may spread from the compressor to the bearings
which may freeze.
 Check that all systems operate correctly, without indicating any  Close the compressor Variable Diffusor Vanes (VDV) to 0% The restart of the compressor under those conditions could
alarm. lead to a bearing failure because the oil supply holes could be

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CAUTION Description Setpoint Tag

blocked by frozen oil. High-speed shaft radial displacement HH
YE 9A
Therefore, the auxiliary lube oil pump has to be restarted as Stage 1 75μm
soon as possible after the compressor shutdown and has to be High-speed shaft radial displacement HH
kept operating at least 1h before the compressor restart. YE 9B
Stage 2 75μm
High-speed shaft bearing temperature- HH
6. Compressor Alarm & Trips TE 9A
Stage 1 +120°C
High-speed shaft bearing temperature- HH
Shutdown Relay Logic TE 9B
Stage 2 +120°C
Bulkhead seal outlet LO pressure LL TBD PSLL 8C
Dedicated hardwired shutdown logic opens a relay contact to cause the
main driver to shutdown when: Bulkhead seal outlet temperature HH +80°C TE 8C
Bearing temperature - drive end HH +100°C TE 14DB
 The Shutdown button (EMS) on the local control panel is activated.
Bearing temperature - non-drive end HH +100°C TE 14NB
 The IAS computer is abnormal (As a watchdog).
U Winding temperature HH +135°C TE 14UB
 The unit receives shutdown output from the software shutdown logic.
V Winding temperature HH +135°C TE 14VB
The anti-surge valve solenoid power is cut by a hardwired circuit when: Cooling water leakage detector HH - LSHH 14

 The shutdown button on the local control panel is activated. When one of the trip causes is active the following actions will be taken:
 The IAS computer is abnormal (As a watchdog).
 The unit shutdown relay output will be opened immediately.
 One of the shutdown lamps on the local panel is lit to indicate what
Unit shutdown output from the software shutdown logic.
caused the shutdown.
 The Lube oil pump shutdown is 120 seconds delayed.
Shutdown Software Logic

The table below shows all the shutdown signals for the compressor unit. Shutdown Reset

A reset pushbutton is placed on each IAS compressor mimic. This button

Description Setpoint Tag
has to be activated to reset the shutdown logic.
HH
TE 22A
+115°C
Process gas temperature –stage 2 outlet
H
TE 22B
+100°C
LL
Seal gas diff. pressure-stage 1 PDIT 111B
10 kPa
LL
Seal gas diff. pressure-stage 2 PDIT 112B
15 kPa
HH
Oil temperature in tank TE 5B
+59°C
Oil level in tank LL LSL 5
repeated L
PIT 8
100 kPa
Gearbox oil supply pressure
LL
PSLL 8A
80 kPa
Gearbox oil supply temperature HH +60°C TE 8B

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Illustration 4.5.1a HD Heater

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4.5 Gas Heater and After Cooler/Heater 2. General Description When starting the heater, the bypass valve is fully opened and the inlet
valve will be fully closed.
4.5.1 HD Heater The main purpose of the vapour heaters is to heat the boil-off to be used for
tanks warm-up before a dry-docking when preparing tanks for inspection Controller Inlet valve Bypass valve
1. Specifications purposes or for using of GCU to burn the inert gas/natural gas mixture. output position position
0 0.0 100.0
Maker: Cryostar When a tank has to be warmed up, the vapour heater is used to heat the gas.
45 82 100
Model: 108-UT-38/34-3.8 The gas rate is substantially larger during this mode, and the heater has to be
50 91 91
Type: BEU used simultaneously to provide the required duty. The control strategy is in
principle the same as for the boil-off gas mode. In the design case, the heater 55 100 82
Number of sets: 1
will operate at maximum duty and no cold gas will be bypassed. 100 100.0 0.0
Operating Case <Heater Split Range details>
Tube Side
Unit Beg The HD heater is equipped with an inlet valve and the bypass valve. This gives
(Process Fluid) Sizing End WU
WU the heater two different modes, High Flow Mode and Low Flow Mode. The On the heater trip, the controller will be interlocked with 0 % output. When
Process fluid Methane IAS has a selection button for switching between High and Low Flow Mode. the trip is reset, the controllers will start in the manual.
Mass flow kg/h 34200 47500 26100 The valves will be controlled in a split range configuration.
TCV1
Split Range
Inlet volume flow m3/h 20972 20026 20340 TIC
Temperature controller
Outlet volume flow m3/h 56085 68288 42802 TCV2
Split Range
Inlet temperature °C -33 -108 32 TT2
Purpose Heater outlet temperature control.
Outlet temp.
°C 86 36 119 PV Outlet Temperature probe.
(uncontrolled)
SP By operator. Adjustable. Dependent of operating mode.
Outlet temp. (controlled) °C 80 - 80 Outlet
OP Output controls the inlet and bypass valve through split-
Supply inlet pressure kPa g 100 100 100
range. PT2 TAHH
Inlet pressure (heat
kPa g 20 26 17 Action Reverse
exchanger) If any measurement failure of the involved
Measurement
System outlet pressure kPa g 10 10 10 transmitters, the controller is set to manual, and output
error is kept steady. Alarm is created. TCV2
Pressure drop
kPa g 10 16 7
(calculated) Other Manual control is possible.
Nozzle velocity (inlet) m/s 27.7 28.3 14.1
Nozzle velocity (outlet) m/s 33.5 42.9 14.7 The temperature control of the heater will work in a split range configuration.

Heat exchange (actual) kW 2447 4344 793 LAH

100.0 TT1 PT LAHH
Operating Case
Shell Side
Unit Beg
(Saturated Steam) Sizing End WU Inlet
WU 75.0 TALL
TCV1
Steam consumption Kg/h 4259 7562 1381
Valve Signal

Inlet Valve
<LD Heater Control Principle>
Inlet temperature °C 164 - - 50.0
Bypass valve
Outlet temperature °C 159 - - Control Valves in Local Mode
Inlet pressure kPa g 600 - - 25.0
It is possible to put the control valves in local mode from the local station
Outlet pressure kPa g 600 - -
and the valve positions can then be varied locally.
Nozzle velocity (inlet) m/s 18.6 33 6
0.0
0 20 40 60 80 100
Nozzle velocity (outlet) m/s 0.6 1.07 0.2
Temperature Controller Output
Exchange Surface ㎡ 48.99
<Heater Split –Range>

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3. Operating Procedure in Warming-Up Configuration temperature at the heater outlet is above 0 °C. 3) Open the steam side vent and open the drain valve when all the
pressure is off the heater.
WARNING 4) Open the steam side vent, then open the drain when all the steam
has vented. 6. Heater Shutdown
Before and during any cargo operations which involve LNG entering
the cargo compressor room pipework system, the cargo compressor 4. Controls and Settings HD Heater trip will de-energize the inlet and bypass valve solenoid SV1
room exhaust fans and the gas sampling system must be confirmed to and SV2.
be in operation. The gas outlet temperature is controlled by controllers and the bypass
valves of the HD heater. The steam condensate from the heater is returned In addition, the TIC controller will be left in manual with output set at 0%.
To set up the HD heater for warming-up configuration, proceed as follows: to the drains system via the cargo steam drains cooler and the cargo escape
Trip, 21SD1.OR
tank, the latter of which is fitted with a gas detector sampling point.
1) Open the shell side vent valve.
Any of the conditions listed below will shut down the compressor.
5. Boil-off Gas Heating Configuration
2) Open the shell side condensate valves and check the drains.
 Analogue value represents the limit value for the condition
When the heater has been vented and warmed through proceed as follows:
3) Crack open the manually operated steam supply valve to warm description.
through and vent the heater. 1) Open the shell side vent valve.  Digital value represents the logic state for the condition
description.
4) When all the air has been expelled from the shell, shut the vent 2) Open the shell side condensate valves and check the drains.
valve.
3) Crack open the manually operated steam inlet valve to warm Module Module Condition
Tag terminal type Description description Value
5) When the water has been drained from the shell, shut the drain through and vent the heater.
valve.
4) When all the air has been expelled from the shell, shut the vent Heater
21- GAS OUT
6) Slowly open up the steam inlet valve. Meas1 meas_dh Outlet 1
valve. TSHH-2 TEMP HH
Temp. HH
7) Set the vapour lines as detailed for the operation and put the cargo 5) When all water has been drained from the shell, shut the drain
heater in use. valve. 21- DRAIN POT Drain Pot
Meas1 meas_dh LEVEL HH Level HH 1
LSHH-4
8) In the CCR, set the controls for the heater to the ON position on 6) Slowly open the steam inlet valve.
the IAS.
7) Set the LNG vapour lines as detailed for the operation to be taken. 21- DRAIN POT Drain Pot
Meas1 meas_dh TEMP LL Temp. LL 1
9) Open the instrument air supply to the controls for the heater. TSLL-4
8) Open the vapour outlet valve and the vapour inlet valve.
10) Check the condensate level in the sight glass. <HD Heater Process Trip>
9) In the CCR, set the controls for the HD heater on the IAS.
11) Set the temperature and level controller to the correct settings for Trip, 21SD2.OR
the operation being undertaken (Boil-off control +25 °C, warm- 10) Open the control air supply to the HD heater controls.
up temperature control +80 °C). Module Module Condition
11) Set the temperature and level controllers to the correct settings for Tag terminal type Description description Value
12) Open the hydraulically operated gas inlet valve and manually gas-burning of +80 °C. EMERGENCY
Emergency
operated outlet valve. SHUTDOWN
12) Monitor the gas vapour outlet and condensate temperatures. 21-HS-5 Meas1 meas_dh Shutdown 1
FROM
from Local
13) Monitor the gas vapour outlet and condensate temperatures. LOCAL
On completion of the operation FV
Emergency
EMERGENCY
On completion of the operation 21EMSIAS manin_d manin_d SHUTDOWN
shutdown 1
1) After the gas, the compressor has been shut down and the gas active
FROM IAS
1) Switch the auto-control to manual. supply valve to the engine room shut, close the inlet valve to the
<HD Heater External Trip>
HD heater.
2) Close the gas supply valve on the HD heater.
2) Shut the steam inlet valve.
3) Close the steam supply valve to the HD heater when the

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Illustration 4.5.2a LD Heater

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4.5.2 LD Heater 2. General Description When starting the heater, the bypass valve is fully opened and the inlet
valve will be fully closed.
1. Specifications The main purpose of the vapour heaters is to heat the forced boil-off to be used
for DF engines or for using of GCU to burn the inert gas/natural gas mixture. Controller Inlet valve Bypass valve
Maker: Cryostar output position position
Model: 34-UT-38/34-3.6 The gas rate is substantially larger during this mode, and the heater has to be 0 0.0 100.0
Type: BEU used simultaneously to provide the required duty. The control strategy is in
45 82 100
Number of sets: 1 principle the same as for the boil-off gas mode. In the design case, the heater
50 91 91
will operate at maximum duty and no cold gas will be bypassed.
55 100 82
Tube Side Operating Case
Unit The LD heater is equipped with an inlet valve and the bypass valve. This gives 100 100.0 0.0
(Process Fluid) Sizing Free flow
the heater two different modes, High Flow Mode and Low Flow Mode. The <Heater Split Range details>
Process fluid Methane
IAS has a selection button for switching between High and Low Flow Mode.
Mass flow kg/h 15557 4946
The valves will be controlled in a split range configuration. On the heater trip, the controller will be interlocked with 0 % output. When
Inlet volume flow m3/h 1965 3644 the trip is reset, the controllers will start in the manual.
Outlet volume flow m3/h 3542 7225 Temperature controller
TCV1
Inlet temperature °C -100 -100 Split Range
TIC
Outlet temp. (uncontrolled) °C 34 72 Purpose Heater outlet temperature control.
TCV2
PV Outlet Temperature probe. Split Range
Outlet temp. (controlled) °C 30 30 TT2
SP By operator. Adjustable. Dependent of operating mode.
Supply inlet pressure kPa g 600 20
OP Output controls the inlet and bypass valve through split-
Inlet pressure (heat
kPa g 585 9 range.
exchanger) Outlet
Action Reverse
System outlet pressure kPa g 580 6
Measurement If any measurement failure of the involved PT2 TAHH
Pressure drop (calculated) kPa g 5 3 transmitters, the controller is set to manual, and output
error is kept steady. Alarm is created.
Nozzle velocity (inlet) m/s 16.6 23.1
Other Manual control is possible.
Nozzle velocity (outlet) m/s 20 40.9
TCV2
Heat exchange (actual) kW 1280 407
The temperature control of the heater will work in a split range configuration.
Shell Side Operating Case
Unit
(Saturated Steam) Sizing Free flow 100.0

Steam consumption Kg/h 2229 709

LAH
TT1 PT LAHH
Inlet temperature °C 164 -
75.0
Outlet temperature °C 159 - Inlet
Val ve Si gnal

TALL
Inlet pressure kPa g 600 -
Inlet Valve TCV1
50.0
Outlet pressure kPa g 600 - Bypass valve
<LD Heater Control Principle>
Nozzle velocity (inlet) m/s 21.9 7
Nozzle velocity (outlet) m/s 0.32 0.1 25.0 Control Valves in Local Mode
Exchange Surface ㎡ 14.61
It is possible to put the control valves in local mode from the local station and
0.0
0 20 40 60 80 100
the valve positions can then be varied locally.
Temperature Controller Output

<Heater Split –Range>

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3. Controls and Settings 5. Heater Shutdown

The gas outlet temperature is controlled by controllers and the bypass LD Heater trip will de-energize the inlet and bypass valve solenoid SV1
valves of the LD heater. and SV2.

The steam condensate from the heater is returned to the drains system via In addition, the TIC controller will be left in manual with output set at 0%.
the cargo steam drains cooler and the cargo escape tank, the latter of which
is fitted with a gas detector sampling point. Trip, 22SD1.OR

4. Boil-off Gas Heating Configuration Any of the conditions listed below will shut down the compressor.

When the heater has been vented and warmed through, proceed as follows:  Analogue value represents the limit value for the condition
description.
1) Open the shell side vent valve.  Digital value represents the logic state for the condition
description.
2) Open the shell side condensate valves and check the drains.

3) Crack open the manually operated steam inlet valve to warm Module Module Condition
Tag terminal type Description description Value
through and vent the heater.

4) When all the air has been expelled from the shell, shut the vent Heater
22- GAS OUT
Meas1 meas_dh Outlet 1
valve. TSHH-2 TEMP HH
Temp. HH
5) When all water has been drained from the shell, shut the drain
valve. 22- DRAIN POT Drain Pot
Meas1 meas_dh LEVEL HH Level HH 1
LSHH-4
6) Slowly open the steam inlet valve.

7) Set the LNG vapour lines as detailed for the operation to be taken. 22- DRAIN POT Drain Pot
Meas1 meas_dh TEMP LL Temp. LL 1
TSLL-4
8) Open the vapour outlet valve and the vapour inlet valve.
<LD Heater Process Trip>
9) In the CCR, set the controls for the LD heater on the IAS.
Trip, 22SD2.OR
10) Open the control air supply to the LD heater controls.

11) Set the temperature and level controllers to the correct settings for
Module Module Condition
gas-burning of +80 °C. Tag Description Value
terminal type description
12) Monitor the gas vapour outlet and condensate temperatures. EMERGENCY
Emergency
SHUTDOWN
22-HS-5 Meas1 meas_dh Shutdown 1
On completion of the operation FROM
from Local
LOCAL
FV
1) After the gas compressor has been shut down and the gas supply Emergency
EMERGENCY
valve to the engine room shut, close the inlet valve to the LD 22EMSIAS manin_d manin_d shutdown 1
SHUTDOWN
active
heater. FROM IAS
<LD Heater External Trip>
2) Shut the steam inlet valve.

3) Open the steam side vent and open the drain valve when all the
pressure is off the heater.

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Illustration 4.5.3a After Cooler/Heater

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4.5.3 After Cooler/Heater Start-Up

Maker: Cryostar 1) Vent valves should be opened before cooling water is admitted to
Type: Horizontal, shell/tube, freshwater the heat exchanger.
Model: 187-ST-19.05/15.75-4.2
Heat exchanger: 271.1 kW 2) Open slowly and gradually the cooling water supply, by manual
No. of sets: 2 inlet valve operation. When all air is vented, close the vent valves.
3) Open slowly and gradually the gas supply to the heat exchanger.
No.1 After Cooler/Heater
4) When operating temperatures are reached, bolting and packed
Process Fluid Unit Shell side Tube side
joints should be retightened to prevent leaks and gasket failures.
Fluid Freshwater BOG
Temperature ˚C 36 40 -50 40
5) The heat exchanger should never be operated at pressures and
Quantity Total Kg/h 58377 4946 temperatures exceeding those specified on the nameplates and
Inlet Pressure kPa a 300 650 design specification sheets.
6) Check the cooling water supply flow and pressure. Correct if
No.2 After Cooler/Heater necessary.

Process Fluid Unit Shell side Tube side

7) If the cooling water supply is operating correctly, increase further
Fluid Freshwater BOG the process of gas supply by hand control. Operate slowly and
gradually.
Temperature ˚C 36 41 115 45
Quantity Total Kg/h 93403 9892 8) When the operating point is reached, switch the flow control
Inlet Pressure kPa a 300 650 system to automatic operation.

9) The system can also be started in automatic mode.

The aftercooler/heater is installed downstream of the LD compressor. This
heat exchanger is installed for cooling and heating of the fuel gas to meet
Water Coolers Shutdown
the temperature range required by the DF engine. Freshwater is used as a
cooling/heating medium. No control equipment is installed for the
Drain the cooling water system to avoid any freezing damage.
aftercooler/heater, but a temperature element for the trip and a flow switch
for alarm are equipped to supervise a state of freshwater at the outlet piping
spool.

TE TE
01 02

N2
N2 Inlet Outlet
CG517

Fresh Water
Outlet

After Cooler/
After NG
Cooler/ Heater
NG Heater

Fresh Water
Inlet

<After Cooler/Heater Control Principle>

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Illustration 4.6a LNG Vaporiser

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4.6 LNG Vaporiser 2. General Description vaporiser outlet temperature must be controlled at +20 C during the
inerting operation.
1. Specification One (1) LNG vaporiser is located in the cargo machinery room. The purpose
of LNG Vaporiser is; NOTE
Maker: Cryostar Due to its very low temperature, liquid nitrogen will damage living
Type: BEU • Filling cargo tanks with NG vapour before the LNG cargo loading tissue and any spillage on the ship’s deck will cause fractures and
Model: 65-UT-38/34-5.6 (gassing up operation). failures the same as for LNG.
• Vaporizing LNG to maintain the tank pressure when vapour return
from shore is not available during the unloading operation. 3. LNG Vaporiser Controls
Tube Side Operating Case
(Process Fluid)
Unit • Vaporizing liquid nitrogen is received from shore to fill and inert
Tank Purge Unload N2
the insulation spaces of the tank. The LNG vaporiser control consists of two single loop controllers which are
Mass flow kg/h 10340 26820 2430
the outlet flow controller and outlet temperature controller, both of the
Inlet volume flow m3/h 23 60 3 The type of vaporiser is a horizontal shell and tube heat exchanger with controllers can be operated on the IAS remotely or the local control panel
Outlet volume flow m3/h 12902 15190 1739 steam supply, BEU according to TEMA identification. locally depending on Local/remote switches on the local control panel.
Inlet temperature °C -163 -163 -196
Vapour Header
Outlet temp. The LNG vaporiser is used for the following operations: Pressure
°C 24 -45 112 PT PIC
(uncontrolled) PV OP

Outlet temp. 1) Discharging cargo at the design rate without the availability of a
°C 20 -140 20 vapour return from the shore. TrackSel
(controlled) FIC OP
Flow Valve
Inlet pressure Potentiometer
kPa 400 400 400 The vapour produced leaves the vaporiser at approx. -140 °C and is HZC
(supply)
Inlet pressure then supplied to cargo tanks through the vapour main.
kPa 30 101 20
(heat exchanger Flow Valve
Local Selector
Vapour pressure in the cargo tanks will normally be maintained at
Outlet pressure kPa 20 20 20 XI
110 kPa during the entire discharge operation. Additional vapour is
Pressure drop 0 >=1

kPa 10 81 0 generated by the tank spray rings; with the LNG being supplied by Gasing
0

(calculated) up
Flow Mode 0

Nozzle velocity the spray pump.

m/s 3.25 8.43 0.42
(inlet) Temp Valve Temp Valve
Potentiometer
Nozzle velocity If the backpressure in the discharge piping to shore is not sufficient Local Selector

m/s 29 57.5 5.0 to have a minimum of 300 kPa at the inlet to the vaporiser, a spray HZC XI
(outlet)
Heat exchange pump will be used to supply liquid to the vaporiser.
kW 2665 4196 300
(actual)
If the shore is unable to supply vapour return, LNG can also be fed
to the vaporiser using one spray pump or by bleeding from the TrackSel
Shell Side Operating Case
Unit liquid main. TrackVal TIC PV TT
TT
(Process Fluid) Tank Purge Unload N2
OP
Steam consumption Kg/h 4640 7305 4017 2) Gassing up the cargo tanks with vapour after inerting with inert gas
Inlet temperature °C 164 - - and before cooldown. LNG is supplied from the shore to the LNG
Outlet temperature °C 159 - - vaporiser via the spray line. The vapour is produced at the required
temperature of +20 °C and is then passed to the cargo tanks.
Inlet pressure kPa 600 - - LNG Vaporiser

Outlet pressure kPa 600 - - 3) LN2 vaporisation for inerting the cargo tank and insulation spaces. TCV

Nozzle velocity, inlet m/s 20.3 31.9 17.5 Supply the cargo tanks with vaporised nitrogen using liquid
FCV
Nozzle velocity, nitrogen supplied by the terminal, in the event of the vessel’s inert
m/s 0.66 1.03 0.57
outlet gas generator being inoperative.
Exchange surface m2 43.45 LNG
This operation would only be carried out at the initial inerting of
cargo tanks or the first loading terminal after dry dock. The <LNG Vaporiser Control Principle>

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 TRANSGAS POWER Cargo Operating Manual

Flow Control LNG Mode / N2 Mode setpoint is for zero flow.

The outlet flow controller is used to manipulate the LNG vaporiser inlet There are two operation modes for the LNG vaporiser as mentioned above. Confirm that the spray header is pressurised and then open the
pneumatic control valve by the outlet flow rate which is measured from One is LNG mode, and the other is N2 mode. hydraulically operated liquid line isolating valve.
the differential pressure generated at the orifice.
According to the use of the LNG vaporiser, operators shall select LNG In MAN mode, crack open the flow control valve and admit LNG
mode or N2 mode on the IAS mimic because the insulation space pressure to the vaporiser. Physically monitor all the vaporiser flanges and
To maintain the outlet flow rate of the LNG vaporiser constantly, it is
high signal causes the LNG vaporiser trip only in N2 mode. joints for any signs of leakage.
required the upstream of the control valve is pressurized. Thus strip/spray
header pressure control is used while the strip/spray pump feeds LNG to As soon as the flow has been established, set the correct value for
4. Operating Procedure to Bring the LNG Vaporiser into Service
LNG vaporiser. Otherwise, LNG will be supplied from the liquid header the desired operation on the temperature controller; -140 ºC for
by the operation of the main cargo pump when discharging LNG. volumetric replacement during cargo discharge, or +20 ºC for gas
WARNING
fill temperature control and inerting temperature control.
Vapour header pressure controller Before and during any cargo operations which involve LNG entering
the cargo compressor room pipework system, the cargo compressor Gradually increase the flow rate up to the desired value and
Purpose Pressure controller to maintain desired vapor header room exhaust fans and the gas sampling system must be confirmed to change the mode to AUTO.
pressure. be in operation.
Monitor the condensate level until the full gas flow has been
PV Vapor header pressure transmitter. Set the LNG pipelines as detailed for the operation and prepare the LNG achieved on in the vaporiser to ensure stable operations.
SP Operator Selectable. vaporiser for use as follow:
OP Output controls the FCV position. Continue to monitor the vaporiser for leaks, the vapour outlet
Measurement If any measurement failure of the involved transmitters, Ensure that the deck steam and instrument air supplies are temperature, the condensate level, and the temperature of the
error the controller is set to manual and output is kept steady. available to the LNG vaporiser. drain throughout the operation.
Alarm is created.
Open the condensate drain valve and the steam side shell vent CAUTION
Tracking Track Set: OP => will track output from flow controller.
valve. Thorough checks around the LNG vaporiser and associated flange
Track Reset: released when operator selects Vapor
Header Pressure Control Mode. connections must be conducted during the operation.
Set up the downstream vapour lines for the required operation
Other Manual control is possible. and vaporiser outlet valve, to allow for gas expansion during the On Completion of the Operation:
Bumpless transition between pressure and flow control. warming upstage.
Close the hydraulically operated liquid line isolating valve.
Temperature Control Crack open the vaporiser steam bypass valve to warm through
and vent the heater. Switch the flow control valve, and temperature control valve to
The temperature controller is used to manipulate the by-pass pneumatic the manual, and manually open the valves to allow any remaining
When all the air has been expelled from the shell, shut the vent LNG to vaporise naturally.
control valve by the outlet temperature, If the gas out temperature goes up,
valve.
the by-pass control valve opening will be decreased automatically by the
When the heater outlet temperature is well above 0 ºC and there
controller to keep the out temperature stable, and vice versa. When the drains are blowing clear open the drain trap outlet and is no indication of any frosting anywhere on the heater, shut the
inlet valves and shut the drain. The temperatures, pressures, and main steam valve.
Temperature controller condensate levels of the heater should be allowed for about 30
minutes to stabilise. Open the steam side shell vent valve.
Purpose Vaporiser outlet temperature control.
PV Outlet Temperature probe. Slowly open the main steam valve SC309 and close the bypass When steam stops exhausting from the vent open the condensate
SP By operator. Adjustable. Dependent of operating mode. valve. drain valve and shut the inlet valve to the drain trap.
OP Output controls the TCV position.
Monitor the condensate level in the local level gauge. When the vaporiser has cooled down to ambient temperature,
Measurement If any measurement failure of the involved transmitters,
shut the vapour outlet valve and secure the rest of the system as
error the controller is set to manual and output is kept steady. In the CCR, set the flow control for the vaporiser to the ON required.
Alarm is created. position on the IAS, select MAN mode, and ensure that the
Other Manual control is possible.

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5. LNG Vaporiser Shutdown

Trip will de-energize inlet and bypass valve solenoid SV1 and SV2.

In addition, the PIC and TIC controller will be left in manual with output
set to 0%.

Trip, 31SD1.OR

Any of the conditions listed below will shut down the compressor.

 Analogue value represents the limit value for the condition

description.
 Digital value represents the logic state for the condition
description.

Module Module Condition

Tag terminal type Description description Value

31- DRAIN POT Drain Pot

Meas1 meas_dh LEVEL HH Level HH 1
LSHH-4

31- DRAIN POT Drain Pot

Meas1 meas_dh TEMP LL Temp. LL 1
TSLL-4

<LNG Vaporiser Process Trip>

Trip, 31SD2.OR

Module Module Condition

Tag terminal type Description description Value

EMERGENCY Emergency
31-HS-5 Meas1 meas_dh SHUTDOWN Shutdown 1
FROM LOCAL from Local
VAPOUR Vapour
31VapHdrHH Meas1 meas_dh HEADER Header 1
PRESS HH Press. HH
FV
Emergency
EMERGENCY
31EMSIAS Meas1 manin_d shutdown 1
SHUTDOWN
from IAS
FROM IAS
EMERENGCY Emergency
NDI-81-61-1 DIG03 netdi SHUTDOWN shutdown 1
FROM ESD from ESD
<LNG Vaporiser External Trip>

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Illustration 4.7a Forcing Vaporiser

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4.7 Forcing Vaporiser 2. General Description Temperature control

1. Specification One (1) forcing vaporiser is located in the cargo machinery room. The Purpose Forcing Vaporiser outlet temperature control.
purpose of forcing vaporiser is; PV Temperature Probe on FBO Mist Separator outlet
Maker: Cryostar SP By operator (Refer to Cryostar Setpoint list for default
value). Adjustable.
Model: 65-UT-38/34-4.4  Vaporizing LNG to provide make-up gas to generators and X-DF
Type: BEU engines when Natural BOG is not sufficient to satisfy the OP Output controls the TCV position.
Tracking Track Set: OP => various outputs during Start-up /
engine’s demand. Cooldown and stop sequence (adjustable).
Tube Side Operating Case Track Reset: released after Start-up/Cooldown.
Unit
(Process fluid) Sizing The type of gas heater is a horizontal shell and tube heat exchanger with Measurement If any measurement failure of the involved transmitters,
Process fluid Methane
steam supply, BEU according to TEMA identification. error the controller is set to manual and output is kept steady.
Mass flow kg/h 12695 Alarm is created.
One of the fuel gas pumps is used to feed LNG to the forcing vaporiser. Feed forward Feed forward is made from pre-set table adjusting
Inlet volume flow m3/h 28 Forcing vaporiser control consists of one single loop controllers which are based on the vaporiser inlet valve position.
Outlet volume flow m3/h 1650 Other Manual control is possible, including manual cooldown.
an outlet flow controller. Through their corresponding LOCAL/REMOTE
When in Auto mode the controller output adjustments
Inlet temperature °C -163 switches on the local control panel of forcing vaporiser, the controller can will be limited to ±10% from pre-set table.
Outlet temp. (Uncontrolled) °C -11 be operated on the IAS Manually or automatically in remote mode or
0% Preset Values (%)
Outlet temp. (Controlled sp 1) °C -20
through the potentiometer on the local control panel in local mode.

Outlet temp. (Controlled sp 2) °C -100 Feed Forward

The flow controller is used to manipulate the inlet pneumatic flow control Selector
FV adjust
Supply inlet pressure kPa g 600 valve by the outlet flow rate of FBOG, which is measured from the
Temperature
Controller

Inlet press., heat exchanger kPa g 587 differential pressure generated during gas passing the orifice. TIC TT

Feed Forward
System outlet pressure kPa g 580
Pressure drop (calculated) kPa 7 To control the forcing vaporiser outlet flow rate constant, it is required that
Nozzle velocity (Inlet) m/s 6.74
upstream of the control valve is pressurized at a constant. Thus header Separator
pressure control is required while the fuel gas pump feeds LNG to the Spray After Cooler
Nozzle velocity (outlet) m/s 37.2
forcing vaporiser. TCV
Forcing Vaporizer
Heat exchange (actual) kW 2308
Shell Side Operating Case 3. Forcing Vaporiser Control
Unit PT TT
(Saturated steam) Design FCV ZT1

Steam consumption kg/h 4017 To control the outlet flow, the IAS calculates the flow rate with a flow-
Inlet temperature °C 164
meter signal and then it can control the inlet pneumatic flow control valve LNG

by the calculated outlet flow rate. If the trip signal is detected during the <FV Control Principle>
Outlet temperature °C 159
outlet flow of automatic control, this flow control is set to manual mode,
Inlet pressure kPa g 600 and outputs are set to 0%. That means the inlet control valve cannot open 4. Operating Procedure to Bring the Forcing Vaporiser into Service
Outlet pressure kPa g 600 until the vaporiser is recovered to the normal status.
Nozzle velocity (Inlet) m/s 39.5 1) Ensure that the deck steam and instrument air supplies are
Nozzle velocity (Outlet) m/s 0.57 NOTE available to the forcing vaporiser.
Exchange surface m2 34.14 Cargo compressor room exhaust fans and the gas sampling system must
be in operation before and during any cargo operations which involve 2) Open the condensate drain valve and the steam side shell vent
LNG and NG entering the cargo compressor room pipework system. valve.

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3) Set up the downstream vapour lines for the required operation CAUTION Forcing Vaporiser Cooldown and Start Sequence
and vaporiser outlet valve, to allow for gas expansion during the Thorough checks around the forcing vaporiser and the associated Start - Operator action
warming upstage. flange connections must be conducted during operation.
Cooldown & Start
Forcing Vaporizer Start Interlock

- Inlet pressure not OK (200 kPa > p > 950 kPa)

- Inlet valve closed
- Fuel supply not OK
4) Slowly open the vaporiser steam valve bypass valve to warm - FV shutdown active
- Flow PID in manual
OR

On Completion of Operation; Yes - Temp PID in manual

through and vent the vaporiser. FV outlet
temperature < 0 ºC
FV inlet temperature
< -95 ºC - FV running
- Outlet isolation valve closed

1) Close the remotely operated liquid line isolating valve CF604V. No No

5) When all the air has been expelled from the shell, shut the vent
valve. - TIC in Auto TIC out of Track
2) Switch the flow and temperature controllers to manual and
manually open the valves (flow control valve: CF605V) to allow Condition for next step Action

6) When the drains are blowing clear open the drain trap outlet and - TCV valve position > 17% and <
TIC output to 20% Error
any remaining LNG to vaporise naturally. 23%
inlet valves and shut the drain. The temperatures, pressures, and
condensate levels of the heater should be allowed for about 30
3) When the heater outlet temperature is well above 0 ºC and there - FV outlet temperature < -5 ºC Check FV Outlet temperature Error
minutes to stabilise.
is no indication of any frosting anywhere on the heater, shut the
main steam valve. - TIC in Auto
TIC out of Track, and
7) Slowly open the main steam valve and close the bypass valve. - FCV valve position > 14% and <
20%
PIC output to 17 %
Error

4) Open the steam side shell vent valve. - Close FCV valve
8) Monitor the condensate level in the local level gauge. - FV inlet temperature < -95ºC Check FV Intlet temperature Error - Close TCV valve

5) When steam stops issuing from the vent open the condensate
9) In the CCR, set the flow control for the vaporiser to the ON
drain valve and shut the inlet valve to the drain trap.
position on the IAS, select MAN mode, and ensure that the - FCV valve position > 15% and <
21% FIC output to 18 % Error
setpoint is for zero flow.
6) When the heater has cooled down to ambient temperature, shut
the vapour outlet valve CG625V and secure the rest of the system
10) Confirm that the fuel gas header is pressurised and then open the - FV inlet temperature < -135ºC Check FV Intlet temperature Error

as required.
manually operated liquid line isolating valve.
- FIC in Auto FIC out of tracking Error
5. Forcing Vaporiser Cooldown and Start Sequence
11) In MAN mode, crack open the flow control valve and admit LNG
to the vaporiser. Physically monitor all the vaporiser flanges and End
Forcing vaporiser is manually started as per operating manual procedure or
joints for any signs of leakage.
automatically started following a sequence. Manual valves have to be arranged
in order to feed fuel gas network during vaporiser start-up. The fuel gas steam Forcing Vaporiser Stop Sequence
12) In the CCR, set the controls for the forcing vaporiser on the IAS
heater has to be started on the gas network. The sequence for the forcing
mimic. Start - Operator action
vaporiser automatic start is the following: Stop
Forcing Vaporizer

13) When vapour is produced, switch the control for the liquid valve
 The auto start sequence is ready to start in the absence of common
to remote and automatic.
trip and alarm. - FCV valve open > 8% and < 12% Set FIC output to 10% Error

 The vaporiser outlet line is cooled down to -5 °C and the outlet

14) Monitor the condensate level until the full gas flow has been temperature control is cooled down to -95 °C with a 40 % bypass
Wait 60 seconds
achieved on the vaporiser to ensure stable operations. valve opening command and a 30 % inlet valve opening (FCV)
command.
- FCV valve position < 1% Set FIC output to 0%,
15) Continue to monitor the vaporiser for leaks, the vapour outlet  The vaporiser inlet line continues to cool down to -125 °C. Once the - TCV valve position < 1% Set TIC output to 0%
Error

temperature, the condensate level, and the temperature of the temp is reached at -125 °C, the forcing vaporiser load/temp
drain throughout the operation. controllers are set to automatic.
End

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6. Forcing Vaporiser Trip Module Module Condition

Tag terminal type Description description Value

Trip will de-energize inlet and bypass valve solenoid SV1 and SV2. 32StartSeqP
FUEL GAS Fuel gas
StopFV plclg SUPPLY supply 1
In addition, the FIC and TIC controller will be left in manual with output set LC3 STOPPED stopped
to 0%. EMERGENCY Emergency
NDI-81-62-1 DIG04 netdi SHUTDOWN shutdown 1
ESD ESD
Trip, 32SD1.OR
<LNG Vaporiser External Trip>
Any of the conditions listed below will shut down the forcing vaporiser.

 Analogue value represents the limit value for the condition

description.
 Digital value represents the logic state for the condition
description.

Module Module Condition

Tag terminal type Description description Value

32- DRAIN POT Drain Pot

Meas1 meas_dh LEVEL HH Level HH 1
LSHH-4

32- DRAIN POT Drain Pot

Meas1 meas_dh TEMP LL Temp. LL 1
TSLL-4

<Forcing Vaporiser Process Trip>

Trip, 32SD2.OR

Module Module Condition

Tag terminal type Description description Value

EMERGENCY Emergency
32-HS-5 Meas1 meas_dh SHUTDOWN Shutdown 1
FROM LOCAL from Local
FV
Emergency
EMERGENCY
32EMSIAS Meas1 manin_d Shutdown 1
SHUTDOWN
from IAS
FROM IAS
VAPOUR Vapour
32VapHdrHH Meas1 meas_dh HEADER Header 1
PRESS HH Press. HH
Mist sep.
MIST SEP.
diff. HH
32NETDIO4 LimitHH meas_av DIFF.
Pressure 5.6
PRESSURE
HH
Mist sep.
MIST SEP:
MistSep diff.
32NETDIO4 netdi DIFF. PRESS. 1
SensFault Pressure
FAULT
fault

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Illustration 4.8a NBO Mist Separator

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4.8 NBO Mist Separator Mist Separator Data Sheet

Model VMS-16/16-700/900 Gas Composition: General Case: Laden Voyage
1. General Description Performance data unit 1 2 3 4 5 6 7
Operating case Design Max flow Min Case 4 Case 5 2 x LDC 3 x LDC
Maker: Cryostar Fluid Mix Nat. BO Nat. BO Nat. BO Nat. BO Nat. BO Nat. BO
Model: VMS-16/16-700/900
Total mass flow kg/h 4693 4693 2112 3520 3989 9366 14079
No. of sets: 1
Inlet Forced boil-off % - - - - - - -
Mass flow kg/h - - - - - - -
A Spray Pre-Cooler is installed downstream the LNG vaporiser and pipe
Inlet temperature °C -100 - - - - - -
from vapour mainline, to adjust the gas temperature before the Mist
Inlet Natural boil-off % 100 100 45 75 85 200 300
Separator. The spray pre-cooler consists of a mixing pipe, a spray nozzle,
Mass flow kg/h 4693 4693 2112 3520 3989 9386 14079
and a temperature control valve. The mist separator comprises a drum and a
Inlet temperature °C -100 -100 -100 -100 -100 -100 -100
knitted mesh type pad installed on the top side of the drum to remove droplets.
A two-level transmitter (High-high, High) is installed to monitor the liquid Outlet Temperature °C -100 -100 -100 -100 -100 -100 -100
level in the mist separator. All this equipment is installed in the cargo Dew point °C -162.1 -162.1 -162.1 -162.1 -162.1 -162.1 --162.1
machinery room. Density kg/m3 1.309 1.309 1.309 1.309 1.309 1.309 1.309
Volume flow m3/h 3590 3586 1614 2689 3048 7172 10757
The mist separator's purpose is to remove natural gas condensate droplets Fluid quality - dry dry dry dry dry dry dry
from the gas (after the gas has been cooled in a spray pipe). The gas enters Condensate Weight % - - - - - - -
the mist separator on the side and flows through a sieve in the upper part of kg/h - - - - - - -
the equipment. Liquid droplets are stopped by the sieve and fall to the bottom Pressure Inlet kPa a 106 106 106 106 106 106 106
of the mist separator where they are drained and sent back to the tanks. The Outlet kPa a 106 106 106 106 106 106 106
gas goes out of the mist separator at the top of the equipment. Press. Drop Allow. kPa 1 1 1 1 1 1 1
Calc. kPa 0 0 0 0 0 0.1 0.3
The spray pre-cooler and the mist separator are used to: k factor 0.139 0.139 0.063 0.105 0.119 0.279 0.418
Nozzle velc’y Inlet m/s 7.9 7.9 3.5 5.9 6.7 15.7 23.6
 Adjust the BOG temperature at the compressor inlet between
Outlet m/s 7.9 7.9 3.6 5.9 6.7 15.9 23.8
-120 °C and -90 °C
Outlet gas Composition LNG Design Max flow Min Case 4 Case 5 2 x LDC 3 x LDC
 To remove the heavier hydrocarbons out of the BOG to maintain
Nitrogen mole % 0.650 14.483 14.483 14.483 14.483 14.483 14.483 14.483
the required methane number on the DFEs.
Methane mole % 93.090 85.506 85.505 85.506 85.506 85.506 85.506 85.506
Ethane mole % 6.080 0.012 0.012 0.012 0.012 0.012 0.012 0.012
The BOG entering the spray pre-cooler will be cooled by injecting a certain
Propane mole % 0.180 - - - - - - -
amount of liquid through a temperature control valve and the liquid spray
nozzle. Butane mole % - - - - - - -
Pentane mole % - - - - - - -
The warm gas is mixed with the sprayed liquid. The light hydrocarbon Condensate Composition 100.000 100.00 100.00 100.00 100.00 100.00 100.00 100.00
components vaporize in pre-cooler and the heavy components of Nitrogen mole % - - - - - - -
hydrocarbons which did not vaporise will remain at the bottom of the piping Methane mole % - - - - - - -
to be streamed down with the gas and enter the mist separator. Ethane mole % - - - - - - -
Propane mole % - - - - - - -
The liquid droplet accumulated in the bottom of the mist separator will be Butane mole % - - - - - - -
sent back to the tank (No.3 or No4) through the heavier return line. Pentane mole % - - - - - - -

The condensate purge control is made by the mist separator level (Pressure)
controller which controls the mist separator drain valve.

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 TRANSGAS POWER Cargo Operating Manual

Another level (Pressure) controller monitors the mist separator level Drain Pot Control
(Pressure), and close the LNG spray valve in case of high-high alarm; the
temperature controller monitors and regulates the outlet temperature by Drain Pot Start
Start interlock - Operator start from IAS (Remote mode)
Sequen ce - Drain pot level H & level mode OR
controlling the LNG flow of the spray valve. Terminate
- Drain timer elapsed & timer mode

The trip causes are as follows: - Related valves in auto

- Operator termination from IAS

 Emergency stop from IAS
 Mist separator Level transmitter bad PV Close Equalizing
(LCV-1B) &
 Mist separator Level High-high Drain valve
(LCV-1C) Close
LCV-1A
(N2 Purge)
Temperature Controller
Open LCV-1A
(N2 Purge)
Open Equalizing
Purpose Mist separator outlet temperature control. Valve
(LCV-1C)
PV Mist separator outlet temperature probe.
SP By operator. Adjustable. Dependent of operating
PDIT-2 < LimitL Open Drain
mode. Valve
Or 120s
OP Output controls the spray pre-cooler LNG supply purging (LCV-1B)

valve. Yes

Measurement If any measurement failure of the involved <Drain Pot Sequence>

error transmitters, the controller is set to manual and
output is kept steady. Alarm is created. 2. Mist Separator Trip
Other Manual control is possible.
Controller is in track when none of the LDs are Any of the conditions listed below will shut down the compressor.
running and FG supply is not sufficient.
 Analogue value represents the limit value for the condition
TIC PV
505
description.
OP TE
 Digital value represents the logic state for the condition
2

LD Compressors
description.
Mist
Seperator
Spray
Pre-Cooler
LT
Module Module Condition
Boil-off Gas PDT1
Tag Description Value
terminal type description
LCV-1B MIST
41- LNG Level
LimitHH meas_av SEPARATOR 4.2
LCV-1C PDIT-1 HH
LNG LEVEL
TBD
LCV-1A
LI
MIST
Drain Pot
IAS 41- LNG Level
Error meas_av SEPARATOR 1
LNG LT PDIT-1 HH Fault
PDT2 LNG LEVEL

Cargo Tanks
N2

<Spray pre-cooler and Mist Separator Control Principle>

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Illustration 4.9a FBO Mist Separator

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 TRANSGAS POWER Cargo Operating Manual

4.9 FBO Mist Separator Mist Separator Data Sheet

Model VMS-6/6-800 Gas Composition: General Case: Laden Voyage
1. General Description Performance data unit 1 2 3 4 5 6 7
Operating case Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
Maker: Cryostar
Fluid Mix Mix Mix Mix Mix Mix Mix
Model: VMS-10/12-1000
Total mass flow kg/h 12695 10156 7617 6348 5078 3809 2539
No. of sets: 1
Inlet Forced boil-off % 100 80 60 50 40 30 20
Mass flow kg/h 12695 10158 7617 6348 5078 3809 2539
An FBO mist separator installed downstream of the forcing vaporiser and
Inlet temperature °C -100 -100 -100 -100 -100 -100 -100
pipe from vapour main line, The mist separator comprises a drum and a
knitted mesh type pad installed in the top side of the drum to remove droplets. Inlet Natural boil-off % 0 0 0 0 0 0 0
A two-level transmitter (High-high, High) is installed to monitor the liquid Mass flow kg/h 0 0 0 0 0 0 0
level in the mist separator. All this equipment is installed in the cargo Inlet temperature °C -100 -100 -100 -100 -100 -100 -100
compressor room. Outlet Temperature °C -100 -100 -100 -100 -100 -100 -100
Dew point °C -98.2 -98.2 -98.2 -98.2 -98.2 -98.2 -98.2
The FBO mist separator's purpose is to remove natural gas condensate Density kg/m3 8.150 8.150 8.150 8.150 8.150 8.150 8.150
droplets from the forcing vaporiser. The gas enters the mist separator on the Volume flow m3/h 1550 1239 929 775 620 465 310
side and flows through a sieve in the upper part of the equipment. Liquid Fluid quality - wet Wet Wet Wet Wet Wet wet
droplets are stopped by the sieve and fall to the bottom of the mist separator Condensate Weight % 0.5 0.5 0.5 0.5 0.5 0.5 0.5
where they are drained and sent back to the tanks. The gas goes out of the kg/h 69 55 42 35 28 21 14
mist separator at the top of the equipment. Pressure Inlet kPa a 650 650 650 650 650 650 650
Outlet kPa a 649.9 649.9 649.9 649.9 649.9 649.9 649.9
The spray pre-cooler and the mist separator are used to: Press. Drop Allow. kPa 10 10 10 10 10 10 10
Calc. kPa 0.1 0 0 0 0 0 0
 Adjust the FBOG temperature at the gas heater inlet between
k factor 0.115 0.092 0.069 0.057 0.048 0.034 0.023
-120 °C and -90 °C
Nozzle velc’y Inlet m/s 24 19.2 14.4 12 9.6 7.2 4.8
 To remove the heavier hydrocarbons out of the FBOG to maintain
Outlet m/s 24.4 19.5 14.6 12.2 9.7 7.3 4.9
the required methane number on the DF engines.
Outlet gas Composition LNG Design Max flow Min Case 4 Case 5 2 x LDC 3 x LDC
Nitrogen mole % 0.650 0.652 0.652 0.652 0.652 0.652 0.652 0.652
The liquid droplet accumulated in the bottom of mist separator will be sent
back to the tank (No.3, or No4) through the heavier return line. Methane mole % 93.090 93.315 93.315 93.315 93.315 93.315 93.315 93.315
Ethane mole % 6.080 5.914 5.914 5.914 5.914 5.914 5.914 5.914
The condensate purge control is made by the mist separator level (Pressure) Propane mole % 0.180 0.122 0.122 0.122 0.122 0.122 0.122 0.122
controller which controls the mist separator drain valve. Butane mole % - - - - - - -
Pentane mole % - - - - - - -
Condensate Composition 100.000 100.00 100.00 100.00 100.00 100.00 100.00 100.00
Nitrogen mole % 0.017 0.017 0.017 0.017 0.017 0.017 0.017
Methane mole % 20.972 20.972 20.972 20.972 20.972 20.972 20.972
Ethane mole % 60.074 60.074 60.074 60.074 60.074 60.074 60.074
Propane mole % 18.937 18.937 18.937 18.937 18.937 18.937 18.937
Butane mole % - - - - - - -
Pentane mole % - - - - - - -

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 100 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Level controller Module Module Condition

Tag Description Value
terminal type description
Purpose Mist separator level control. COMMON
Common
PV Mist separator level TRIP
32SD.OR LogOut Logic trip forcing 1
SP By operator. Adjustable. FORCING
vaporiser
OP Output controls the Separator forced boil-off gas VAPORISER
inlet valve
Measurement If any measurement failure of the involved
error transmitters, the controller is set to manual and
output is kept steady. Alarm is created.
Other Manual control is possible.

<FBO Mist Separator Level Control Principle>

2. FBO Mist Separator Trip, 51SD1

Any of the conditions listed below will shut down the separator.

 Analogue value represents the limit value for the condition

description.
 Digital value represents the logic state for the condition
description.

Module Module Condition

Tag Description Value
terminal type description
MIST
LNG Level
51-PDIT-1 LimitHH meas_av SEPARATOR 5.6
HH
LNG LEVEL
MIST
LNG Level
51-PDIT-1 Error meas_av SEPARATOR 1
HH Fault
LNG LEVEL

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 101 Part 4 Cargo System
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IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 102 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Illustration 4.10a Vacuum Pumps

DANGEROUS AREA

NO.1/NO.2 LOCAL CONTROL PANEL dim.(h)700x(L)500x200 mm

RBC
(VACUUM PUMP) TSL201 TSH202 TSL101 TSH102
IP65

M20
2x1,5² FSL209 FSL109

M40
38x1,5²
MOTOR2 RUN2 PSL302 MOTOR1 RUN1
*
POWER 3x2,5²
SUPPLY

MOTOR2 START2 LAMP2 MOTOR1 START1

*
32x1,5² M40
NO.1 24x1,5
PUMP MOTOR TSH 2x1,5² STARTER
TEMPERATURE SWITCH 110 PANEL MOTOR2 LOCAL REMOTE MOTOR1
NO.1 PUMP
M
VACUUM PUMP 37KW
TSL101
FSL109 ExiA IIB T5 IP65
PUMP MOTOR TSH 2x1,5² TSH102 12x1,5² M32
TEMPERATURE SWITCH 210 * M40 M40
NO.2 PUMP NO.2
VACUUM PUMP 37KW M 24x1,5²
STARTER TSL101
PANEL
FSL109
TSL201 JUNCTION
NO.1 VACUUM
FSL209 BOX NO.1
M32 TSH102 PUMP UNIT
TSH202 12x1,5²
x 1 +x 3 SV101

TSL201

FSL209
PSL302 2x1,5² JUNCTION
PSL NO.2 VACUUM
BOX NO.2
TSH202 PUMP UNIT

x 2 +x 4
SV201
dim.(h)1200x(L)1000x250 mm

SAFETY AREA

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 103 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.10 Vacuum Pumps 3. System The oil is distributed by an oil pump, and the pump casing is cooled by
water.
1. Specifications The skid is built to be installed in the pump room. The Ex-protection of all
devices located in the pump room is Ex c for pumps and mechanical Cooling
Maker: Mapro International SpA devices, Ex ia for instrumentations. The motor located 1n the room is Ex
Model: P100 Sv d protected. The water circuit line supplies the vacuum pump. A vacuum pump water
Type: Sliding rotary vane vacuum pump inlet, a normally closed solenoid valve allows isolating or opening circuit
The vacuum pump is lubricated by an independent 105t oil supply. An oil cooling water.
Operating Condition tank of 2S litres equips each skid. The vacuum pump is cooled by water
Handled gas Air/N2/N2 + CH4 circulation pipes. The skid is equipped with its safety sensors to ensure a When the vacuum pump stops, water flow has always to be stopped
Capacity (generated volume) 1250 m3/h immediately (means 1 minute). Attention in case the water is not stopped
safe and reliable run.
Inlet pressure at cycle start-up < 105 kPa for any reason immediately after the pump stops, the unit must not be
Residual pressure on pumping completion 20 kPa started within six (6) hours (risk of machine damage).
The skid is equipped with a local control panel and junction boxes (in the
Inlet temperature -50°C ~ 50°C pump room side). The motor is connected to a motor start device (by
Discharge pressure Atmosphere Lubricating
others). These devices are connected to a remote-control panel. The remote
Discharge temperature without cooler 170°C control and the motor starter are located in a safe area. The remote control
Absorbed power at vacuum pump shaft 20 ~ 37 kW The vacuum pump is lubricated by an independent circuit.
panel includes the intrinsic safety barriers, which are mandatory for the Ex
Electric motor power (Rated) 37 kW at 55 °C safety “ia” protection of the instruments. The control of the sequences is
The lubrication of the process part is provided by an independent feeding
Pump rotation speed 1,180 rpm generally done by the DCS of the ship.
pack. The oil volume injected into the vacuum pump body through 4 to 6
Cooling water flow 1300 l/h at 36 °C
points is generated by an oil volumetric pump. The oil mixed with gas in
Noise level 89 ± 3 dB The MAPRO scope is:
the pump chamber is evacuated with the gas.
Lubricating oil consumption 1.45 l/day
 Equipped skid
The pump lubricating pack is equipped with:
2. General Description  Local control panel
 Remote control panel with Intrinsic Barriers only
 a filter
This document describes the operating conditions of a sliding valve  a filler cap with vent and filter screen:
vacuum pump type MAPRO Pl00Sv. The function of the vacuum pump IS 4. Function of Equipment
 a bleed valve
to ensure the vacuuming of air, nitrogen, or methane, which is located  a volumetric piston oil pump is driven by a vacuum pump shaft.
between both layers of the liquid methane tank for the LNG carrier. The An electric motor (depending on contractual room temperature, vacuum
The flow of each output is mechanically adjustable operating as
vacuum pump is supplied with gas from the process. pump size, and design arrangement) runs the pump shaft lîne at 1200 rpm
per O&M manual
for 60 Hz. The motor is fed through a starter (supplied by others). Winding
The Inlet pressure varies from atmosphere pressure (at starting) to vacuum temperature is monitored by PTC sensors. Independent electrical
The injection pressure into the vacuum pump is defined by specific check
target level: about 20 kPa absolute. The gas temperature is between resistance allows permanent motor heating to avoid condensation when
valves (defined set point) which are Installed at the machine body.
standard atmospheric temperatures (20 ℃) and eventually - 50 ℃ in case the pump is not running.
of methane leakage. The gas is released in a common network which The bearings lubrication is made by the same lubrication system. The oil
pressure is the atmospheric pressure (about 101.3 kPa absolute). The vacuum pump doesn't accept more than 5% in volume of liquid in the
goes to the Mapro Pump after having lubricated the bearings.
inlet port.
The aim is to vacuum the tank isolation space. The gas is released to the The mechanical seal's pressurisation is made by the same lubrication
atmosphere as it is: there is no cooling nor oil separation. The skid should A filter connected directly to the machine can retain the particles. The system. This oil, in the lost circuit, goes to the pump after having
be swept with nitrogen before any maintenance work and during the long mesh of the sleeve is 355µm. A purge system evacuates the liquids. pressurised the mechanical seals.
stops to avoid the risk of corrosion.
The sliding vanes vacuum pump is used to transport。π gas is a MAPRO
A set of two vacuum pumps is installed in each ship. design Pl00SV model. Its flow is fixed by the pump displacement and the
rotation speed.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 104 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Drain 4) The small vacuum pump could be fitted with an oil pump without If this happens, it is necessary to carry out an internal cleaning as below
a hand-crank.In such a case, remove the inlet filter and inject, described.
The inlet filter and outlet silencer are equipped wÎth a drainage hole closed through the inlet port, 20/30 grams of oil on the rotor surface. At
by manual valves. They can be open to removing eventual water and oil the same time, turn the rotor, by hand, by operating on the motor 1) As regards machines with holes for blades wear check, stop the
condensates from pipes. fan as above described. machine, and pour into the compression chamber about 6÷10
grams of a mixture made up of 30% oil used for lubrication and
5. Operation 5) Refit the motor fan cowl and secure it properly with the relevant 70% diesel fuel or kerosene. Turn the machine rotor by hand for a
screws. couple of minutes. Then start the machine with the suction closed,
Preparation for Operation if possible.
6) Make sure that the isolation valves, fitted on suction and delivery
1) Remove dust from the vacuum pump and piping. pipework, are open and that the drain valves are closed. 2) Once the machine is started, if possible with the suction closed,
pour very slowly through the blade wear check holes, if the
2) Check all suction and discharge connections for mechanical 7) Momentarily “bump” the electric motor to verify that the direction machine has got, or through the hole over the stator inlet port,
integrity and all the piping supports for adequacies. Also, check of rotation is the same as that shown by the arrow fitted to the 70÷100 grams of the same mixture of point 1. The mixture has to
cooling water piping. machine. Otherwise, swap over two phases. be poured very very slowly into the machine, and the smaller is
the machine, the less should be the quantity. The mixture quantity
3) Clean all piping thoroughly not to permit welding slag and chips 8) Start the machine. It is recommended not to have immediately the can be increased if the machine cannot run with the inlet closed as,
being left inside. vacuum pump running at its full delivery pressure. Operate so that in such a case, due to the constant gas flow through the machine
to increase progressively the discharge pressure, till the maximum itself, almost all the mixture poured into the compression chamber
4) Supply oil up to the red point of the oil gauge. If the oil runs short, expected value, in about a couple of hours. is practically at the same time ejected at the discharge with the
gear and bearing can seize. And if the oil is too much, the oil compressed gas.
temperature will rise excessively and can be reasons for gear noise 9) Make sure that lubrication is correct. The balls, showing the oil
or some effect on other parts such as the mechanical seals. Hence, flow in the sight feed lubricators, should be positioned nearly at 3) Leave the machine run for about two minutes with the inlet closed
keeping the oil level at the top of the red point is important. the value “3” of the graduated scale. and discharge and drain valves, if any, on the discharge side, fully
open. After two minutes of running, open fully the machine inlet,
5) Check the condition of grease. If abnormalities exist, replace and 10) During the first minutes of operation, a flapping noise, due to some so that the sucked gas can suddenly eject the washing mixture. If
refill. blade coming out difficultly from its slot, could arise. there is no possibility to run the machine with the inlet closed,
leave the machine run for more than a couple of minutes, and go
6) Let cooling water flow as specified on the chart (1300 l/h at 36 °C) 11) If, after about 15 minutes of operation, the noise does not disappear, on to pour, very very slowly, into the compression chamber, the
stop the machine and call MAPRO for assistance. washing mixture.
Start-up
Start-up After Long Time of Non-Use Stopping the Pumps
1) Fill oil tank using oil among those recommended.
When the machine is not used for a long time, particularly in a cold ambient, 1) Suction Shut Off
2) Push down the oil pump hand-crank to engage its manual the lubricating oil inside the vacuum pump body could become too viscous, Close the isolation valve on the suction line.
operation and, by keeping it pushed down, turn the hand-crack till so gumming blades and making it difficult out of the slots during machine
when the balls in the sight-feed lubricators get, more or less, the rotation. 2) Motor Shut Off
highest point of graduated scale or, anyway, till when any air Stop the pump by turning off the motor.
bubble, in the sight-feed lubricators, disappears. The difficulty coming out of the blades from their slots could even happen
during the first working hours of the machine (running-in), as clearances 3) Shut Off Cooling Water
3) Remove the motor fan cowl and operate, by hand, on the motor between blades and their slots are very narrow. This difficult sliding out the If freezing is anticipated or long term shut down, completely drain
fan to rotate the machine rotor to check that it turns free without slots disappears after about a hundred working hours, and it could still be out the cooling water. (Refer to the Illustration 4.8b Diagram for
stiff points. possible only in case of machine stopping in an ambient where the Cooling Water Draining)
temperature is very low or in case of entering the machine some substance
which could cause oil thickening.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 105 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Srorage

1) Store the vacuum pump in a dry, protected, clean, and non-

corrosive area.

2) Do not remove protective covers and plugs.

3) Do not open manual drain valves.

If the foreseen storage time is longer than three months:

 Partially fill the oil tank with oil included in the list of the
recommended ones.
 Once per month, push down the oil pump hand crank to engage
its manual operation and, by keeping it pushed down, turn the
hand-crank till when the balls in the sight-feed lubricators move
upwards till the value 2/2,5 of the graduated scale.
 Remove the motor fan cowl and operate, by hand, on the motor
fan to turn the machine rotor. Have about ten turns done. Take care
not to stop the rotor always in the same position.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 106 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Illustration 4.11.1a Custody Transfer System

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 107 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.11 Custody Transfer System 2. Secondary Gauging System The related I/O list of CTS input as follows:

1. General Description A float gauging system is fitted with local measuring for each cargo tank. This  LAVH_5710: Cargo tank 1 Level Very High
level measuring system has a remote readout on I.A.S through dual serial link  LAVH_5711: Cargo tank 2 Level Very High
The system is built upon full range accuracy gauges with the following RS 485 Modbus RTU. Each system includes a head on the outside deck with  LAVH_5712: Cargo tank 3 Level Very High
measurement and operational subsystems for LNG ships four membrane-type a manoeuvring device and local reading. The system is fitted at the aft part of  LAVH_5713: Cargo tank 4 Level Very High
cargo tanks. the tank along with the pump tower, with a still pipe.
IAS Input from Secondary Gauging System
Custody transfer level: The main level sensor is based on radar technology. 3. Special Arrangement of Control
The following list defines the content of the communication with a Modbus
 Custody transfer temperature: 2 sets (one in service, the other in The basic concept for tank high-level protection is as follows: protocol between the secondary gauging system and IAS.
standby) of six temperatures based on PT100 elements. The six
sensors are fitted at different levels in each cargo tank from  Extreme High-level alarm (99%) from TOPs: alarm & ESD The secondary gauging system serial link analog signal shall be displayed on
bottom to top. The six pairs of temperature sensors are arranged  Very High-level alarm (98.5%) from CTS: alarm & TPS 2, close the mimic.
so that one pair is located in the liquid phase, a second one in the related filling valve and gas dome throttling spray valve & close
vapour phase, and the three remaining ones at over regular tank return valve Modbus
Wording Transmitter Unit
intervals the height of the tanks.  HH level alarm (98%) from TOPs: alarm Address
 Custody transfer pressure: one absolute pressure transmitter in  H level alarm (97%) from CTS: alarm Secondary Liquid Level TK1 LT5786 40001 mm
each cargo tank is used to measure the vapour pressure.  Low-level alarm (at level 0.79m) from CTS: alarm and stop one Secondary Liquid Level TK2 LT5787 40004 mm
 One Independent Tank Overflow Protection system (TOPs) main cargo
Secondary Liquid Level TK3 LT5788 40007 mm
(Tank Overfill System) provides two (2) high-level alarms per  Low-level alarm (at level 0.28m) from CTS: alarm & stop all
Secondary Liquid Level TK4 LT5789 40010 mm
tank. (radar type sensor) main cargo and emergency pumps
 The filling ratio of tanks is 98.5%  3 Low-level alarm (at level 0.06m) from CTS: alarm & stop
stripping pump and fuel gas pumps
The custody Transfer System provides the high accuracy measurement and
data logging of levels, temperatures, and pressures required for the calculation At sea mode, the IAS or ESDS tank protection system(TPS) should be offered
of total LNG cargo loaded or discharged. It takes signals from the level gauges the possibility of blocking or overriding above level alarms:
and automatically and continuously calculates cargo volumes corrected for
Trim and List, based on the certified tank tables, and it allows draught and/or Blocking these alarms shall not be an automatic option when the LNG carrier
trim readings to be input manually. A density profile measurement system for leaves shore. Indeed, safety actions could be needed during ship to ship
rollover protection has been included in it. Online density profiling transfer or tank to tank operations.
measurement function from the primary radar gauges have been provided
together with dedicated presentation mimics for density and temperature When blocked, neither an alarm nor an action can be initiated. When
trending. overridden, alarms can be triggered, but actions cannot be initiated.

The combination of Kongsberg’s Radar-based Custody Transfer System (CTS) 4. Arrangement of Measures
and Kongsberg Integrated Automation System (IAS), makes it possible to
present all relevant information regarding tank data on all Operator Station in The related I/O list of TOPS input as follows:
the Engine Control Room console (ECC), Cargo Control Room console (CCC)
and on the bridge console (WHCC).  LAEH_5701: Cargo tank 1 Level Extreme High
 LAEH_5702: Cargo tank 2 Level Extreme High
The Kongsberg CTS is combined with the Kongsberg IAS system. This gives  LAEH_5703: Cargo tank 3 Level Extreme High
the operator a fully integrated system, based upon the same hardware and  LAEH_5704: Cargo tank 4 Level Extreme High
software modules.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 108 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.11.1 Custody Transfer System Level System Description The position of each sensor element is corrected according to the temperature
in the vapour space. By knowing the level in the tank, the system can
Maker: Kongsberg Maritime AS On a membrane vessel, the measured level is compensated with the determine which sensor is immersed in the liquid and which sensors are in the
Type: K-GAUGE LNG / CTS GL-300 temperature correction factor for the still pipe. This is done due to the vapour space. Each temperature sensor in use is displayed and printed in the
movement of the still pipe signatures related to the average vapour report; additionally, the arithmetic means the value of the sensors immersed
1. System Description temperature inside the tank. in liquid and sensors in the vapour space are calculated, displayed, and written
to the report.
The loading and discharging of LNG to/from an LNG ship is a closed cycle The level is then corrected for trim and list of the ship, these are values
operation performed by providing a vapour return line between the tank obtained from the inclinometer, calculated from the ship’s draft system, or The temperature used in the calculation is the arithmetic mean values of
onshore and onboard. This avoids the displacement of vapour to the inserted manually into the system. If the trim/list values used in the calculation temperatures from all tanks (ship value).
atmosphere. Two or more shore tanks can be involved for easier cargo are not coming from a calibrated device, this will be notified in the report as
operation. Based upon this, it is normal practice to implement the custody manually fed values. 5. Trim/List Measurement
transfer system onboard the LNG ship to ensure more accurate volumetric
measurements. All corrections done to the measured level are based upon approved correction The common practice today is to use an inclinometer for trim/list, probably
tables approved by a third party and stored in the processing unit of the system. because the instrument is easier to verify than if draft gauges are used.
All measurement devices used in the system are calibrated and verified by a Correction factors used shall be printed in the report.
third party (i.e. NKKK, SGS, KIMSCO) selected by the customer. The If the trim/list values are to be calculated from the ship’s draft gauges and to
requirement for the radar level gauge is a maximum permissible error of ± 5.0 3. Pressure Measurement comply with the specification, the gauges used must be calibrated.
mm, from the upper reference point to the liquid surface.
A pressure transmitter of absolute type is installed on each tank/dome top The CTS shall take signals from the primary level gauges and shall
The temperature sensors used are of resistance thermometers, PT100, and within the CTS gauge housing to monitor the vapour pressure inside the tank. automatically and continuously calculate cargo volumes, corrected for trim
shall have an error not more than ±0.3 °C for temperatures ranging between - and list, from signals taken from an inclinometer, with accuracy better than
145 °C and -120 °C, ±1.5 °C for temperatures ranging between -120 °C and The pressure value is displayed in the system and the report. ±0.5º for list and trim. The trim and list sensor shall be sealed.
+80 °C.
 High-pressure alarm at 30 kPag The inclinometer used has a range of ±2° for the trim and ±5° for the list. The
The pressure transmitter for measuring the vapour pressure shall have  Low-pressure alarm and Emergency shutdown at 0.3 kPag instrument measures an angle based upon the position of its installation. The
accuracy better than ±1% of full scale at all ambient temperatures. base plate of an inclinometer is very small, seen about the overall axis it shall
4. Temperature Measurement measure and it assumes that the axis is a straight line. The inclinometer takes
The inclinometer used for trim/list measurement shall have accuracy better no consideration to sag/hog of the ship’s hull. It is therefore important to
than ±0.5º for list and trim. The temperature values are obtained from sensors installed at different levels consider where the instrument is installed.
in the tank. Six sensors with back-up sensors are installed. The position of the
2. Level Measurement sensor elements in the tank is tank top (always in the vapour space) at 99.5% The positioning of the instrument can have a direct influence on the result of
and then at 95% level, 80% level, 50% level, 10% level, and tank bottom. the measurement, especially for trim
The level measurement is performed with a radar antenna placed on the
tank/dome top. By transmitting a microwave pulse in a still pipe, which is The operator of the system can from the display unit, select which sensors
reflected from the surface of the cargo, the processing unit for the radar shall be used for temperature measurement at each level, main sensor, or back-
antenna calculates the level in the tank. up. The system will not allow the operator to select two sensors at the same
level in the tank. It is also possible to insert manual values for each
Reference data related to the calibration of the radar unit, including the temperature which are used as parameters when the system does the
processing unit and reference signatures in the still pipe, is stored in the system calculation. If this option is used it will be notified in the report that
memory and is taken into consideration when the tank level is calculated and calculations are done with manually set values.
presented as a value. The level is stored in the system and the average level
displayed is the arithmetic mean value of the last four measurements with a The exact length of each temperature sensor referred to as the top 0 points are
time interval of 15 seconds. Due to requirements from the customer, the time programmed into the system’s memory.
interval for measurements can be altered in the system.

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4.11.2 Tank Gauging System Equipment Description The pipes have ventilation holes allowing the vapour pressure inside and
outside the pipe to stabilize, thus allowing the liquid to rise or fall unimpeded
1. System Description in the pipe.
The deck connection box for connection of up to 6
The Kongsberg Radar Tank Gauge (RTG), GLA-310/5 is designed to temperature sensors. Rugged construction in AISI Each pipe section is supplied with flanges prepared with reference markers.
measure level in tanks containing liquefied gases. Accurate measurement is 316 offers easy installation of the temperature The liquid level and the markers are measured simultaneously, so the system
Temperature sensors, and gas-tight sealing to tank contents.
possible regardless of the tank atmospheric conditions. automatically verifies itself at every measurement. By careful calibration of
Connection box
the pipe sections length before installation, the positions of the markers are
(UG-955)
The Kongsberg Tank Gauging System mainly consists of: recorded and stored in the system. By comparing the liquid echo with the
signature plate echo, a continuous autocalibration of the measurement is done.
• The Radar Tank Gauge (RTG).
• The Signal Processing Unit (SPU). The flange for connection of up to 6 temperature The electronic unit in the RTG includes a patented signal detection method
• The Cargo Temperature Unit (CTU). sensors on the tank flange penetration with facility that ensures optimum performance. Combined with its superb signal-to-noise
Temperature
• The temperature sensors. for N2 purging. ratio, GLA-310/5 offers the highest measurement reliability and accuracy.
connection with
• The vapour pressure transmitter.
purge nipple
• The trim/list indicator. Each RTG is connected to a dedicated signal processing unit, where the
(UP-942) AutroCAL® principle is employed.
The Tank Gauging System has a maximum capacity of 60 RTGs, each unit
connected to a dedicated SPU (one SPU is required for each RTG). Each SPU AutroCAL®
is connected to a Remote Controller Unit (RCU) via redundant Ethernet.
MN3927 temperature sensor is specially AutroCAL® is a unique calibration and verification function in the
Equipment Description designed for accurate temperature measurement KONGSBERG system. Gas vapour density and mixture of gases influence the
The Radar Tank Gauge consists of a horn antenna in tanks containing liquefied gas. propagation speed of the radar signal, thus the accuracy of the measurement.
with a microwave transmitter/receiver and
interface to the SPU. It is fitted to a tank adapter By using pipe joint reference markers, AutroCAL® continuously
The temperature
flange-mounted on top of the tank, thus leaving no compensates for the changes caused by the differences in the propagation
Sensor MN3927
active parts of the system in physical contact with speed.
the tank content. The rugged construction of the
sensor allows withstanding severe mechanical, AutroCAL® ensures high accuracy over the whole measurement range,
The RTG
physical, and chemical environmental conditions. The pressure transmitter is located in a deck independent of the gas mixture, pressure, and temperature. With AutroCAL®,
(GLA-310/5)
Only AISI 316(L) acid-resistant steel and cabinet on a tank top for vapour pressure the influence of the gas vapour density and composition is measured and
PTFE/PEEK is used. measurement. compensated for automatically.
The Signal Processing Unit is located in the The vapour
system cabinet, and consists of the following: pressure 3. Cargo Temperature Unit (GC-306)
 Zener barrier, providing intrinsically safe power transmitter GT405
to the RTG. The GC-306 comprises the temperature unit in hazxardous area on deck with
 Intrinsically safe communication with the RTG 2. Principle of Operation connection of up to six temperature sensors and communication to GLK-300
through RS-485. Signal Processing Unit located in safe area.
The SPU
 A HART master with intrinsically safe The RTG employs the Frequency Modulated Continuous Wave (FMCW)
(GLK-300) principle with dual sweep technology to eliminate the Doppler-effect caused
communication to pressure and temperature The PCB with the converters is moulded and comes with a polystyrene plastic
transmitters. by cargo movement. A frequency sweeping microwave signal is emitted by cover. Six plugs for sensor termination, and one plug for communication and
the RTG through a still pipe. The distance (i.e. the ullage) is derived from the power supply, enables for quick cable connections.
The temperature transmitter is located in a deck
time delay of the reflected signal. The still pipe is assembled by a section of
cabinet on the tank top or in the central cabinet in
6-meter lengths, where the top and bottom section lengths are adjusted to
The CTU EER/CCR. Input for up to 6 Pt–100 (Pt–500/Pt–
match the total tank height.
(GC-306) 1000) temperature sensors.

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The GC-306 is powered from and communicates with the GLK-300 Signal unit of the system. Correction factors used shall be printed in the report.
Processing Unit by HART protocol. The GLK-300 is set-up as the master,
while the GC-306 is the slave. A set of data is updated in the GC-306 every Temperature Measurement
second containing the readings of all 6 sensor inputs on the GC-306.
Type MN3927PU
4. Tank Condition Measurement Pt100
Element
Temperature range -196 to +400 °C
Level Measurement
Accuracy Class B
Level gauge GLA 310/5 -165 ºC to -145 ºC ± 0.1 °C.
Calibration uncertainty
0 to 55 metres, increased measuring -145 ºC to -80 ºC ± 0.15 °C.
Measuring range
ranges possible on request. <Temperature Connection Boxes>
RMS accuracy 2 mm The measuring principle is based on the Pt100 temperature sensing
System RMS accuracy 5 mm element according to IEC 60 751 / ITS 1990. The resistor element gives a
Environmental temperature -45 °C to +85 °C decreasing resistance value when the ambient temperature increases.
Tank temperature Down to -165 °C Nominal resistance at 0~100 ºC is 100~138.5 ohm at 100 ºC. The element
used are according to 1/10 DIN, thus giving an accuracy of ± 0.03 ºC at 0
The level measurement is performed with a radar antenna placed on the ºC.
tank/dome top. By transmitting a microwave pulse in a still pipe which is
reflected from the surface of the cargo the process unit for the radar To obtain the required accuracy each temperature sensor is calibrated.
antenna calculate the level in the tank. Each temperature sensor has a serial number for identification purposes.
Before calibration all sensors are stabilised by varying the temperature
Reference data related to the calibration of the radar unit including the from -196 ºC and up to room temperature several times.
processing unit and reference signatures in the still pipe is stored in the
system memory and is taken into consideration when the tank level is Thereafter each sensor is measured several times at four different <Dual Bottom Temperature Sensor>
calculated and presented as a value. The level is stored in the system and temperatures: -196 °C, -70 °C, 0 °C and 100 °C, and a calibration certificate
the average level displayed is the arithmetic mean value of the last five is issued for each sensor. The total accuracy will also take into account the Both average and individual temperature readings for liquid and vapour
measurements with a time interval of 15 seconds. Due to requirements other parts of the system signal converters, microprocessor, etc. are available at the displays.
from the customer the time interval for measurements can be altered in the
system. To measure liquid and vapour temperature of LNG, each cargo tank is Each MN3927PU temperature sensor consists of a mantle cable made of
equipped with six (6) sensors. AISI 316 acid resistant steel. On the lower end, the Pt100 element is sealed
On membrane tanker ship the measured level is compensated with the in a tube while in the upper end there is compression fitting for fastening
temperature correction factor for the still pipe. This is done due to the Two sensors (including spares) are installed in the tank bottom and tank of the sensor.
movement of the still pipe signatures related to the average vapour top in order to constantly measure the temperature of the liquid and vapour
temperature inside the tank. respectively. The remaining four (4) sensors, (including spares) are The sensor cables (four (4) wires per cable) are connected to terminals in
installed at proper distances between the tank bottom and top. a cabinet on deck. The transmitter for the vapour pressure is also connected
The level is then corrected for Trim and List of the ship, this are values Position of the sensor elements in the tank: to terminals in the same cabinet. The temperature sensors are clamped
obtained from the inclinometer, calculated from the ships draught system inside the tank.
or inserted manually to the system.  Temperature sensor L6: 99.5 %
 Temperature sensor L5: 95%
If the trim/list values used in the calculation are not coming from a  Temperature sensor L4: 80%
calibrated device this will be notified in the report as manually fed values.  Temperature sensor L3: 50%
 Temperature sensor L2: 10%
All corrections done to the measured level is based upon approved  Temperature sensor L1: Bottom
correction tables approved by a third party and stored in the processing

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The pressure transmitter is Ex certified with intrinsically safe explosion Tank Overflow Protection System (TOPS)
protection (Ex ia). It is therefore well suited for applications in explosive
areas such as deck installations on vessels and other offshore installations. Radar tank gauge GLA310/5-TOP
It can withstand ambient temperatures down to -45 °C and is therefore Measuring range 0 to 10 metres
suitable for vessels requiring ice-class. It can also be used on processes
Operating Temp. range -45 to +85 °C
with ambient temperature up to 175 °C. The sensor requires no gasket
RTG RMS accuracy ±2mm
towards the process media and can be used for the majority of fluids and Accuracy
System RMS accuracy ±5mm
gases without danger of leakage.

The K-Gauge TOP system consists of the following hardware units;

The transmitter comes with an overload capacity of more than six times
for nominal ranges less than 2.5 MPa, and with a respective burst pressure
 Radar tank gauge: GLA310/5-TOP (one unit per tank)
of the ten times the range. Overload capacity is important when measuring
 Radar processing unit: GLK300/x (one unit per tank)
small ranges where pressure peaks can occur.
 Remote controller unit: RCU502
 Relay output unit: RDIOR420
<MN3927> One GT405 Pressure Transmitter is installed on each tank to measure the  Operator / Alarm panel
. gas vapour pressure. The transmitter is installed on top of the tank and only  Interface to K-Gauge operator stations
the ceramic diaphragm is exposed to the tank atmosphere. Cabling for the
pressure transmitters is via the temperature sensor cabinet. The System is designed to meet overflow control requirements from all major
classification societies. The system includes level gauges, processing, and
alarm handling units, and a dedicated operation panel. Optionally interface to
a K-Gauge system is available.

All equipment on deck is designed for the rugged marine environment and
manufactured in AISI316L stainless steel

Trim / List Measurement

Type GL-1437
Measuring range ±5.7 degrees
Operating Temp. range -40 to +80 °C
<MN3927PU Temperature Sensor / Connections>
Accuracy List ± 0.0025°, Trim ± 0.05° )
Pressure Measurement
Trim and list can be measured directly using inclinometers, and the
Type measurements are used for correcting the calculated ullage (level) and volume
GT405 Transmitter
in the cargo tanks. Level and volume-calculations for ballast and service tanks
Accuracy 0.1 %
can be adjusted for trim and list when used with Loading Calculator.
Temperature drift ≤ 0.1 % of FRO
Pressure range From 0.1 to 60 MPa The correction is performed in an EA-microcomputer and displayed on a
workstation installed with the NL-296/CTS Presentation Program. Trim/List
The system is designed for use in general applications where pressure and correction of level for volume calculations concerning the centre of gravity in
level measurement with high accuracy and stability is required over a long the tank.
period. The integrated display can show measured pressure, output current,
or ambient temperature of the sensor. The parameter to display is selected 1) General Information/Functional Description
<Vapour Pressure Transmitter onto Control and Ball Valves>
by turning the rotating knob located on top of the sensor.

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The inclinometer accelerometer from SENSOREX is a dual close 3) Trim and List Measurement The inclinometer used has a range of ±2° for the Trim and ±5° for
loop instrumentation transducer, which can measure angles along the List. The instrument measures an angel based upon the position
two perpendicular directions. The sensing element is a galvanometer The CTS shall take signals from the primary level gauges and shall of its installation. The base plate of an inclinometer is very small,
pendulum associated with an optical position sensor. automatically and continuously calculate cargo volumes, corrected seen in relation to the overall axis it shall measure and it assumes
for trim and list, from signals taken from an inclinometer, with that the axis is a straight line. The inclinometer takes no
The two signal outputs are proportional to the sine of the angles accuracy better than ±0.0025º for list and ±0.01º for trim. The trim consideration to sag / hog of the ship’s hull. It is therefore
(component of the gravity acceleration). When the instrument is and list sensor shall be sealed. important to consider where the instrument is installed.
submitted to a certain angle alpha the pendulous mass tends to move
in the direction of the inclination. The position is detected and The positioning of the instrument can have direct influence to the
converted into a current, which feeds back the galvanometer in order result of the measurement, especially for trim.
to bring back the initial position. This current proportional to the
measured gravity passes through a precision resistor and provides
the output signal. An output amplifier allows low output impedance.

2) Mounting Illustration 4.11.2a Principle of a Dual Axis High Precision

Inclinometer
To achieve the best result and for making the angle measurements as accurate
as possible, the instrument must be installed on a solid base plate (one of the
mainframes). It is important that the instrument is located so that vibration
from other equipment is avoided. The instrument has a high grade of
Arc Sine DC Output
resolution, and vibration may influence the overall accuracy of the Converter
measurements. The optimal placement of the instrument is midship.

DC Power Electronic Servo Output

Input Module Amp Amp DC Output
+5V

U/t
Resistor 4~20mA
Converter

Damping
Network

￥α

Display
3 1 /2 digits

NOTE
Sealed
In order to achieve the best accuracy, draft sensors should be mounted Model SX 41500 Housing
on centre line. If this is not possible, the sensors should be mounted in Stop (C) Torque Motor
the same distance at the same side of the centre line. List measurement (A) Pendulous Mass
sensors should be mounted symmetrically related to the centre line. (B) Optical Position Sensor

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5. System Overview The K-Gauge Custody Transfer System is operated through a PC-application
with a graphic man machine interface (MMI). The application is the genuine
General Description subject of this user’s manual, as it is the point of user interaction. The PC MMI
provides cargo monitoring and CTS calculation onboard the ship. Examples
of other main system parts are the AIM process control units (PCUs) and the
cargo level sensors.

The application PC is usually referred to as an Operator Station (OS) in the

system. The OS is the main presentation unit of the custody transfer system.
From the OS, situated in a control room, the operator can monitor the custody
<Home Page Example>
transfer data and control all essential operating parameters. Any number of
OS may be connected in an Ethernet network to provide consoles at various
Main Functions
locations onboard a ship.
These are the main functions of the OS presentation program:
System alarms are continuously handled ensuring that the operator is
immediately alerted if any alarm limits are exceeded. Failures that may occur  Handling of alarms and failures
in the system are immediately reported on the OS-screen. The system has  Configuration of the system
embedded capabilities to handle reports on failures and alarms, as well as  Storage of measured parameter values
history and trend reports on all measured values.  Calculations using measured parameter values
 Logging of parameter history and trend
The K-Gauge Custody Transfer System may be delivered as a stand-alone  Generation/Printouts of reports
system or as an integrated part of a larger Kongsberg vessel monitoring and
control system (including e.g.: power, engine or propulsion modules). Screen Panel Data

The following process data is normally presented on the OS-screen panels:

In a stand-alone system delivery, the system CTS Main Menu is modelled as
a vertical Task Bar of control buttons at the right hand side of the OS-screen.  Common Parameter Values:
In an integrated system delivery, there is a hierarchical level with command - Trim & List Values
buttons above the CTS Main Menu: the ‘Home Page’. In the ‘Home Page’ the - Draft Values (Aft, Port, Starboard, Fore)
operator selects among associated monitoring and control modules. By - Atmospheric Pressure
selecting the <CTS> command button, the operator is guided back to the ‘CTS
Main Menu’. By selecting any other command button the operator is guided  Status Cargo Tanks:
to their respective Main Menus. - Corrected Levels
- Volumes
NOTE - Loading or Discharging Rates
The number of command buttons in the ‘Home Page’ will vary with the - Vapour Pressures
number of associated modules in a Kongsberg integrated vessel - Average Liquid & Vapour Temperatures
monitoring and control system - Tank Temperatures at various Levels

The program is operated with a mouse or a trackball. All subpanel selections

are performed by left clicking on the control buttons of the CTS Main Task
<CTS General Overview>
Bar.

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 Each Cargo Tank: Several OSs may be configured into the same command group, but only one
- Level Readings of them has taken command control at any given time. It is required to be ‘in
- Level Thermal Correction command’ (taken command control) before the following actions can be
- Level Trim & List Corrections performed:
- Corrected Level
- Temperature Readings at various Levels  Acknowledge alarms
- Average Liquid & Vapour Temperatures  Change alarm limit
- Volume and Corrected Volume  Start CTS reports
- Transferred Volumes, before & after Present State  Change temperature offset, trim, list, and draft parameters
- Volume Transfer Rate  Change setup parameters of modules
- Present Cargo State (Loading, Discharging, Seagoing)
- Alarm Status An access control system ensures that the CTS users (operators) can only
perform tasks according to their authorization. Users are organized into user
 Each Cargo Tank Configuration: groups. Each user group is given various permissions and access rights. The
- Temperature Readings Offset Parameters normal operator user has no rights to change any configuration parameters in
- Bottom Zone Parameters the CTS system.
- Block Calculation (On /Off)
- Level Alarm Override (On / Off) The system consists of several stations required for system operation. A
Main Menu Structure
minimum system configuration consists of two operator stations, two field
 Report Cargo Tanks: stations (FS) (or process control units (PCU)), and an Ethernet network. The
The below shows the menu structure of the K-Gauge Custody Transfer System
- Vessel Identification Parameters history station (HS) is normally integrated with an OS to a single unit. The
(CTS)
- Port Identification system MMI runs on all the OS-PCs and is the operator interface of the system.
- Cargo State Command Buttons The operator privileges are not the same on all connected OSs, as only one of Configuration Trend
- Report Command Button them is in command. The Oss also provides for the communication between
CTS Main CTS Report Cargo Level
- Report View Command Button the operator, the FSs, and HS. Finally, the OS serves as a storage and load
- Report Change Format Command Button source for the FSs (PCUs) configurations. CTS Status CTS CT 1 Config CT 1 Temp

 Trim and List For a more elaborate description of the AIM DCS, please refer to the AIM
CTS CT 1 CTS CT 2 Config CT 2 Temp

- Trim & List Parameters user manual or the online help module of the OS program. CTS CT 2
- Mode Change (Automatic / Manual)
System Overview CTS CT n-1 Config CT n-1 Temp
 Atmospheric Conditions:
CTS CT n-1 CTS CT n Config CT n Temp
- Pressure Adjustment K-Gauge Custody Transfer System (CTS) as followings:
- Pressure Mode Change (Automatic / Manual) CTS CT n
Setup Trim & List Cargo Pressure
- Temperature Adjustment  2 operator stations (OS) with report printer and local printer
 2 process control units (here: RCU) Setup ATM Manual
 Trends Presentation:
 2 backup displays
- Cargo Level
 3 (local) networks
- Various Temperatures of Each Cargo Tank.
 Miscellaneous network switches & repeaters
- Cargo Tanks Vapour Pressure
 Radar, temperature, and pressure sensors for 1 LNG tank
Menu on Screen
System Elements
The control system provides mechanisms to manage and distribute
The operation of the K-Gauge Custody Transfer System is performed by
responsibility between OSs. The fields of responsibility are named ‘Command
The K-Gauge Custody Transfer System is a distributed control system (DCS), clicking on one of the control buttons located in a vertical task bar at the right
Groups’.
or an integrated part of such a system. A schematic view of an AIM DCS is hand side of the main panel. The below shows an example of a main screen
shown as below. panel of a K-Gauge Custody Transfer System (CTS)

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• Volume (m3)
• Volume (%)
• Bar-graph showing the fill level

6. CTS Display Panels

CTS Main Panel

<Instantaneous Level (m)>
This panel is activated by clicking on the <CTS Main> commend button
of the vertical task bar (main menu) CTS Report Panel

The CTS Main panel shows an overview of the cargo tanks of the Cargo By clicking on the <CTS Report> command button of the vertical task bar
Transfer System and a two-line text box showing the vessel CTS state (main menu) a report dialog is presented. If a custody transfer operation is
(condition) not in progress, this panel will be in grey colour and have the text “CTS
INACTIVE”.

Data from each tank is presented in distinct, separate coloured columns.

The data include:

 Average vapour temperature in the tank

 Average liquid temperature in the tank
 Vapour pressure in the tank
 Corrected liquid level in the tank To be able to start printing, the OS must be in CTS Command and the user
 Calculated cargo volume in the tank must be logged on with sufficient privileges.
 Present tank loading or discharging rate

CTS Large Panel

CTS Status Panel
When the Large panel is configured it will be activated on the <LARGE>
This panel is activated by clicking on the <CTS Status> commend button button in the vertical task bar.
of the vertical task bar (main menu)
This panel shows an overview of each tank in large fonts, meant to be
The CTS Status panel shows an overview of the cargo tanks of the Cargo readable from a distance. Showing below:
Transfer System containing temperature, pressure, level, calculated
volume and rate. • Instantaneous level (m)

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7. TOPS (Tank Overfill Protection System)

TOPS System Test View

This view is activated by clicking on the <TOP System Test> command

button of the vertical task bar (main menu).

Test of TOP System

CAUTION
When testing the system, the level will trig all alarms including ESD.
It is not recommended to do this during loading or unloading. Alarm
outputs from the TOPS are normally connected to other systems.
Never perform this test before the consequences are understood and
permission is given from proper authority.
When in test mode, the text: “NORMAL” in grey colour is replaced by the
To test the TOP – System in each tank, open the operation dialog by text: “TEST” flashing in yellow/orange colour.
clicking on the test status indication (text: ”NORMAL”) and press the
“TEST ON” button. I can take a few seconds to set the radar SPU units in
test mode. When the SPU enters test mode the level reading will be locked
at the topmost signature, which is located above the highest alarm limit.
All the alarms will sound.

To be able to set the system in test mode in this view, the user must be
logged on with sufficient privileges

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Computer Cargo Record Sheets

TRANSGAS POWER TRANSGAS POWER

<Before Loading> <After Loading>

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8. System Startup and Shutdown Field Stations Logging on to a different user level

The AIM Operator Stations and Field Stations (controller cabinets) are The Field Stations automatically request and download their application To change user on an OS, proceed as follows:
usually left with power switched on and the system fully operational. software from their dedicated server Operator Station. This means that at
least one of the Operator Stations should be running before you start any 1) On the File menu, point to →User... and select →Change User/
System Startup of the Field Stations. The following procedure should be performed at each Log Off.... The Change User dialog box is displayed.
Field Station. To start up a Field Station, proceed as follows:
If the complete system has been shut down for some reason, for example 2) Select the wanted user name from the drop-down list and type in
after maintenance, use the following procedures to restart the system. 1) Open the door of the Field Station. the applicable password.

However, if only a part of the system has been shut down (such as one of 2) Switch on the 230 VAC circuit breakers. 3) Click the Change user button. The new user is now logged on.
the Operator or Field Stations), then only the relevant station startup
procedure needs to be performed. 3) After approximately one minute, check that the RUN LED on the Automatic switch to default user on time-out
front panel of each of the RCU or RIO modules shows green.
Uninterruptible Power Supply The system is often configured with a function that automatically switches
4) Close the door of the Field Station. to a default user after a time-out based on operator inactivity for e.g. 30
At each of the AIM-related Uninterruptible Power Supply (UPS) cabinets, min. However, if log-on level is Guest, this function is not activated.
switch on power and start up the equipment as described in the User Log-on
Manufacture’s manual. System Shutdown
Logging on
Operator Stations If the system has to be stopped for some reason, for example for
There are four log-on levels: guest, operator, power user and system user. maintenance, use the following procedures to shut down the system.
The following procedure should be performed at each AIM Operator Often the system is configured with Operator as default user. After an
Station. To start up an Operator Station, proceed as follows: operator station power on/re-boot it may be necessary to log on with an However, if only a part of the system requires to be shut down (such as
appropriate user level if a default user is not configured. one of the Operator or Field Stations), then only the relevant station
1) Access the front panel of the computer. shutdown procedure needs to be performed.
For operator interactions with the process, e.g. operating the CTS, it
2) Switch on the 230 VAC circuit breakers. requires that you are logged in at the correct operator level and that NOTE
Command Control Area “CTS” is controlled from the operator station Shutting down the entire system or any part of it should normally only be
3) Check that the Windows based operating system loads and group this operator station is a member of. It may be necessary to performed after authorization has been given by the system
performs an automatic log on. transfer/take command over the Command Control Area “CTS” before administrator.
operating can take place. Refer to the AIM user guide for details about
4) After the automatic log on has been completed, check that the AIM Command Control. Field Stations
Operator Station application software starts and displays the
wallpaper picture on the colour monitor screen. Rights for the various log-on levels CAUTION
Do not turn off units that are shared with other systems before the
5) After approximately one and a half minutes, check that the Logged on as Guest you will not be able to operate on any Command consequences are understood and permission is given from proper
wallpaper picture is replaced by the AIM-2000 splash-screen with Group. Logged-on as Operator you will be allowed to operate the system authority.
a status window at the bottom left corner showing the starting within the limits of the Command Control System. Power users will have
progress of the configured OS components. basically the same rights as operator, but can in addition set/change alarm The following procedure should be performed at each Field Station. To
limits and parameter values. As System user you have all power user rights shut down a Field Station, proceed as follows:
6) After approximately one more minute, check that the AIM-2000 and in addition all advanced system configuration rights.
splash-screen is replaced by the Root Process image. 1) Open the door of the Field Station.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 119 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

2) Switch off the 230 VAC circuit breakers.

3) Close the door of the Field Station.

Operator Stations

The following procedure should be performed at each AIM Operator

Station. To shut down an Operator Station, proceed as follows:

1) If applicable, log on as a member of the Power User group. Refer

to the Access system topic in the online AIM user guide.

2) On the File menu, click Exit.... The Shut Down? dialog box is
displayed.

3) Click the Yes button. The AIM Operator Station application

software closes down and you are returned to a blank Windows
Desktop.

4) Click the Shut Down button.

5) The Operator Station shuts down.

6) Switch off the 230 VAC circuit breakers.

Uninterruptible Power Supply

CAUTION
Do not turn off units that are shared with other systems before the
consequences are understood and permission is given from proper
authority.

At each AIM related UPS cabinet, shut down the equipment and switch off
power as described in the manufacture’s manual.

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.11.3a Float Level Gauge System

Hazardous Area Non-hazardous Area

3304 Gauge 3304 Gauge

2047 MT 2047 MT
To Host Computer

1084 MKll
Receiver
TB2 & 3 Power Supply

TB4

Tank No.3 Tank No.4

3304 Gauge 3304 Gauge

2047 MT 2047 MT

1761 PSU
BN4

BN3 BN2

Tank No.2 Tank No.1

Power Supply

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 TRANSGAS POWER Cargo Operating Manual

4.11.3 Float Level Gauge The receiver functions as a mini tank gauging system and the data are Level Gauge Assembly
displayed on an LCD panel on the front of the instrument. Command entry
1. Specification is using a splashproof membrane keypad. The receiver is located in the The level gauge assembly comprises the gauge head and float assembly.
electrical equipment room on A deck. The float is clamped to an accurately perforated tape manufactured from
stainless steel, a viscous damper to control the rate of descent of the float
Maker Whessoe (Wartsila UK Ltd.)
The Whessoe gauge panel is interfaced with the IAS workstation and the to the cargo level, a crank for raising the float to the storage position, and
Type Figure 3304
tank levels are displayed on the IAS tank screen as a digital readout. The a mechanical readout which is observed through the counter window plus
Quantity 4 (1 per tank)
±3.0 mm in service levels displayed on the LCD and IAS have not been corrected for tape a transmitter for continuous readout on the IAS during loading and
Accuracy ±5.0 mm intrinsic accuracy. shrinkage. discharging operations. A float lock-up arrangement provides removal of
Range 0-44 m the level gauge float from the tank when in the stored position. It also
The gauge is float actuated and employs a tensator spring as a provides a gauge datum reference and a means of locking the float in the
Repeatability ±1 mm
counterbalancing mechanism that maintains a constant tape tension at the storage position.
Operating pressure 0.4 MPa
float. This ensures that the float maintains the same level of immersion
Product temperature range -200 °C to ambient
irrespective of the amount and weight of the tape paid out. 3. Main Equipment
2. General Description
The accurately perforated tape transmits float movement to a sprocket 3304 Liquid Level Gauge
Each cargo tank is provided with a Whessoe gauge as an approved wheel, which in turn drives a counter mechanism providing local digital
secondary level measurement system. This secondary system provides an readout, visible through a window in the counter housing. The 3304 Marine Liquid Level Gauge has been designed and developed
alternative means of cargo level measurement in the event of the failure of specifically for low temperature liquefied gas carriers to measure
the primary radar gauge system. The accuracy of the system is ±3.0mm in CAUTION accurately and consistently product liquid levels in marine cargo tanks
service. To reduce the risk of tape failure and wear on the gauging mechanism, during loading and discharging operations.
the floats should be fully stowed when the ship is at sea. Care should be
During cargo loading or discharge operations, it is normal to release the In addition to the local readout, remote reading transmitters may be fitted
taken when stowing the float as excessive tension may cause tape
float to the product level and allow the float to follow the changing liquid to the gauge head at any time without taking it out of use.
breakage.
level during these operations. After the operation, and before the vessel
departs the terminal, the float has to be stored in the gauge head to prevent The gauge is float-actuated and employs a Tensator spring as a counter-
The float descends under control to the liquid surface. The rate of descent
the gauge spring, float, and tape from being damaged by the rapid level balancing mechanism which maintains a constant tape tension at the float
is an automatic function made possible by the inclusion of a viscous
changes that would occur when the vessel is at sea. so that float immersion is not affected by the length/weight of the tape paid
damper within the gauge head. The tank sounding may then be taken by
out. The accurately perforated tape transmits float movement to the
The Whessoe Figure 3304 marine liquid level gauge has been designed the observation of the local mechanical readouts to provide a level
sprocket wheel, which in turn drives a mechanism providing a local
and developed specifically for low-temperature liquified gas carriers to indication. The Whessoe gauges should be checked against the Custody
counter readout visible through a window in the counter housing.
measure accurately and continuously liquid levels in marine cargo tanks Transfer System (CTS) during each alternate loading.
during loading and discharging. Float lock-up and gauge head isolation is achieved by winding the float
Float Well
upwards via the permanently attached cranking handle. The cranking
The float in each gauge should be lowered to the liquid level after the ship handle is designed to drive in one direction only and is spring-loaded by a
The float well comprises a 138 mm nominal bore float well tube installed
is securely moored at the LNG terminal. The levels obtained from the cam arrangement so that it is not in motion during normal gauging.
vertically within the cargo pump tower. The upper end of the float well
floats and the Kongsberg Maritime radar gauges should be recorded in the
penetrates the top of the tank dome where it terminates in a flange.
cargo log at the start and completion of each cargo loading or unloading The float is released by pulling the spring-loaded plunger at the base of the
operation. Any deviation over 10mm should be investigated during the The lower end extends to within 75 mm of the bottom of the tank where it gauge head which allows the float to descend, under control, to the product
voyage. is closed by a perforated plate. The lower end of the float well is provided level. This is an automatic function made possible by the inclusion of a
with a bolted inspection cover. Expansion is allowed for by a sliding viscous damper within the gauge head.
Each gauge is fitted with a 2047MT type intrinsically safe transmitter, each
connection just below the dome penetration. To avoid level errors caused
transmitter is controlled by its onboard microprocessor. Information The sprocket wheel drive to the counter mechanism is transmitted via a
by the ‘till well’ effect, there is a 25mm diameter hole spaced every 3000
regarding the cargo level is passed from the transmitters to a mini receiver magnetic coupling across a solid barrier flange which completely isolates
mm below the sliding connection.
located in the electrical equipment room using a 20 mA current loop. the counter chamber from the tank atmosphere. Total gauge head
hysteresis is minimised through the use of a magnetic coupling counter-
drive and glass-loaded PTFE plain bearings.

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 TRANSGAS POWER Cargo Operating Manual

2047MT-Advanced Marine Tank Gauge Transmitter 1084 Mini Receiver The receiver systems include RS232C, EIA-485, and 4-20 mA. The unit
is based on 16-bit microcontroller technology with memory battery backup.
Range: 0~50 m Capacity: Up to 32 tanks A single buzzer is available as well as 4 programmable relays.
Data transmission: IS EIA 485 Bus Data transmission: Whessoe Bus, RS-232, RS-485, or 20 mA loop
Accuracy: ±1 mm Inputs: Level. Programming the unit is completed by menu select options using six keys.
Alarms: 4 level alarms Outputs: Level, temperature, alarms Access is protected by a user-programmed code, which can be changed at
Power: Approx. 17 mA @ 12 Volts Power: 20 VA non-hazardous area regular intervals to maintain security.

The 2047-MT transmitter uses an absolute encoder that accurately The Whessoe 1084 receiver is a microprocessor-based level indicator
registers the rotation of the level gauge’s toothed sprocket wheel, with one designed to: Keypad
revolution taking place every 300mm. A mechanical meter accurately It allows displaying different screens as tank page, tanks list, and alarms
records the number of revolutions made. The coder wheel is attached to  Read the level, temperatures, pressure, and alarms data from up
to 32 x Whessoe 2047 MT level transmitters. list, to get access to the configuration menu and to accept and acknowledge
the toothed sprocket wheel via a magnetic drive coupling and hence turns alarms occurring.
with it. This coder wheel incorporates holes from which the level is  Display these data on its large and backlighted LCD screen
encoded in millimeters and centimeters. through different pages easily accessible by the use of its 1) “Mode” key functions.
integrated tactile keypad.
Every 10 centimeters of movement, a Geneva pinion causes the movement  Transmit simultaneously the data received to three different  Navigation from an automatic scrolling of tanks pages to a
of a decimetre drum. In turn, every 10 decimetres this drum engages the external devices, such as, loading or monitoring computer, PLC, manual display of tank, tanks list(s) and alarms list(s) pages
next stage, of which the code represents the meters. Finally, every 10 remote relays, etc…  Access to configuration menus (Mode + Set).
meters, this drum engages the third and last drum, of which the encoding  Access to the tank (Mode +◀,▶).
represents the decametres. This assembly of four coder wheels enables an The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks  Capital, small letters / Symbols.
absolute encoding from 0 to 99,999mm with a precision of plus or minus simultaneously via a backlit LCD. The 1084 Mini receiver is a standalone
1mm. display unit designed to read the data sent by up to 32 inventory 2) “Set” key functions.
management instruments. The information is displayed on a large-format,
These codes are signified by holes or white areas on a black background backlit LCD for easy viewing, which can then be retranslated and sent to  Buzzer stop.
and are read by optical sensors, which do not touch the measuring unit a DCS, or host computer system. This is achieved by an easy to use, tactile  Alarms acknowledge.
(comprised of the 4 wheels) at any point, thus ensuring minimum friction. user interface. The unit provides complete on-site configuration to  LCD brightness (Set + ▲,▼).
The encoding of each wheel is read by 5 optical sensors evenly distributed industry-standard protocols in 3 serial ports, with 4 programmed alarm  Access to configuration menus. (Mode + Set).
over the encoded area. The level is therefore known by reading the state relays (flexible baud rates).  Settings confirmation.
of these 25 optical sensors. To eliminate any ambiguity, inherent to any 3) “Arrows” keys functions.
meter with moving digits, each decade is divided into 30 equal parts,
providing 30 different codes per decade. 2 unused codes, out of the 32 1084 Receiver  Manual display from tank page N°1 to tank page N° ”n”
possible codes actuate an alarm signal if they are read; this can happen if ◀▶).
90%
Tank N° 1
one of the sensors is at fault.  Direct access to tank in alarm (▼▶).
LNG - 5
ULL
 Displacement from line to line (▲▼).

20.640 m
Also, to ensure the reliability of the reading, the correct operation of each AL
H-H
sensor is tested automatically by the microprocessor every 5 minutes. The
AV G T° AL S pot T° Press AL
25 sensors are read 3 times per second to show the level on the display in
-120.5°C H T1 : -120.5°C -10 mbar L Alarm
real-time.
Power
Alarm : Tk N°6 H-H Level.

STATUS : COM 4 Rx Fault – Tank « n » Buzzer

When the level is read, it is always read twice in succession and the two
readings must be identical to be accepted. If this is not the case, an error
WHESSOE
message is displayed until equality is re-established.
This safeguard comes into play when the encoder moves at more than
25mm per second. <1084 Receiver Panel>

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 TRANSGAS POWER Cargo Operating Manual

Screens Arrangement By using the keys ▼▲ you will move up or down to select the Recommended Cable:
alarm and then by using the key, ▶ you will have direct access
1) Tank page.  Copper diameter 0.8 to 0.9 mm
to its tank page. The very first line is the last alarm which has
 PVC or polythene insulation
This page displays: occurred; the second line is the alarm before the last, etc. Up to
 2 twisted pair screen or braid with continuity wire
 All levels, temperatures, pressure, and alarms information 32 alarms (5 pages) can be displayed.
 PVC sheath
regarding the tank selected.  Armored steel protection
It displays also the status of the “COM IN” communication port.
 The last alarm occurring from other tanks, by using ▼ the  External sheath hydrocarbon resistant
key you have direct access to the tank in alarm.
Operation.
 The status of the “COM IN” communication port. The 2047MT requires 4 wires, but if multi-core cable is used to support
When powering the unit, the first display during few seconds will be wire damage or future options, the 2047MT wires must be screened.
information about the software version, then it will display by scrolling all
tanks pages. The transmitter body must be connected to tank earth, and all intrinsically
safe standards, if used, must be carefully followed.
By pushing successively the “Mode” key you will display the:
 Maximum current: 150 mA
 Tank page(s).  Maximum transmitters: 6
 Tanks list page(s).
 Alarms list page(s). Non-I.S Cabling to Control Room Equipment
 Automatic scrolling of tank pages.
A 3-core RS-485 screened data cable is required between the Fig. 1761
2) Tanks List.
From each page, you have information on the current or last alarm and 1084 components. This should have a conductor size of 24 AWG (7/32
This page displays: occurring with direct access to its tank page by simply using the arrow AWG) tinned copper conductors, with a PVC jacket for extended cable
keys ▼,▶. life.
 The information on level and alarms status by a group of five
(5) tanks. If more than five (5) tanks, by using the keys ◀▶ 3. Operation: Gauging
1761 Power Supply Intrinsically Safe
you will display the following or previous group.
 The last alarm occurring from other tanks, by using ▼ the 1) Open the gauge isolating valve fully; normally it is left open.
DC power supply: 9.5~17 V
key you have direct access to the tank in alarm.
Max. current: 150 mA 2) Put the crank handle in the STORED position, i.e. with the handle
 The status of the “COM IN” communication port.
Max no. of transmitters: 6 towards the gauge covers.

3) Put the spring-loaded automatic float lock-up and the datum

The new 1761 power supply has been designed to consider the ever-
plunger up to release the float and allow it to descend at a
increasing demand on space within cargo control rooms. Its physical
controlled rate to the liquid level.
dimensions and weight have been significantly reduced to ensure simple
and flexible installation with a wide range of power supply voltage options.

Field Cables to Transmitters

The wiring cable between transmitter and receiver or between transmitter

and transmitter must conform to the intrinsically safe standard.
3) Alarms List.
All wiring must be designed to support 250 volts in service.
This page displays the list of alarms for the level, temperature,
The 0 volts is floating (not connected to the earth)
and pressure and their current status as well (Blinking = Not
acknowledged, Fix with “ack” indication = acknowledged).

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 124 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

To Return the Gauge to the Stored Position Illustration 4.10.2b Float Level Gauge

1) Put the crank to the CRANKING position, i.e. with the handle FWD AF T
outwards.

NOTE
3304 Gaugehead with
The cranking handle is designed to drive in one direction only and is Crank Handle in Position

515
spring-loaded by a cam arrangement so that it is not in motion during
normal gauging.

2) Carefully raise the float by turning the crank slowly in a counter-

clockwise direction, as indicated by the arrow on the main cover T- Piece Piping for inspection

173
inspection plate. Cover at 8” Dn200

3) Watch the readout counter, which will indicate when the float
nears the top. When resistance is felt by the float touching the
cushion spring, continue cranking until the plunger is seated and
the automatic float lock-up and datum plunger spring fully

236
inward, securing the float.

4) Check that the counter reads the same before and after use.

5) Move the crank handle to its STORAGE position.

CAUTION 267
Do not attempt to turn the crank clockwise or to interfere with the Tank top
free fall of the float. To do so will severely damage the tape or the
tensator spring.
Floatwell 8”-Dn200
25mm Dia x 3000mm Centres Over the
Complete Length of rhe Floatwell.
All Burrs and Rage are to be
Temoted from Inside

138 mm PCV Float

Perforated bottom plate

75 maximum clearance Tank bottom

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 TRANSGAS POWER Cargo Operating Manual

Illustration 4.12a Nitrogen Generator

IV-8.71
PI
8.71
PCV-8.70
Nitrogen to Consumers
(Press. 5 barg)
IV-8.69
PI PCV-8.68 (25)
(50)
8.69
Nitrogen to Consumers
(Press. 5 barg) Set :
N2 Sytem
Permeate & Air (200)
PI 12.1 Barg PSV Shut-down Stand-by Running Fault Serial Link
Vent to Atm.
(50) I XS I XS I XS I XY
8.60 8.61
V- V- A A A
S 8.71 S 8.72 S 8.73
A
S 8.74
IV- 8.64 8.63
8.60 Communication protocol (modbus RTU) TP
w/all process indications, alarms and status signals 4
Key Nitrogen Buffer
(150/200)
Nitrogen Line Tank
(__ m3)
Fresh Water Line UA SD

(200)
Electrical Power Supply
220 V, 60 Hz, 1 ph Control 5.32 Emcy Stop Mathematic Function
Compressed Air Line V-8.62 Panel XA SD
AY SP FIC
440 V, 60 Hz, 3 ph 8.50 8.54
5.42 Communication Failure
Drain Line

(150)
V-8.66 AIC AAH AAHH SD AT MAH
8.50 8.50 8.50 8.50 8.49
TAH SD PDI PDAH TDAL SD TAH SD PAL SD
8.39 8.32 8.32 8.39 8.42 8.45 PSHL Stop
FI MI 8.58 Start
Common Compressor PCV-8.54 8.50 8.49
440 V 60 Hz Alarm Running
IV- XV
3 ph XA XI TI PI LA SD TIC PI Calibration 8.50 FY PI
Supply 8.39 8.32 8.36 8.42 8.45 8.54 8.55 8.58
8.01 8.01 Span Test
MT
PCV- 8.49
TT PT TSH TT PT 8.50A FT PT
TP 8.39 8.32 8.40 8.42 8.45 PCV- 8.54 8.58 TP
1 8.50B 2
Feed Air V-8.31 IV- IV- NV- S IV-
(50) (50/40) 8.32A F-8.11 F-8.12 F-8.13 8.45 8.50 FC 8.58 (40)
Compressor
Membrane FCV-8.54 XV-8.55
No.1 RO
RO
El. Heater Separator 8.56A
8.56B S S S (5 kW)
LCV LCV LCV
S
TP NV- 8.36 8.37 8.38
NV-
LCV
V- V- V-
V-
8.29A 4 8.56B 8.36 8.37 8.38 8.56A
Cooling (40/32)
8.29A
Water [No.1 Nitrogen Generator] V-8.56
Supply (32)

N2 Sytem
Shut-down Stand-by Running Fault Serial Link

(50)
I XS I XS I XS I XY
(32/40)

A A A A
S 8.71 S 8.72 S 8.73 S 8.74
(50)

Communication protocol (modbus RTU) TP

w/all process indications, alarms and status signals 4

(50/40)
Crossover
Panel
(150/200)
Electrical Power Supply UA SD
V-8.88 220 V, 60 Hz, 1 ph Control 5.32 Emcy Stop Mathematic Function

(40/50)
Panel XA SD
AY SP FIC
440 V, 60 Hz, 3 ph 8.50 8.54
5.42 Communication Failure
AIC AAH AAHH SD AT MAH
8.50 8.50 8.50 8.50 8.49
(15)

TAH SD PDI PDAH TDAL SD TAH SD PAL SD

8.39 8.32 8.32 8.39 8.42 8.45 PSHL Stop
FI MI 8.58 Start
Common Compressor PCV-8.54 8.50 8.49
440 V 60 Hz Alarm Running
IV- XV
3 ph XA XI TI PI LA SD TIC PI Calibration 8.50 FY PI
Supply 8.39 8.32 8.36 8.42 8.45 8.54 8.55 8.58
8.01 8.01 Span Test
MT
PCV- 8.49
TT PT TSH TT PT 8.50A FT PT
TP 8.39 8.32 8.40 8.42 8.45 PCV- 8.54 8.58 TP
1 8.50B 2
Feed Air V-8.31 IV- IV- NV- S IV-
(50) (50/40) 8.32A F-8.11 F-8.12 F-8.13 8.45 8.50 FC 8.58 (40)
Compressor
Membrane FCV-8.54 XV-8.55
No.2 RO
TSH
El. Heater Separator 8.56A
8.56B S S S (5 kW)
LCV LCV LCV
S
TP NV- 8.36 8.37 8.38
NV-
V- V- V-
(40/32)

8.56B
LCV
8.29B 4 8.56A
V- 8.36 8.37 8.38
8.29B
(32)
Cooling
(40/32)
[No.2 Nitrogen Generator] V-8.56
Water
Return
Oil Drain (25)
Return

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 TRANSGAS POWER Cargo Operating Manual

4.12 Nitrogen Production System  Purging of the cargo pipelines and the vent mast. the module size and amount respectively.
 Purging the fuel gas lines to the gas combustion unit.
1. Specification  Fire extinguishing medium in the LNG vent mast risers. 3. Control Systems and Instrumentation
 Purging various parts of the cargo piping and boil-off gas system.
Nitrogen Generator The control panel permits fully automated and unmanned operation of the
The air that we breathe contains 78% nitrogen, 21% oxygen, and 1% other units. The following alarms and controls are mounted on the control panels.
Maker: Air Products AS
gases. The prism membrane system of the nitrogen generators uses this
Model NC1.3-1612P-WKP-150-974 unlimited supply of raw material to produce specific purities of nitrogen.  System status indications
Operating principle: Membrane Separation
 Push button for audible alarm acknowledgement
The key component of the system is the PRISM Membrane Module. Each
Ambient temperature: Min. 0 °C, Max. 55 °C
module contains thousands of hollow fibers to obtain maximum membrane  Continuous N2 delivery pressure
Ambient relative humidity: Max. 60 % at 35 °C surface per unit of volume. Compressed filtered and heated air is fed to the  Continuous O2 content reading
Max. capacity: 150 Nm3/h x 2 sets boring side of the module which is enclosed in a pressure vessel, arranged
 Dew point analyser
N2 Purity (N2+Argon): 97.4 vol% geometrically in the same way as a shell and tube heat exchanger.
 Electrical heater temperature control
N2 Dew point at atm. pressure: -65 °C  Emergency stop push button
Selective permeation is the separation principle of the membrane system.
N2 Discharge pressure 1000 kPa Each gas has a characteristic permeation rate that is dependent on both the
(Process design): (At generator outlet) solubility of the gas in the membrane fiber material and the diffusion Compressed air is fed to the Nitrogen Generator and passes through a
N2 Buffer tank starts/stop through the fiber wall. Differences in permeation rates of the gas
600/1000 kPa (adjustable) filter-package that will protect the membranes from harmful particles and
settings: components in the air allow “fast gases” to be separated from “slow gases” oil and water condensate.
Outlet Temperature: Max. 55 °C along the length of the membrane fiber.
Product CO, SO2, and NOX 0 vol% The air then passes through an electric heater which will rise the air
As the air flows along the boring side (inside) of the fibers, O2, CO2, and temperature by min. 5°C to approx. 50°C, which is the optimal
H2O (vapour) contained in the air permeate faster than nitrogen to the low- temperature to reach the design capacity and give sufficient superheating
Feed Air Compressor
pressure side of the fibers. The bore side air is gradually depleted of the of the air to evaporate any liquid oil or water remains. The heater is
Maker: Tamrotor Marine Compressor fast gases (H2O is fastest) and enriched in nitrogen. By adjusting the controlled by a temperature controller, receiving signal from a temperature
Model: TMC 84/13 product flow rate, different nitrogen purities and flow rates can be element. A temperature switch in the heater and in the piping, will protect
produced. the heater and the membranes from being exposed to a too high
Working pressure (Max.): 1.2 MPa g
temperature. PRISM membranes can withstand temperatures up to approx.
Capacity at normal working: 590.4 m3/h
85-90°C without being damaged. To avoid any potential overheating the
Shaft power 79.1 kW heater shut down set point is set at 70°C. Nitrogen flow rate and feed air
Speed: 2894 rpm consumption will increase with increasing heater temperature.

No. of unit: 2
The heated air is now fed via a manifold to each individual membrane
separator. The nitrogen product exiting the membrane modules is collected
2. General Description in a manifold and controlled by a downstream control vale (FCV).
Regulation of the flow is done by the PLC-software through signals from
Two nitrogen generators are installed in the engine room, and both are a pressure transmitter installed upstream and a flow transmitter
used to produce nitrogen in a gaseous manner which is then used for the downstream the membranes. Fine tuning is done through signals from the
following functions: <Prism Membrane Principle>
oxygen analyzer. The flow control valve (FCV) will maintain a maximum
The three most important parameters for gas separation by membranes are flow rate at a given membrane feed pressure ensuring that a high oxygen
 The pressurisation of the cargo tank IBS and IS around the cargo content will not occur during operation. Parameters in PLC software can
tanks. the differential partial pressure of the gases across the membrane fiber
(from the inside to the outside of the fiber), gas residence time, and the be set to limit the max capacity to design capacity. The flow rate is
 Sealing of the HD and LD compressor shafts in the cargo measured by an orifice plate or a thermal mass flow meter upstream the
compressor room. total membrane surface area. In practice, this means the feed air pressure
(permeate stream is close to atmospheric pressure), the feed flow rate, and control valve.

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Since the inlet pressure defines the nitrogen flow necessary to meet a set during shutdown periods, dew-point preservation back purge lines are 6. Operator Terminal Operation
O2 level, a mathematical function in the PLC will make the Nitrogen installed inside the nitrogen system.
Generator automatically producing onspec nitrogen at varying inlet
pressures. Also, the fine-tuning done through signals from the oxygen 5. Physical Properties of Nitrogen
analyzer, will make the Nitrogen Generator supply on-spec nitrogen short
time after start-up. Nitrogen is the most common gas in nature since it represents 78 % in
volume of the atmospheric air. At room temperature, nitrogen is a
The Nitrogen Generator is equipped with an oxygen analyzer that will colourless and odourless gas. Its density is near that of air, 1.25 kg/m3
continuously monitor the oxygen content in the product nitrogen. Should under the standard conditions. When liquefied, the temperature is
the oxygen content for some reason rise above the design value 3.1%, an -196 °C under atmospheric pressure. It has a density of 810 kg/m3 and a
alarm will be initiated. If the oxygen content continues to rise, a second vaporisation heat of 199 kJ/kg.
alarm, oxygen content high-high will be initiated at 3.6 % and close the
delivery valve and open the dump valve. When the oxygen content is 1) Properties of Nitrogen
within specification (less than 3.0 %), these valves will reverse and the
system will supply nitrogen again.
Molecular weight 28.016

In the process of separating Oxygen from compressed air, water will also Boiling point at 0.1 MPa absolute -196 °C
be separated from the product gas. This will make the nitrogen very dry, Liquid S.G at boiling point 0.81
The operator panel is used for the following purposes:
with dew point temperature often below -60°C. This dry nitrogen will take Vapour S.G at 15 °C and 0.1 MPa absolute 0.97
some time during initial start-up of the system, because the entire system
Gas volume/liquid volume ratio at -196 °C 695  Monitoring process and status indications
including Nitrogen Generator w/membranes, buffer tank, distribution lines
 Monitoring Alarms and changing alarm settings
etc. need to be dried out. Depending on ambient conditions etc., this can Flammable limits None
 Start/Stop of N2 System
take several days. However, once the system is dried out, low dew point Dew point of 100 % pure N2 Below -80 °C  Changing controller set points and parameters
temperatures will be achieved much quicker after start-up.
2) Chemical Properties No. Keys Function
If the nitrogen consumption is lower than design, the backpressure in the Button The button banner lets the operator Start/Stop
distribution lines will build up and give a lower product flow. A lower Nitrogen is considered as an inert gas; it is non-flammable and without A Banner system, toggle between different menus and
flow in turn will result in higher nitrogen purity, i.e. less oxygen in the chemical affinity. However, at high temperatures, it can be combined Stop Horn/Ack.Alarms.
product. In this manner, the Nitrogen Generation Package will be capable with other gases and metals. Main Screen The main screen shows the O2 level and dew-
of a 0-100% capacity turndown. For as long as the system is running there B point of the N2 product. Also, receiver pressure
will always be consumptions of feed air due to permeation of air to the low and compressor status.
pressure (permeate) side. WARNING Global Alarm This section shows recent alarms and status of
C
Due to the absence or to the very low content of oxygen, nitrogen is Banner the alarm.
The on-spec. nitrogen will be distributed to misc. consumers. A pressure asphyxiate. At liquid state, its low temperature will damage living tissue Top Banner The right side of the top banner shows the local
transmitter on the outlet produces signals to the PLC, and by parameters and any spillage of liquid nitrogen on the ship’s deck will result in system info. time, date and screen short name. Also, a check
D
in the PLC / MAC panel, the start / stop values of delivery can be set. failure as for LNG. field for N2 delivery, shutdown acknowledge and
These settings will automatically stop the Nitrogen Generator at clear list.
highpressure setting, and automatically start at lower pressure. The start Top Banner This window shows the statuses of the N2
E
and stop pressure settings can be manually adjusted in the PLC and should Window generator system.
have a sufficiently large pressure difference to decrease the necessary
amount of start/stop cycles on the generator.

4. Nitrogen Purge

To prevent ingress of the water in the ambient air into the nitrogen system

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Control System Operation Top Banner

From the main screen, the operator can navigate through different menus.

The Top banner is showing following system status:

 N2 GEN State
 Compressor State
 Oxygen Level
 Dew-point temperature
 Alarm indicators/system states

Bottom Banner

The Bottom banner is to ensure easy navigation between following screens:

 Main
 N2 Generator
 Maintenance
 Controllers
 Alarm settings
 Alarm list
 Trend view

Following main actions are possible:

 Start system
 Stop system
 Stop horn
 Acknowledge alarm

LED indication of following status:

 Maintenance of O2/Filter overdue

 PLC error
 Active alarm

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Start-Up procedure N2 Generator service personnel.

1) Arrange manual operated valves at Nitrogen Buffer Tank in  Tuning

correct positions. This screen contains settings for tuning the system for optimal
performance and should only be changed by Air Products service
2) Check that electrical power is available for compressors and N2 personnel. The setup is done during start-up.
system include control power.

3) Ensure that the local/remote switch on compressor panel is set in

remote position.

CAUTION
Never operate compressor in local mode when connected to N2
generator as this can damage membrane separators.

4) Reset raised alarms (if any)

“N2 Gen” is showing an overview of the process and the process data:
5) Start System by pressing “START” button in bottom banner.  PID(Controller parameters)
Verify that feed air compressors supply compressed air, el. heater
 Various Pressure values This screen shows an overall view of all parameters in the heater
and filters automatic drain are working correctly.
 Various Temperature values regulator, oxygen regulator and flow regulator. The system is set up for
 Heater Status optimal performance and should only be changed by personnel who is
6) When warm up period is completed and O2% are OK, verify at
 Oxygen content familiar with the total operation of the system.
screen “N2 Gen” that valve XV-8.55 change position.
 Dew point content
 Valve status The setup is done during start-up.
7) The nitrogen product will now flow to the N2 line (buffer tank)
through FCV-8.54 and XV-8.55 at the Nitrogen Generator.
Controllers (login required)

8) The Nitrogen Generator is controlling the oxygen level (AIC-

8.50).

9) When “Pressure Schedule” is “Enabled”, the Nitrogen Generator

will be automatically started/stopped according to settings at
“Pressure Schedule”.

Stopping

1) Stop system by pressing “Stop” button in bottom banner. The N2

system will automatically stop compressor(s) and switch valve
XV-8.55 into correct stop position.
Changing controller parameters
2) If “Pressure Schedule” is “Disabled”, the Nitrogen Generator can
be started and stopped by pressing “Start” and ”Stop” button at the NOTE
This screen is showing main values for all controllers, contains settings for
operator terminal. The system is already configured before FAT at AP facilities in
turning the system for optimal performance. This should only be done
Norway. Further adjustment should only be done by personnel who is
during start-up. If necessary to alter settings, please contact Air Products
familiar with the total operation of the system.

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This screen is showing main values for all controllers, contains settings for  A Alarm Handling
turning the system for optimal performance. This should only be done
during start-up. If necessary to alter settings, please contact Air Products The N2 Generator Alarm_Set page is for altering limits and information
service personnel. on process values. Toggle between pages with the arrow key at bottom
right.
1) Select required parameter to change with the tip of your finger.
<MV out> Alarm setting 1
2) Entered new values for the parameters (popup of numerical keys).
- Left Orange Led PWM signal. Only applicable for TIC –
3) Press the main key “ENTER” to save new values. 8.42
- Middle Red Led is illuminated when controller is in
NOTE manual mode.
To change parameters, it is necessary to LOGIN (password - Right Green Led is illuminated when controller has
required). This is to prevent unintended tampering. reached its high or low MV limit (MV min and MV max).

 PID Controllers  Manual/Auto

AIC Controller

<Alarm 1>

Alarm setting 2

<Manual/Auto>

WARNING
Manual mode should never be used on the TIC- 8.42 Heater
Controller.

<AIC>

The controller AIC-8.50 together with FIC-8.54 keeps the O2 level within <Alarm 2>
limits when running.
It is possible to change following parameters:
Controller manipulated valve (MV). This value is the controller percent
drive out to the different process actuators. Must not be confused with PV  Alarm Set-point(SP)
where PC is the actual process value.  Alarm Delay Time

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Monitoring Alarms and Changing alarm settings Alarm List Color Indication 1) Select required alarm parameter to change with the tip of your
finger.
In the Operator Terminal, some of the below shown function keys monitor
the alarm system. 2) Entered new values for the parameters (popup of numerical keys).

3) Press the main key “ENTER” to save new values

7. Operation Instructions

1) Important Operational Notifications

Oil carry over from feed air compressors to membrane separators may
cause deterioration of the membranes, hence shorter expected life time.
To avoid such event to occur, we have listed important notifications to
help the operators of the N2 system get an easy overview of what’s
important to be aware of and for securing long term optimal running
conditions.

<Alarm List>  Only use Emergency Stop buttons in the event of an Emergency
situation. The Emergency Stop Buttons shall not be used for
 Acknowledge Warning Alarm normal stop of the system
Press the “Ack Alarm” button once and the alarm will be acknowledged.  Confirm that all auto drains including feed air compressors are
draining oily water automatically. (This is the main check point
 Acknowledge Shutdown Alarm for discover an ongoing oil carry over incident)
Press and hold the “Ack Alarm” button for more than 3 seconds and the  Pressure schedule settings (for delivery to N2 receiver tank):
alarm will be acknowledged. Maximize diff. pressure settings between start and standby (stop)
Changing Alarm Settings
for securing best possible running conditions for compressors
When all errors are cleared the alarm LED will disappear. and membrane separators (recommended minimum 25 minutes
 Login
continuous running time, the longer the better).
To enter alarm settings, you will need an operator password. Select
 Clear alarm list  To avoid internal condensate and corrosion issues in
“Login” at Alarm set screen and the login screen will pop-up.
Press function key ‘Ack Alarm’ for 7 seconds to clear the Alarm List. compressors and filter housings, start the Nitrogen Generator
Green marker on System and every compressor (one by one or all together) and
The password for Operator Level 1 is “4700”
run it continuous for minimum 1 hour – every week, regardless
of N2 need onboard. This is increasingly more important in high
humidity areas.
 Eliminate pressure hunting of compressor discharge pressure!
Secure correct pressure modulating regulation and avoid on-load
/ off-load condition.
“Ack SD” or “Clear List” will show when Shutdown or Clear List is
activated. NOTE
Please always be confident with the condition of the feed air
compressors/ feed air reservoir. Failures upstream N2 Generator
might result in consequential failures in the N2 Generator.

<Login>

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2) Initial start-up
Alarm ID Description SD Set Point

This chapter describes initial start-up after the system has been shut PAL-8.45 Separator feed pressure low SD1 400 kPaG
down for a period. MAH-8.49 Dew point content high - 60 °C
After power is turned on, the O2 analyzer will have a warm up AAH-8.50 Oxygen content high 3.1 %
period on approx. 90 min. During warm up the O2 signal will AAHH-8.50 Oxygen content high high SD2 3.6 %
generate a loop error, functioning as a shutdown alarm and O2 Open
UA-5.32 Emergency stop SD1
analyzer will indicate “warm up period”. Starting the system within contact
this period will not be possible. Wait until “warm up period is finish RIO Com.
XA-5.42 Communication failure SD1
and press “acknowledge alarm.” error

3) Start/Stop of system  SD1 - Shutdown of complete system

 SD2 - Shutdown of nitrogen delivery valve
NOTE  All set points activate a common alarm
If the N2 System is cold when started, the design capacity will
not be achieved at once due to cold membranes. Full capacity
will be achieved within approx. 20 min.

4) System Operational Mode

This chapter describes the Operational Modes included in the

system.

This system is preset to produce 97% Nitrogen and it is not possible

to deselect this mode.

 N2 Delivery to Consumer (97%)

The Nitrogen Generator have one pre-selected mode. It can be

automatically started/stopped by settings at pressure schedule. By
deselecting the pressure schedule, it can be manually operated.

8. Alarm List

Alarm ID Description SD Set Point

XA-8.01 Compressor common alarm SD1 N/A

Feed filter differential pressure
PDAH-8.32 60 kPa
high
LA-8.36 Feed air filter drain failure SD1 N/A
TAH-8.39 Feed air temperature high SD1 50 °C
TDAL-8.39 Heater temperature rise low SD1 5 °C
TAH-8.40 Heater overtemp. SD1 350 °C
Separator feed temperature
TAH-8.42 SD1 70 °C
high

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Illustration 4.13a Inert Gas and Dry Air System

Air
Expansion Supply
PI
1505
To Pneum. Barrel 4321
AS
Equipment Analyser
PT Vent
1505
Weather Deck
PIC LS
1502 1506 2112 4321 S
Instrument 1501 Sample Line LS
4322
PC
6001
Air 2111 FC

P
PIC
1509 Demister
Vessel Water Chiller Unit O C
Inert Gas Cooler Purge
O C Inert Gas to Funnel
TI TT 6021
Overboard 2 2312 2312
2460
Purge Valve

PI
Rinsing 2390 LS
4430
Air
1012
1003
2105S 2103S Supply
Fuel Oil 2114 S 2309
1004 S S
Return 2385
1001 1002 1014 1005 2132
2384
PI PI QI PC S
1640 1636 2021
Filling Dryer Unit 6001
S S S PC
Fuel Oil 1013 PT FC 6053
QT
Inlet M PI
PI 1634
2021
1636

urner
PI
2037 1638 2131
1033 1051 QT QI
1022 2121 Washing/Cooling P PT
Inert Gas
1637 2121 6053
Pressure

Pilot B
1034 2038 Tower
1052 P H P Control Valve
1017 1018 O C 6057
1024 1025 5260 6001
Main Bur
ner
1059 2032 2042 2002 6041
NO.2 Combu O C
stion C O C
F.O Pump ham ber 2303 Delivery Valve
P H
N
2304
M 1013 PI PI 2003 P ZC
1053 1053 2351 2393
F.O Pump Unit 1060 2033 2039
O LS LC
2013 C 2392 PC
PI S 2392
2012
AS P
TI
2014 2317
PI PT
2050 H 2010 2010 2315
Excess Air
2329
2055 PI PT
2321 2321
Blower 1 (50%)
Air
2209 2314 Supply
2328
PI PT
2204 2320 2320
2202 2205
2201 2206
Ambient
S
Air P
2203c
2203
M E-Motor
A AS
V
LC
Fresh Water 2415
Blower 2 (50%) Rinsing
2229
2414
PT
2415
2222 2224
2221 2225 2250
Ambient 2226
Air PC
2223c
2223
AS AS P Air
M E-Motor
O
ZC
Supply
A V
PIC
1628 PIC
1633
C Key
1624S S
241
9 Sea Water Line
1630
PI
1622
S
2316 O
Fresh Water Line
1629
2410
2023 P
P
P
C Condensate Line
1601 Non Return Valve
Steam Required Inert Gas Line
1631 1631 S for GRP Piping only
1625 Steam Line
Drain to O
Blige C Drain Line
1604 24
1605 50 Air Line
Condensate Air
Supply Fuel Oil Line
Overboard 1
Sea Water

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4.13 Inert Gas and Dry Air System The water is condensed for the greater part. The nitrogen of the air leaves The generator consists of a burner, a water-cooled combustion chamber
the generator unchanged. Some small rest quantities of carbon monoxide with a sprayer section, and a washing tower (scrubber).
1. Specification and hydrogen may remain. Thus, the inert gas produced mainly consists of
nitrogen and CO2. The ambient air for the combustion is taken from the machine room, using
Maker Alfa Laval Nijmegen B.V. roots blowers or dual-stage fans. The fuel for the combustion is MGO or
Type Alfa Laval Smit LNG 15000- 0.25 BUFD The hot combustion gases are cooled, first indirectly in the combustion MDO. A fuel oil pump transports the oil from a storage tank to the burner.
chamber by a seawater-cooled jacket. The principal cooling, however, If two fuel pumps are installed, only one runs at a time. To obtain efficient
100 % mode:15,000 Nm3/h
Capacity occurs afterward in the cooling section. Because of the intense contact combustion that leaves no soot, the fuel oil is atomized – dispersed into
50% mode: 7,500 Nm3/h
between inert gas and seawater in this cooling tower, the inert gas extremely fine droplets – first by a nozzle and then by steam pulses. This
Discharge pressure 25 kPaG
temperature is decreased close to the seawater temperature, while results in a stable, almost blue flame. There is a sight glass that allows you
Max. -45 °C or lower after expansion to
Dew point corrosive sulphur oxides are washed out of the inert gas. to check the flame colour.
atmospheric pressure
About 30 °C average (Max. 50 °C during The cooling/scrubbing water leaves the generator through the water seal.
Temperature The combustion chamber is cooled by a seawater jacket. Before the inert
switch-over of dryer vessels) At the end of the cooling section, the gas is passed through a demister to gas leaves the combustion chamber, it passes a curtain of seawater. In this
separate the water droplets from the gas stream. way, the gas cools to a temperature below 50°C.
Typical gas composition (on dry basis)
Oxygen (O2) Max. 1 vol% Further removal of the water takes place in two steps. The gas is cooled The gas is then passed through the washing tower or ‘scrubber’ where it is
Carbon-dioxide (CO2) Approx. 14 vol% down in an R-407c refrigeration unit first. The bulk of the water present in sprayed with seawater. The washing tower contains filling material that
Carbon-oxide (CO) Max. 100 ppm at 1% O2 the gas is condensed and drained. ensures optimal contact between the water and the gas. Scrubbing cools
Sulphur-oxides (SOx) Max. 10 ppm the gas to a temperature near the seawater temperature. Scrubbing also
Nitrogen-oxides (NOx) Max. 100 ppm Then in the final stage, the water is removed by adsorption in a desiccant washes out sulfur oxides from the gas. Sulphur oxides result from burning
dryer. The required final pressure of the gas is achieved by the air blower fuel oil and are corrosive as the gas rises in the washing tower, it passes a
Nitrogen (N2) Balance
supplying the combustion air to the burner. demister. The demister is a wire mesh that separates the bigger water
Soot (On Bacharach scale) 0 (= Complete absence)
droplets from the gas.
The pressure inside the plant is maintained constant to ensure a stable
2. General Description
flame during operation, independent of pressure fluctuations in the piping The seawater that is used for cooling the combustion chamber and
system. This is done via a pressure control valve at the end of the
The inert gas/dry air plant is located in a compartment in the engine room. spraying the gas, is supplied by a cooling water pump and is drained
installation.
It produces inert gas or dry air for the inerting, purging, and aerating of the overboard. The installation on your ship may be a little different compared
cargo tanks and associated piping systems before and after refits or other to the standard inert gas system. There are various options for the
4. Generator
inspection periods. combustion air supply, as mentioned earlier. The following examples are
some of the other options your installation can have:
The operating principle is based on the combustion of a low sulphur fuel
and the cleaning and drying of the exhaust gases.  An extra fuel oil pump
 A standstill heater
The inert gas/dry air plant is locally operated. The connection to the cargo  The ability to produce inert gas with an oxygen content of only
system is made through two non-return valves and a blind flange valve, 0.5 % instead of 1 %
which is normally in the closed position.  A washing tower with a salt cap and flat sprayers
 Freshwater sprayers for salt reduction
3. Working Principle  Rinsing back sprayers

Inert gas is produced by the combustion of oil with air, followed by further 5. Combustion Air Supply
treatments to obtain the required quality and properties.
The ambient air for the combustion is taken from the machine room, using
The combustion is a chemical reaction between the hydrocarbon and the <Generator screen on touchscreen> roots blowers or dual-stage fans.
oxygen, mainly producing carbon dioxide and water.

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On the touchscreen, roots blowers look similar to the example in the This removes 99.9% of the droplets of 5 microns and above from the gas. When the gas leaves the cooler, most of the moisture is removed by
following illustration. In the example, there are two 50% roots blowers. The condensate is discharged overboard. condensation. However, the dew point is still above 0°C. To reach the
correct dew point of -45°C, the gas flows through a dryer vessel from top
The capacity of roots blowers is not affected by the backpressure in the IG to bottom.
system. The air over-capacity is blown off with the excess air valve.
The dryer consists of two dryer vessels that are filled with small activated
alumina pearls. This filling material functions as a desiccant that adsorbs
the water vapour from the gas.

The two vessels of the dryer work in alternation. While one vessel is drying
the gas that passes through it, the other vessel is being regenerated.
Regeneration is done by flushing the vessel with hot air, to evaporate the
moisture in the activated alumina pearls. The hot air is supplied by a fan
plus a heater. The heater can be a steam heater, one or more electric heaters,
or a combination of various heaters. When regeneration is finished, the
<Cooler and chiller screen on touchscreen> vessels automatically switch over: the regenerated vessel switches to
drying the gas and the other vessel switches to being regenerated.
<Roots blowers for combustion air supply> The water/glycol mixture circulates in a closed loop between the heat
exchanger of the cooler and the evaporator of the ‘chiller’. A chiller is a The installation on your ship may be a little different compared to the
The below figure shows dual-stage fans on the touchscreen. In the example third-party unit that consists of a refrigerant compressor, condenser, and standard inert gas system.
below, there are two sets of two fans. The capacity of these fans is evaporator. The compressor compresses a refrigerant gas. This gas is
controlled by the back-pressure in the IG system. For that reason, an excess condensed in the condenser to a liquid that is injected into the evaporator. There are various options for the regeneration heater, as mentioned earlier.
air valve to blow off over-capacity is not needed. Instead, the fans have a These are some of the other options your installation can have:
discharge/control valve at the discharge side to create additional During evaporation, much heat from the water/glycol mixture that passes
backpressure. the evaporator is absorbed by the refrigerant. The chiller has its control  Sample points that allow you to test a sample of the desiccant
panel and a circulation pump with E-motor. The installation on your ship  Recirculation cooler using seawater instead of freshwater
may be a little different compared to the standard inert gas system. For
example, your installation can have a type of refrigerant that differs from Drying and Regeneration Cycles
the standard refrigerant.

7. Dryer

<Dual stage fans for combustion air supply>

6. Cooler and Chiller

The cooler consists of a shell and tube heat exchanger – the condenser –
and a demister tower. Inside the heat exchanger, a mixture of freshwater
and ethylene glycol with a temperature of 1 °C cools down the gas that
<Status lines and dryer vessels>
passes through the tube to below 5 °C. When the gas cools, the water
<Dryer screen on touchscreen>
condenses and separates from the gas in the demister tower.

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During a drying cycle, the dryer vessel adsorbs the moisture from the gas 4) Parallel drying – The gas from the regenerating vessel is mixed with
(inert gas or air) that flows through the vessel. During a regeneration cycle, the gas from the drying vessel. First, 15% of the gas is used for
the dryer vessel is being prepared for its next drying cycle. While one dryer regeneration for 40 minutes. This is called ‘1-line bypass.’ Then 25%
vessel is drying, the other vessel is regenerating. The drying cycle and the of the gas is used for regeneration for 30 minutes. This is called ‘2-
regeneration cycle each take six hours. When both vessels have reached line bypass.’ Finally, 50% of the gas is used for regeneration. This
their total cycle time, the vessels switch over. is called ‘full parallel drying.’ The average temperature of the gas
leaving the vessels drops to 20°C.
On the touchscreen, one of the status lines lists the vessel that is drying.
For example, ‘Drying with Vessel: 1’. The other status line lists the current Switch-Over
step in the regeneration cycle and the remaining minutes of that step. For
example, ‘Regeneration Minimum Heating step active. Remaining [min]: After 6 hours, drying and regeneration should be finished. If drying
61.’ The numbers on the dryer vessels show how many minutes of the total finishes before that time, parallel drying continues until 6 hours have
cycle time (normally 360 minutes) have passed. The text on the dryer passed. Then the regenerated vessel switches to drying the gas and the
vessels (‘Drying’ and ‘Regenerating’) and the fill colours tell you what the other vessel switches to being regenerated. If the dryer is stopped and then
vessels are doing. used again, the dryer continues where it stopped the last time.
<Electric heaters for dryer vessel regeneration>

Fill colour Description Regeneration Heater

8. Delivery
Yellow Regenerating
Red Heating during regeneration In the heating phase of the regeneration cycle, the vessel is flushed with
Blue Drying hot air that is supplied by a fan plus a heater. The heater can be a steam
heater, one or more electric heaters, or a combination of various heaters.
Regeneration Cycle On the touchscreen, a steam heater looks similar to the example in the
following illustration. The example shows the steam heater in operation
The regeneration cycle consists of the following phases. and a dryer vessel in the heating phase.

1) Heating – The fan blows hot air through the vessel from bottom to
top, to heat the desiccant. The adsorbed water evaporates and the
water vapour is purged to the funnel. Heating stops when the air
leaving the regenerating vessel is 120°C. The heating phase should
not take more than 160 minutes. A message alerts you when the
heating has finished or has taken too long.
<Delivery screen on touchscreen>

2) Cooling and purging with gas – Because warm desiccant cannot

The inert gas system must run for a while before the gas (inert gas or air)
absorb moisture, the desiccant must be cooled down again. A small
is of the desired quality. On the touchscreen, the relevant current
amount of cold and dry gas (inert gas or dry air) is taken from the
measurements are shown: oxygen content, cooler outlet temperature, dew
other vessel that is in the drying cycle, flows through the
point temperature, and dryer outlet temperature. While the gas quality is
regenerating vessel, and is then purged to the funnel. In this way, the
stabilizing, the gas is purged to the funnel. The purge valve is open and the
last remaining moisture is removed. This phase takes 90 minutes.
delivery valve is closed. When the inert gas system detects that the gas
<Steam heater for dryer vessel regeneration> quality is good, the operator presses a button to signal that the delivery of
3) Cooling with recirculated gas – The fan now circulates the inert gas
the gas to the deck can start. When delivery to deck starts, the delivery
or dry air that flows through the regenerating vessel through a cooler On the touchscreen, electric heaters (e-heaters) look similar to the valve opens and the purge valve closes.
and back to the bottom of the regenerating vessel. This phase takes following illustration. The example shows two e-heaters that each consist
at least 28 minutes and continues until the temperature of the of four sections. The first e-heater has three of the four sections in
desiccant has dropped to 50°C. operation, and the second e-heater is off. The dryer vessel is in the healing
phase.

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The generator pressure is kept at a constant pressure by a control valve Running The water condenses and separates from the gas. After condensation, the
When Purpose
(CVot_6001) close to the delivery line. To do this, the generator pressure mode inert gas still contains some water vapour. To remove the water vapour, the
that is measured by a pressure transmitter (PT_6006) is compared with the Wet air mode When testing the To do first-time tests inert gas passes through the dryer, where the moisture is adsorbed by filling
pressure control set-point of 35 kPa. There are several situations when chiller and when without putting a load on material.
delivery stops automatically and the gas is purged while the inert gas igniting the burner the dryer and possibly
system continues to run. For example: flame for the very first polluting the dryer vessels. Dry Air Mode
time.
 When the pressure in the deck mainline rises above a chosen Set- Before inspecting To fill the ballast tanks with In dry air mode, the inert gas system produces air with a normal oxygen
point. ballast tanks. air that is breathable for content of about 21%, but with almost no moisture in it. Dry air expels the
 When the oxygen analyser fails. humans. toxic inert gas from the cargo tanks and dries the piping and tanks. When
 In inert gas mode, when the oxygen content is too low or too high Note: Because wet air has very high humidity, wet maintenance engineers enter cargo tanks that are filled with dry air, they
for more than a certain number of seconds. When the oxygen air mode is not recommended for cargo tanks, void must wear breathing masks because it is not safe to breathe in air without
content is within limits again, delivery resumes automatically. spaces, or holding tanks. moisture.
 When the dew point is too high for too long.
 When the dew point analyser fails. The following sections give more information about the running modes of To produce dry air, ambient air is blown through the system in the same
the inert gas system. way as when producing inert gas, but without burning fuel oil. The air
8. Inert Gas Production and Air Production passes through the washing tower (scrubber), the cooler, and the dryer
Inert gas Mode (Dry Inert gas) before it is delivered to the deck.
The inert gas system can run in different modes, to fill the cargo tanks with
inert gas, dry air, or wet air (see table). In inert gas mode, the inert gas system produces inert gas by combusting Wet Air Mode
(burning) a mixture of air and fuel oil, followed by further treatments to
Running obtain the required properties: In wet air mode, the inert gas system produces air with a normal oxygen
When Purpose
mode content of about 21% and very high humidity. Wet air is breathable for
Inert gas mode After the cargo is To replace cargo vapour in  The combustion process must not produce any soot because soot is humans without the need for breathing masks.
(‘dry inert gas’) unloaded from the the cargo tanks with inert harmful to the inert gas system itself and the ship’s piping and cargo
cargo tanks. gas. This prevents an tanks. To produce wet air, the inert gas system bypasses the dryer. If no dryer
explosive mixture of cargo  The inert gas must contain no more than 1% oxygen (O2). Some inert bypass valve is installed, wet air mode is not available.
vapour and oxygen. gas systems produce inert gas with an oxygen content of 0.5%.
After drying the cargo To replace (dry) air in the  The sulfur oxides from the fuel oil must be removed from the inert During wet air production, ambient air blows through the washing tower
tanks with dry air, to cargo tanks with inert gas. gas because sulfur oxides are corrosive. and the cooler before it is delivered to the deck. Wet air is cooled. It is also
prepare for loading. This prevents an explosive  The inert gas must be ‘dry’: it must contain as little moisture as 100% saturated, and therefore produces a lot of moisture in the piping and
mixture of cargo vapour possible, to prevent ice in the ship’s piping and cargo tanks. The dew cargo tanks.
and oxygen. point temperature of the inert gas produced must be -45°C, to ensure
Dry air mode Before starting inert To regenerate the dryer that the dew point inside the cargo tanks is below -25°C If this moisture is not removed before loading LNG, ice will form in the
gas production. vessels of the inert gas piping and cargo tanks. It is possible to remove the moisture by running
system after a longer To achieve the required low oxygen content without soot formation, the the inert gas system in dry air mode. However, this takes a long time and
standstill. inert gas system has a combustion chamber with a highly effective burner. costs fuel, so it is not recommended to use wet air mode.
Before dry docking or To replace the toxic inert When the inert gas leaves the combustion chamber, it enters the washing During flame failure, the bilge valve will open, and the valve will close
tank inspection after gas in the cargo tanks with tower or ‘scrubber’ where it is sprayed with seawater to lower the until the effluent pipe is empty.
inerting the cargo air that contains a normal temperature of the gas and to wash out the sulfur oxides. The inert gas is
tanks. oxygen level. now 100% saturated instead of dry. To remove the water, the inert gas
After drydocking or To dry the piping and system uses condensation and adsorption. First, the inert gas cools down
tank inspection. cargo tanks until the dew to a temperature close to seawater temperature, as a side effect of spraying
point inside the tanks is it with seawater. Then the inert gas passes through the cooler where it cools
below -25°C. down to below 5°C.

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Illustration 4.13b Oxygen Analyser

O2 Sample 7022 H
from To Oustide
IG Cooler 7025

Sample Flow Meter

7026 QT QI
Selection 7002 7002
PIC Valve FI
7050 S H 7024
7023
Calibration To Outside
Air
H

PIC Flow Meter

7049
QT QI
7032 7032
FI
H 7044

Calibration To Outside
Gas

Key
Inert Gas Line
PIC PI H Nitrogen Line
H

7052 7053

7054
Nitrogen
with
Oxygen
Cal. Gas

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Illustration 4.14a Gas Combustion Unit System

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4.14 Gas Combustion Unit System 2. General Description Load control for the GCU is effectuated by the ship control (IAS). The
control valve FV 157 then controls the requested GCU load. Thus, the
1. Specification Heat transfer to the liquid cargo from the insulation spaces and the cargo maximum mass gas flow is limited to a constant allowed value that still
tanks will cause the liquid to boil and vapour to be formed. This is termed can be processed by the GCU. The corresponding position signal of the
Gas Combustion Unit “the cargo tank boil-off” and it must be removed to maintain equilibrium control valve "gas control valve position" is sent to IAS at any time.
within the cargo tanks at the designed operating pressure.
Maker: Saacke marine system The volume of boil-off gas is also increased in passage due to the energy Under normal conditions, the GCU plant is operated from remote. When
Number of oxidizers: 1 x GCU 1680/4400 dissipated by the agitation of the cargo caused by the motion of the vessel. the normal operation mode is active, this is reported to the IAS, and flow
Max. fuel consumption: 4400 kg/h 100% CH4 control is effectuated by the ship. As long as no alarm is triggered or the
Outlet temperature, max.: 450 °C The natural boil-off gas from the LNG tanks is sent to the engines. All of GCU is not stopped by manual intervention, the GCU remains in its
Outlet flow: Max. 1x 410,500 m3/h the BOG not used by the engines is sent to the Gas Combustion Unit (GCU) normal operation state.
Furnace pressure: Approx. 1 kPa to control the pressure level in the tanks.
A change of the mode in normal operation is possible depending on the
Dual Fuel Burner The GCU system is designed to incinerate BOG and uses a direct High load condition of the LNG carrier, i. e. on how much BOG is available.
Energy spark system to ignite the gas mixture or a diesel oil pilot for low Therefore, a distinction is made between different operation modes.
Type: SSBGL Natural gas flow or high N2 content conditions.
No. of sets: 1 Operation Modes
Capacity (Gas/MGO): 61.0 MW/6.1 kW The GCU is composed of

Combustion Air Fan (3 x 50% Fan Capacity)  1 x GCU combustion chamber with an outer shell
 1 x BOG burner
Flow rate: 3 x 75000. m3/h  1 x Gas train
Temperature: - 25 °C to + 55 °C  2 x Oil ignitors
Motor: 254 kW x 1782 rpm  2 x Dilution fan
 3 x Combustion fan
Dilution Air Fan (2 x 100% Fan Capacity)  1 x Control cabinet line with single CPU
 1 x Off gas burner and supply train
Flow rate: 1 x 264000. m3/h  2 x Flame scanners
Temperature: - 25 °C to + 55 °C
Motor: 291 kW x 1188 rpm 3. Operation

Cooling and Ignition Air Fan (2 x 100% Fan Capacity) The GCU serves the purpose of disposal and targeted combustion of the
boil-off gas (BOG) resulting from the storage of the natural gas on LNG
Flow rate: 1 x 2500. m3/h carriers. Normally the BOG is used for supplying the dual-fuel engines on Depending on the load condition of the ship, a distinction is made between
the ship. However, at low speed or power, it must be disposed of in another different operation modes, which are described briefly in the following:
Temperature: - 10 °C to + 55 °C
way.
Motor: 8.6 kW x 3584 rpm
 Gas-burning Mode
The BOG is incinerated in a combustion chamber equipped with the Gas  Standby Mode
Cooling Water for Control Cabinet
Combustion Unit (GCU). The combustion temperature is approx. 1000 °C.  Manual N2 Purging BOG
The flue gas resulting from combustion is cooled with dilution air down to  Stop Mode
Water flow: 2500. m3/h
450 °C and subsequently discharged into the atmosphere.  Standby ECO Mode
Supply pressure: 1.0 ~ 1.0 MPa
 Maintenance Mode
Capacity: 10 kW

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Gas-burning Mode  All work on the firing plant and the related systems has been To start up the GCU, proceed as follows:
completed and the operational condition has been restored
 BOG burning  All safety devices (such as control and instrument valves, pressure 1) Turn on the burner control by switching on the main switch (1).
Where the gas is fed to the burner and the main burner fires. As a switches, etc.) are incorrectly set and active The lamps "Burner control ON" on the switch cabinets are lit
rule, 1 combustion air fan and 1 dilution air fan are in operation, as  Control devices are set according to their specifications (i. e. steadily.
of a certain load condition (threshold: 60 %) the 2nd dilution air fan according to commissioning protocol)
is automatically switched on as well.  Burner components are mounted correctly. The burner may only be 2) Check all indicator lamps at all switch cabinets that contain display
 BOG burning for gas-freeing put into operation with correctly mounted burner components elements using the "Lamp test" button (2).
where BOG is burnt during cargo tank purging just in case the cargo (especially after maintenance work or long-term shut-down)!
tanks have to be degassed, for example, due to maintenance or repair 3) If you wish to change the site of operation (remote or local) switch
reasons. Ensure the correct position of the following valves: it via the key switch on the BC switch cabinet.
 BOG burning for Gasfreeing with main oil burner
where BOG is burnt during cargo tank purging with the support of Part Tag No. State
the main oil burner since the BOG content in the BOG-inert gas- Manual valve for BOG train HV110 Open
mixture is too low.
2-Way Globe valve for Instrument air HV302 Open

Standby Mode All instrument insulation valves HV53 ~ 882 Open

Manual valve for Oil burner HV431 Open
The burner is "ready for operation", i. e. the main gas burner is off and Manual valve for Compressed air HV501 Open
only 1 oil ignitor burns. 1 cooling air fan is in operation. 1 combustion air
Fuel valves for Ignitor HV612 ~ 631 Open
fan and 1 dilution air fan are in operation.
Manual valves Main oil train HV422 ~ 425 Closed

Standby ECO Mode

4. GCU Starting
The burner is "ready for operation", i. e. the main burner is off and only 1
oil ignitor is burning. 1 cooling air fan is in operation. All combustion and
dilution air fans are switched off.

Manual N2 Purging

This operation mode can be selected to purge the respective train with N2
<Conterol Cabinet-BC>
upon operator request, provided the respective train is not in operation.

Maintenance Mode 4) Push the "Login" button (Fig. 30/arrow). The following screen
appears
If the Maintenance Mode is selected, all safety bars are tripped at once,
whereas the control cabinets remain energised.

Checks before Start-up

Check the following points before starting up the plant:

 Ignition oil supply (ignition oil pumps, supply pressure, etc.) are in
proper order
 Auxiliary media (compressed air, nitrogen) and power supply are in <Conterol Cabinet>
proper order

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There are 4 user levels: 6) From the IAS, the site of operation can be selected: Pre-selecting Fans, Pumps, and Igniters

- LEVEL 0: just for visualization and navigation, no rights to - Local operation from the MCR or If the GCU is in stop condition, the operator can pre-select the fans and
enter data. - Remote operation via the IAS computer pumps to be used for GCU operation. Each fan and each pump are
- LEVEL 1: password protected; allowed to select GCU Mode provided twice for reasons of redundancy.
and to acknowledge alarms On the HMI it is displayed whether the GCU is operated locally or via
- LEVEL 2: password protected; allowed to select GCU Mode, remote
to acknowledge alarms, to set compressor signals and flow rates NOTE
- LEVEL 3: password protected; exclusively reserved forgat and We recommend running drives and pumps in turns so that they are
SAACKE, allowed to set all data. nearly equally operated.

 If the operator does not perform any change, the default value that is
Now, you can start the GCU: stored within the GCU control is taken.
 If the GCU is already running, switching over the fans is not possible.
a) Local operation: Select the desired operating mode.
b) Operation from the control room (IAS): Start the GCU via IAS. Pre-selecting Fans, Pumps, and Igniters via the HMI at once

7) Select the operation mode from the main menu "Overview". You can pre-select fans, pumps, and igniters via the HMI at once:

It depends on the condition of the ship and the load in which 1) Touch the "Preselect" button
operation mode can be selected. The selected operation mode
changes to green, as soon as it is enabled. The further procedure is
now carried out automatically. If a malfunction occurs during the
above-described procedure, a shutdown of the burner due to
malfunction takes place.

5) Acknowledge, remedy and reset any displayed malfunctions (if

Upon Occurrence of a Malfunction
present, they will be displayed in red in the respective window)
If the GCU has been switched off due to a malfunction or a safety bar
interlock and is to be restarted, proceed as follows:

1) Determine the cause of the fault.

2) If troubleshooting requires working in the danger zone, shut-down

the plant completely and secure it against being switched on again.
If necessary, de-energize and de-pressurize it. 2) You now can pre-select fans, pumps, and igniters at once. Selected
devices are displayed in green.
3) Depending on the type of fault, eliminate the fault, or have it
eliminated by an authorized specialist. See also "Troubleshooting
chart" within the chapter "Malfunctions & Troubleshooting".

4) Reset the fault via the HMI.

5) Choose an operation mode.

The further procedure is now carried out automatically.

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Direct Pre-selection from the respective Train Screen Normal Operation Mode Thus, the maximum mass gas flow is limited to a constant allowed value
that still can be processed by the GCU. The corresponding position signal
You also can pre-select fans, pumps, and igniters via the HMI from the Under normal conditions, the GCU plant is operated from remote. When of the control valve "gas control valve position" is sent to IAS at any time.
respective train screen: the normal operation mode is active, this is reported to the IAS, and flow
control is effectuated by the ship. When no alarm is triggered or the GCU If the GCU is "normal" gas burning mode, which means NO TRIP
1) Touch the button to display the respective train screen. For example: is not stopped by manual intervention, the GCU remains in its normal CONDITION, and the GCU is not stopped by the manual intervention
"Fan air". operation state. (local stop) or via the IAS signal "STOP OF GCU", the system remains in
its condition.
A change of the mode in normal operation is possible depending on the
load condition of the LNG carrier. If the GCU load falls < min SP02 kg/h, the procedure is as follows:

GCU in Gas burning Mode  The igniter status is checked.

 In case the igniter is switched off, the oil igniter is started again with
If Gas burning mode operation was selected, the PLC runs the following the selected igniter.
sequence:  The main burner is stopped and the main gas valves SDV151 and
SDV152 are closed
 GCU Gas burning" button pressed,
 PLC checks GCU state, The GCU activates standby mode (igniter and fans are switched on, the
 If not been in standby mode, cooling, dilution, and combustion air burner is switched off).
fans are started,
 Dark light flame scanner test, leakage test, N2 purging, and purging Gas burning in Excess BOG Mode
check
2) Touch the component you want to pre-select (Fig. 37/arrow). The  Only if all those checks were completed successfully, the pre- To achieve the excess BOG mode operation, the main burner start
following screen is displayed: selected oil ignitor is started, sequence must be finished successfully, and the conditions
 Ready to start burner – release burner interlock
 Start burner • BOG operation selected,
 Stop ignitor • BOG valve open and fulfilled. If so, the oil igniter is stopped.

Then Gas burning mode operation is achieved. Then excess BOG mode operation is achieved. This is indicated by the
static signal "EXCESS BOG mode status" sent to IAS. During excess
During Gas burning mode operation the GCU load is continuously BOG mode operation the GCU load is continuously checked by the BMS.
checked by the BMS.
Load control for the GCU is effectuated by the ship control (IAS). The
Load control for the GCU is effectuated by the ship control (IAS). The control valve FV 157 on the GCU side is only for limitation of the gas flow
control valve FV 157 on the GCU side is only for limitation of the gas flow during burner start (ignition position from BMS) and GCU overload
during burner start (ignition position from BMS) and GCU overload protection.
protection.
Upon the supply pressure to the GCU gas train inlet, the control valve
Upon the supply pressure to the GCU gas train inlet, the control valve position will be calculated about the max. GCU load. As long as the supply
3) Adjust pre-selection, if desired. Selected drives are displayed in green.
position will be calculated about the max. GCU load. As long as the supply pressure is lower than the supply pressure necessary for the GCU max load,
pressure is lower than the supply pressure necessary for the GCU max load, the valve will be completely open. Once the limit pressure is exceeded, the
the valve will be completely open. Once the limit pressure is exceeded, the valve is closed according to the curve GCU load (flow versus pressure).
valve is closed according to the curve GCU load (flow versus pressure).

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Thus, the maximum mass gas flow is limited to a constant allowed value This means the end of the free flow mode. If the GCU is in normal condition, which means no general trip condition,
that still can be processed by the GCU. The corresponding position signal and the GCU is not stopped by the manual intervention (local stop) or via
of the control valve "gas control valve position" is sent to IAS at any time. GCU in STANDBY Mode the IAS signal "STOP OF GCU", it remains in its standby ECO condition.

If the GCU is "normal" waste gas mode, which means no general trip If there is, for example, insufficient BOG available to the burner for  The GCU is stopped due to manual intervention (local stop) or the
condition, and the GCU is not stopped by the manual intervention (local combustion, you can pre-select the "STANDBY" mode where only the IAS signal, a normal shutdown of the GCU is performed.
stop) or via the IAS signal "STOP OF GCU", the system remains in its pilot burner and all fans remain on the main burner is switched off.
condition. This means the end of the standby Eco mode.
When the standby operation mode is active, the signal exchange with the
If the GCU load falls < min SP02 kg/h, the procedure is as follows: IAS is as follows: BOG with Inert Gas burning (Gas Freeing)

 The igniter status is checked. • Output signal: "GCU in STANDBY" For gas freeing operation, the reliquefaction plant has to operate in idle
 In case the igniter is switched off, the oil igniter is started again with mode (N2 loop) to be able to operate the BOG intercooler in temperature
the selected igniter. Once a general trip condition occurs, the procedure is as: control. The temperature set point of the intercooler is fixed manually by
 The main burner is stopped and the main gas valves SDV151 and the operator. The value is adjusted according to gas composition and a
SDV152 are closed • GCU trip defined table.
• Output signal to IAS: "GCU TRIPPED"
The GCU activates standby mode (igniter and fans are switched on, the To handle this configuration mode by GCU the following maintained
burner is switched off). If the GCU is in normal condition, which means no general trip condition, signals are needed:
and the GCU is not stopped by the manual intervention (local stop) or via
Gas Burning in Free Flow Mode the IAS signal "STOP OF GCU", it remains in standby condition. • “BOG burning request”
• “N2 cargo tank purging
For GCU operation, there is no difference between excess BOG mode and • The GCU is stopped due to manual intervention (local stop) or
free flow mode, since the GCU load will be entirely controlled by the ship's the IAS signal, a normal shutdown of the GCU is performed. N2 purging of gas trains
control valves. Thus, the gas supply conditions are not dependent upon the
mode selected. The only difference between both modes results from the This means the end of the standby mode. A restart of the burner is done by The gas train for BOG can be flushed
limited cargo tank pressure (operator side) so that the max. GCU can not opening the shut-off valves SDV 151/152.
be reached and will be approx. 15- 20 % of max. GCU load.  Upon operator request, when the related gas train is not in operation
GCU in STANDBY ECO Mode or
The free flow mode can be selected if the gas must be fed to the burner in • Automatically upon receiving the signal for fire and gas alarm
uncompressed form, i. e. no BOG compressor, is running. Equally, the If there is, for example, insufficient BOG available to the burner for
excess BOG mode may be selected. combustion, you can pre-select the "STANDBY ECO" where only the pilot N2 purging upon operator request
burner is switched on, the main burner is switched off. In this mode, the
Once the main gas burner has been started successfully and internal release fans are additionally switched off, whereas the igniter and cooling fan (6.6  The BOG train will be purged upon the manually triggered signal:
has been executed, the free flow mode is active. If the GCU is in "normal" kW) remain on. “BC 91_7 start manual N2 purging GCU BOG”.
free flow mode, which means no general trip condition, and the GCU is - Step1: From SDV 152 to burner nozzle (venting into GCU)
not stopped by the manual intervention (local stop) or via the IAS signal NOTE - Step2: From SDV 151 to master v/v BOG (venting backward to
"STOP OF GCU", the system remains in its condition. We recommend running the GCU at least in the STANDBY ECO mode the safe area)
when the ship passes rainy zones, as in this case the GCU components
During this operation mode, PT 122 must measure a gas pressure < SP07 are kept dry due to the heat capacity of the igniter Automatic N2 purging
bar(g). Once gas pressure reaches a value > SP07 bar(g),
Once a GENERAL TRIP CONDITION occurs, the procedure is as: The BOG gas train will be automatically N2 purged by receiving the signal
 A GCU trip is effectuated. for fire and gas alarm:
 The GCU is stopped due to manual intervention (local stop) or the • GCU trip
IAS signal, a normal shutdown of the GCU is performed. • Output signal to IAS: "GCU TRIPPED" • BOG train:

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- Step1: From SDV 151 to master v/v BOG (venting backward to Emergency Shut-Down by Safety Bar Interlock
safe are)
The safety chain is interrupted since one or more safety-relevant
NOTE component in the area of the firing plants or gas detection has responded
In the case of an emergency GCU trip, no automatic purge sequence will thereby triggering a Safety Bar Interlock. The burner is switched off
start. Also, the manual N2 purging is not possible as long the GCU trip automatically and is locked.
is steady
The following procedure is then effectuated automatically:
Controls during Operation
 The status displays "Burner ON" on the BCC goes out, the message
NOTE
During gas operation, the BMS (Burner Management System) constantly "Shutdown due to burner malfunction" lights up.
As already mentioned, a separate document entitled "Functional Analysis"
controls the following for proper operation: describes in detail the sequences of the burner control when changing the mode.  The fuel solenoid valves close immediately.
You will find this document attached in the "Appendix" to this operation  The shut-down procedure then depends on the effective operating
manual. mode and is described in the functional analysis document.
• Combustion air fan operating.
• Ignition flame is detected.
• The main flame is detected. Pressurizing the Gas Train Emergency Shut-Down by External trip
• A gas leakage test was carried out.
• The pressure of ignition oil to burner. • Pressurize the gas train smoothly by opening HV 110, i. e. The safety chain is interrupted since an external “EMERGENCY STOP”
• Gas supply pressure to burner. 0 ~ 0.3 MPas (g) within 60 seconds  Δ 0.1 MPa within 20 button has been pressed manually.
• Dilution air fan operating. seconds
• Main gas shut-off valve position. The burner is switched off automatically and is locked.
5. GCU Stopping
Just in case malfunctions or errors occur during monitoring of these The following procedure is then effectuated automatically:
parameters they will be processed as safety bar trips. Stopping the GCU regularly
 The status displays "Burner ON" on the BCC goes out, the message
Switching between Operation Mode It is possible to shut down the plant from each mode. "Shutdown due to burner malfunction" lights up.
 The fuel solenoid valves close immediately.
As the operator of the plant, you can pre-select the mode manually 1) To switch off the burner, press "Stop" (Fig. 40/arrow) on the HMI  The shut-down procedure then depends on the effective operating
according to the load condition and/or specifications of the higher-level or switch off the burner via the IAS. The shut-down procedure then mode and is described in the functional analysis document.
system IAS. This is possible either in the control room at the IAS or locally depends on the effective operating mode and is described in the
at the burner control cabinet. functional analysis document. Once the burner has turned off (the
burner flame goes out within 1 s), the BOG gas train is
The following procedure is necessary in this case: automatically purged.

• Local operation: Pre-select the desired mode on the touch panel CAUTION
of the control cabinet. Warning! 15 min stop delay of fan drives! Even afterburner stop the fan
• Remote operation: Pre-select the mode via the IAS. drives are still running for another 15 min! Therefore: Wait at least 15
min before opening protective coverings for maintenance repair
The further procedure takes place automatically according to the sequence reasons.
cascade defined in the burner control.
2) If the burner is to be shut down regularly, SAACKE recommends
to still run the GCU in STANDBY ECO mode. If the burner is to
be shut down for a long period, switch off the burner control and
the main switches on the switch cabinets.

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Illustration 4.14.1b Login Level & GCU Operation Via HMI

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Illustration 4.15a Gas Detection System

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Illustration 4.15b Gas Detection System for Cargo Area

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Illustration 4.15c Gas Detection System for Insulation Spaces

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4.15 Gas Detection System panel, when the gas concentration exceeds 30%LEL, this system will be 3. Gas Detection System for Regas, E/R, Accommodation Area
shut off automatically.
4.15.1 Gas Detection System Maker Riken Keiki Korea Co., Ltd.
Preset Alarm Level of Gas Sampling System Methane gas (CH4), O2 (Nitrogen and IGG
1. General Description Detecting gas
No. Location Name 1st Alarm 2nd Alarm room), CO (IGG room)
1 No.1 Prim. Insulation Space 30%LEL CH4 - NDIR
There are two completely separate gas monitoring/trip systems fitted for Detecting
(non-dispersive infrared absorption) method.
2 No.2 Prim. Insulation Space 30%LEL principle
gas detection throughout the vessel. One is the fixed gas sampling system O2 – Galvanic cell method
which monitors the sampling points in the cargo area, and the other is the 3 No.3 Prim. Insulation Space 30%LEL
Measuring points 89 points for CH4 + 2 points for O2 1 point for CO
fixed gas detection system which monitors the E/R &accommodation area. 4 No.4 Prim. Insulation Space 30%LEL
0-100 %LEL for CH4
5 No.1 Sec. Insulation Space 30%LEL 60%LEL Measuring range 0-25 %VOL for O2
2. Gas Sampling System for Cargo Area 6 No.2 Sec. Insulation Space 30%LEL 60%LEL 0-150 ppm for CO
7 No.3 Sec. Insulation Space 30%LEL 60%LEL
Maker Riken Keiki Korea Co., Ltd.
8 No.4 Sec. Insulation Space 30%LEL 60%LEL This gas detection system detects the LNG leaked in the Regas, E/R, and
Methane gas (CH4) leakage into insulation
Detecting gas 9 Side Passage Way (P.FWD) 30%LEL 60%LEL Accommodation area. The gas detection system is installed in EER. This
space and others in the LNG ship.
10 Side Passage Way (P.CENTER) 30%LEL 60%LEL system uses sensors with an infra-red measuring principle. The range of
NDIR (non-dispersive infrared absorption)
Detecting principle measurement is 0-100%LEL.
method. 11 Side Passage Way (P.AFT) 30%LEL 60%LEL
Measuring points 33 points 12 Side Passage Way (S.FWD) 30%LEL 60%LEL
The detector head of this system will be installed at each detection area.
0-100%LEL 13 Side Passage Way (S.CENTER) 30%LEL 60%LEL When the leaked gas concentration would be exceeded to the alarm preset
(Accuracy: Within ±5% of full scale) 14 Side Passage Way (S.AFT) 30%LEL 60%LEL point, the LCD screen of the control panel (located in CCR) indicates the
Detecting range
0-100%VOL 15 Air Lock In Cargo EL Motor Room 30%LEL 60%LEL leaked gas concentration value.
(Accuracy: Within ±5% of full scale)
16 Drain TK In CMR Condensate Line 30%LEL 60%LEL
Repeater Alarm Unit
17 Pipe Duct FWD 30%LEL 60%LEL
This gas detection system/alarm system detects and monitors the LNG
18 Pipe Duct AFT 30%LEL 60%LEL
leaked in the cargo area and E/R/ACCOM. the area in the LNG carrier. Repeater alarm unit (console mounting type): 1 ea (W/H)
19 No.1 Cofferdam 30%LEL 60%LEL Repeater alarm unit (wall mounting type): 2 ea (ECR & FCS)
The control panel is installed in CCR. The system uses the infra-red 20 No.2 Cofferdam 30%LEL 60%LEL
method as a measuring principle. 21 No.3 Cofferdam 30%LEL 60%LEL Preset Alarm Level of Gas Detection System
22 No.4 Cofferdam 30%LEL 60%LEL No. Location Name 1st Alarm 2nd Alarm
When the leaked gas concentration would be exceeded to the alarm preset 23 No.5 Cofferdam 30%LEL 60%LEL 1 MGE Room Vent Inlet (P) 30%LEL 60%LEL
point, the LCD screen of the control panel indicates the leaked gas
24 No.1 Gas Tank Vent 30%LEL 60%LEL 2 MGE Room Vent Inlet (S) 30%LEL 60%LEL
concentration value.
25 No.2 Gas Tank Vent 30%LEL 60%LEL 3 E/R Vent Inlet (P) 30%LEL 60%LEL

In simultaneous, alarm sound activates at the alarm buzzer and alarm 26 No.3 Gas Tank Vent 30%LEL 60%LEL 4 E/R Vent Inlet (S) 30%LEL 60%LEL
contact/signal puts out to the remote equipment(repeat alarm unit and IAS) 27 No.4 Gas Tank Vent 30%LEL 60%LEL 5 GCU Gas Valve Room 30%LEL 60%LEL
through the control panel. 28 FW EXP. TK for MACH. CW System, 30%LEL 60%LEL 6 GCU Gas Valve Unit 30%LEL 60%LEL
29 No.1 Liquid Dome 30%LEL 60%LEL 7 GCU GVT Room Air Lock 30%LEL 60%LEL
The sample gas is sucked through 33 points of the sampling line by the
30 No.2 Liquid Dome 30%LEL 60%LEL 8 Above MGE GVU (P) 30%LEL 60%LEL
sampling pump, pre-sampling pump. The range of measurement is 0-
31 No.3 Liquid Dome 30%LEL 60%LEL 9 Above MGE GVU (S) 30%LEL 60%LEL
100%LEL/0-100%VOL.
32 No.4 Liquid Dome 30%LEL 60%LEL 10 Above No.1 MGE (S, FWD) 30%LEL 60%LEL
Each of Area - One sampling cycle is settled within 30 minutes. 33 Regas Vent Mast 30%LEL 60%LEL 11 Above No.1 MGE (S, AFT) 30%LEL 60%LEL
For the leaked gas inside the panel, there is one IR gas detector inside the 12 Above No.2 MGE (S, MID) 30%LEL 60%LEL

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Preset Alarm Level of Gas Detection System Preset Alarm Level of Gas Detection System Preset Alarm Level of Gas Detection System
No. Location Name 1st Alarm 2nd Alarm No. Location Name 1st Alarm 2nd Alarm No. Location Name 1st Alarm 2nd Alarm
13 Above No.2 MGE (P, AFT) 30%LEL 60%LEL 39 No.2 Cargo Compressor Room 30%LEL 60%LEL Water Glycol Tank
14 Above No.3 MGE (P, MID) 30%LEL 60%LEL 40 No.3 Cargo Compressor Room 30%LEL 60%LEL No.1 Regas Module Ground Floor-
66 30%LEL 60%LEL
15 Above No.3 MGE (S, AFT) 30%LEL 60%LEL 41 No.1 Cargo Elec. Motor Room Room 30%LEL 60%LEL Train 3
No.2 Regas Module Ground Floor-
16 Above No.4 MGE (S, FWD) 30%LEL 60%LEL 42 No.2 Cargo Elec. Motor Room Room 30%LEL 60%LEL 67 30%LEL 60%LEL
Train 3
17 Above No.2 MGE (S, AFT) 30%LEL 60%LEL 43 No.1 Bosun Dtore 30%LEL 60%LEL
No.3 Regas Module Ground Floor-
No.1 MGE GVU Venting Blower Air 44 No.2 Bosun Dtore 30%LEL 60%LEL 68 30%LEL 60%LEL
18 30%LEL 60%LEL Train 3
Outlet Line 45 FWD Pump Room 30%LEL 60%LEL No.1 Regas Module 1ST Floor-
No.2 MGE GVU Venting Blower Air 69 30%LEL 60%LEL
19 30%LEL 60%LEL 46 Elec. Equipment Room 30%LEL 60%LEL Train 3
Outlet Line
47 Accommodation Vent Inlet Line 30%LEL 60%LEL No.2 Regas Module 1ST Floor-
No.3 MGE GVU Venting Blower Air 70 30%LEL 60%LEL
20 30%LEL 60%LEL 48 Main Deck Enterance to Accomm (P) 30%LEL 60%LEL Train 3
Outlet Line
No.3 Regas Module 1ST Floor-
No.4 MGE GVU Venting Blower Air 49 Main Deck Enterance to Accomm (S) 30%LEL 60%LEL 71 30%LEL 60%LEL
21 30%LEL 60%LEL Train 3
Outlet Line 50 C-Deck Enterance to CCR (P) 30%LEL 60%LEL
No.1 Regas Module Top Floor-
No.1 MGE GVU Enclosure Fresh Air 51 C-Deck Enterance to CCR (S) 30%LEL 60%LEL 72 30%LEL 60%LEL
22 30%LEL 60%LEL Train 3
Inlet Line 52 Galley Air Intake Line 30%LEL 60%LEL No.2 Regas Module Top Floor-
No.2 MGE GVU Enclosure Fresh Air 73 30%LEL 60%LEL
23 30%LEL 60%LEL No.1 Regas Module Ground Floor- Train 3
Inlet Line 53 30%LEL 60%LEL
Train 1 & 2 No.3 Regas Module Top Floor-
No.3 MGE GVU Enclosure Fresh Air 74 30%LEL 60%LEL
24 30%LEL 60%LEL No.2 Regas Module Ground Floor- Train 3
Inlet Line 54 30%LEL 60%LEL
Train 1 & 2 No.1 Regas Module Top-Train 3-
No.4 MGE GVU Enclosure Fresh Air 75 7%LEL 30%LEL
25 30%LEL 60%LEL No.3 Regas Module Ground Floor- Water Glycol Tank
Inlet Line 55 30%LEL 60%LEL
Train 1 & 2 76 No.1 SD Skid Ground Floor 30%LEL 60%LEL
26 Above No.1 Regas Boiler 30%LEL 60%LEL No.4 Regas Module Ground Floor-
56 30%LEL 60%LEL 77 No.2 SD Skid Ground Floor 30%LEL 60%LEL
27 Above No.2 Regas Boiler 30%LEL 60%LEL Train 1 & 2
78 No.1 SD Skid Top Floor 30%LEL 60%LEL
Fresh Air Inlet to No.1 Regas Boiler No.1 Regas Module 1ST Floor-
28 30%LEL 60%LEL 57 30%LEL 60%LEL 79 No.2 SD Skid Top Floor 10%LEL 30%LEL
Buner-1 Train 1 & 2
Fresh Air Inlet to No.1 Regas Boiler No.2 Regas Module 1ST Floor- 80 No.3 SD Skid Top Floor 30%LEL 60%LEL
29 30%LEL 60%LEL 58 30%LEL 60%LEL
Buner-2 Train 1 & 2 81 Crankshaft Vent of No.1 MGE 30%LEL 60%LEL
Fresh Air Inlet to No.2 Regas Boiler No.3 Regas Module 1ST Floor- 82 Crankshaft Vent of No.2 MGE 10%LEL 30%LEL
30 30%LEL 60%LEL 59 30%LEL 60%LEL
Buner-1 Train 1 & 2 83 Crankshaft Vent of No.3 MGE 30%LEL 60%LEL
Fresh Air Inlet to No.2 Regas Boiler No.4 Regas Module 1ST Floor-
31 30%LEL 60%LEL 60 30%LEL 60%LEL 84 Crankshaft Vent of No.4 MGE 30%LEL 60%LEL
Buner-2 Train 1 & 2
85 No.1 WXP. TK for FW Cooling System 30%LEL 60%LEL
No.1 Regas Boiler GVU Enclosure No.1 Regas Module Top Floor-
32 30%LEL 60%LEL 61 30%LEL 60%LEL 86 No.2 WXP. TK for FW Cooling System 30%LEL 60%LEL
Fresh Air Inlet Line Train 1 & 2
No.2 Regas Boiler GVU Enclosure No.2 Regas Module Top Floor- 87 Gas Sampling Panel Inside 10%LEL 30%LEL
33 30%LEL 60%LEL 62 30%LEL 60%LEL
Fresh Air Inlet Line Train 1 & 2 88 Crankcase Panel Inside 10%LEL 30%LEL
34 Near IGG Dryer Unit 30%LEL 60%LEL No.3 Regas Module Top Floor- 89 IGG Room 30 PPM 50 PPM
63 30%LEL 60%LEL
35 No.1 HP Send-out Piping 30%LEL 60%LEL Train 1 & 2 90 IGG Room 19%VOL 17%VOL
36 No.2 HP Send-out Piping 30%LEL 60%LEL No.1 Regas Module Top-Train 1 & 2
64 7%LEL 30%LEL 91 Nitrogen Room 19%VOL 17%VOL
Water Glycol Tank
37 No.3 HP Send-out Piping 30%LEL 60%LEL
65 No.2 Regas Module Top-Train 1 & 2 7%LEL 30%LEL
38 No.1 Cargo Compressor Room 30%LEL 60%LEL

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4. Operation for Touch Screen 2) Detecting state 3) Program control button

a) Cargo sampling area (Sequential sampling method)

a) BZ STOP
Stop an audible alarm (buzzer sound) by pressing the button.

b) RESET
Reset an alarm lamp by pressing the button. The lamp to be
The green lamp below the number shows the point which is off when the gas level goes down to the pre-set alarm level.
currently detecting. And bar graphs show the level of gas at
each point. c) CARGO AREA.1 / CARGO AREA.2 / DETECTION
MACH.TRIP / DETECTION TOHER SPA.
The value is also displayed on the digital display on the right The display changes to each page when each button is pressed.

Composition of screen side of the screen.

d) SCREEN SAVER
The screen offs by pressing the button.

e) SETUP
Entering the 'setup' mode by pressing the button.

f) AUTO SCAN
The sampling point to be automatically changed sequentially
by pressing the button.

b) Engine room area (Direct detecting method) g) MANU SCAN

User can choose a sample point in the 'Manual mode'
1) Alarm indication table
NOTE
The alarm indication table shows system abnormal conditions
AUTO / MANUAL SCAN MODE can be only used at
such as 'flow fail', 'senor fail', 'controller fail', 'Power fail', etc.
"CARGO SAMPLING AREA" not for "DETECTION
AREA"
Each abnormal condition show on the display and the state change
from 'Blue' to 'red'
- Detector heads to be supplied to each point of the 'Engine h) CALIBRATION
room area'. Bar graphs show the level of gas at each point. Entering the calibration mode by pressing the button.

i) MANU PURGE
Purge air to be introduced to the system as long as the user
presses the button.

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NOTE Cargo panel inside the alarm

The manual purge can be only used in the "MANUAL SCAN
MODE" When the gas level reaches 30%LEL inside the 'Cargo sampling panel',
the 'Cargo panel inside' alarm goes off and the power of the 'Cargo
j) [CH] MEAS sampling panel' to be cut and the panel to be shut down.
The display page shows a lamp and a bar graph.
Setup menu
k) [CH] LIST
The display page to be changed to name and description of At the 'SETUP' menu, the user can set the alarm level of each area
detection points. (cargo/detection), delay time, measuring time, and measuring skip for
cargo area.
3) Power off the alarm (Each area and Emergency power off)
System abnormal alarm Entering to 'SETUP' menu by pressing the 'SETUP' button on the control
button.
When the power to each panel is cut, the alarm goes off, and the
1) Flow fail alarm When the user presses the
lamp colour on the 'Alarm indication table' for each panel to be
'SETUP' button, the screen
changed to 'RED'.
When the sampling line is blocked, the lamp colour changes to shows a pop-up window to
"CYAN". The line is blocked the first time, purge air to be input the password. (The
4) Controller trouble alarm (Cargo sampling area / Detection area)
introduced for 60 seconds automatically. After 60 seconds of password to be the same
purging, the same point suctioned, and if the line is still blocked, number as Hull NO.)
When the controller of each panel has a problem, the alarm goes
the alarm goes off. And the lamp on the 'Alarm indication table'
off and the lamp color on the 'Alarm indication table'.
colour is changed to 'RED'.

5) COMM. ERROR

When the communication between the 'Cargo sampling panel' and

'Detection panel', 'Detection panel', and IAS1/2' has a problem, the
alarm goes off and the lamp color on the 'Alarm indication table'
to be changed.
The Cargo area and Detection area have a different composition for the
setting.
Gas alarm

In the case of detecting the leakage gas, the display shows a gas alarm.

Generally, there are 2 steps of gas alarm is provided. And the display
shows two different color lamps for each step. So the user can recognize
by colour.
2) Sensor fail alarm (Cargo area and Detection area)
 Below 1st gas alarm: Cyan
When the system finds a sensor element that has a problem, the  1st gas alarm ~ 2nd gas alarm: Yellow
lamp colour is changed to 'RED' and the alarm goes off. Also, the  Over 2nd gas alarm: Red
lamp colour on the 'Alarm indication table' for each area to be
changed to 'RED'.

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1) Cargo area setting c) SKIP 3) Detection area

In case of a certain point to be skipped, press the 'SKIP'
column of the point. And a pop-up window for skipping is In the 'Detection area setting' menu, the user can change a
shown as below. measuring point name at 'CAPTION' and preset the alarm level of
each point.

In the 'Cargo area setting' menu, the user can change a measuring
point name at 'CAPTION', measuring time at 'MEAS', and point The user can set manual skip by press 'Y' and release skip,
skip at 'SKIP' press 'N'. When 'Flow Fail' occurs, 'FLOW SKIP' of the
pop-up window is blinking. Press the 'OFF' button to release
a) CAPTION skipping by 'Flow Fail'.
When the user press 'CAPTION' the display shows the
keyboard as below so that the user can change the name. 2) Delay time setting
(The length of the name to be limited to 20 digits)
Delay time to be commonly used for all points of the 'Cargo area'. a) CAPTION
Delay time is the same meaning as 'Cleaning time'. In the case of 'CAPTION' menu is the same as the 'Cargo area setting'.
gas, an alarm occurs, to avoid the remaining gas effect to the next
point fresh air to be introduced to the system for setting time. b) 1ST/2ND
By pressing the '1ST' and '2DN' column, the display shows
By pressing the 'CARGO DELAY TIME SETTING' button, the a pop-up window as below to set the alarm level. The user
user can enter to setting menu. can change the preset alarm level at this menu.

When the user press column with a number, the pop-up window
b) MEAS show as below.
To set measuring the time for each point, press the 'MEAS'
column for each point. And a pop-up window for the time Then, the user can set the delay time. But the same as
setting is shown below. (The time to be set by the maker's 'MEASURING TIME' maker does not recommend changing the
service engineer before the delivery. So it is not time without any notice to the maker.
recommended changing by user)

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4) Crankcase alarm condition

On the system, the user can choose whether to indicate a

crankcase alarm or not by pressing the ON/OFF button. When the
CRANKCASE ALARM CONDITION is off, the graph and alarm
lamp shows normal condition. The only gas concentration is
displayed. On the other hand, when CRANKCASE ALARM
CONDITION is on, the system indicates an alarm lamp and
buzzer as well as a gas concentration display.

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4.15.2 Portable Gas Detection System 2. General Description

1. Specification Enclosed space entry drills and training every two months became
mandatory as of January 2015 under amendments to SOLAS (Regulation
Model RX-8500 III/19). Also, in November 2014 IMO approved amendments to SOLAS in
the form of new SOLAS regulation XI-1/7, making it mandatory for all
applicable vessels to carry portable gas detectors.
Detectable gas Oxygen (O2) Combustible gas (CH4) Carbon dioxide (CO2) Carbon monoxide (CO)
Measuring range 0～25vol% 0～100%LEL/5～100vol% 0~20vol% 0～1000 ppm Every ship is to carry at least one appropriate portable atmosphere testing
<25.1～40vol%> instrument which as a minimum is capable of measuring concentrations of
Minimum resolution 0.1vol% 0.5%LEL (0~100%LEL) 0.01vol% (0~2vol%) 1 ppm oxygen (O2), flammable gases or vapours, hydrogen sulphide (H2S), and
0.5vol% (5~100vol%) 0.05vol% (2~5vol%) carbon monoxide (CO) before entry into enclosed/confined spaces, and at
0.1vol% (5~20vol%) appropriate intervals thereafter until all work is completed.
Suction flow 0.75L/min. or more (open flow rate)
The SOLAS XI-1/7 regulation requires gas detectors to be dedicated 4-gas
Power supply Lithium-ion battery unit
portables (not personal), capable of 10 hours continuous operation,
Operating temperature -20～50℃ (at the constant condition)
waterproof and dustproof to Ingress Protection rating IP67, and capable of
Operating humidity Below 95%RH(non-condensing)
remote detection (using a pump with a sample hose) suitable to test the
atmosphere in an enclosed space before entry. Calibration is also a
Model GX-8000
requirement, as prescribed by the manufacturers’ instructions.
Detectable gas Oxygen (O2) Combustible gas (HC/CH4/H2) Hydrogen sulfide (H2S) Carbon monoxide (CO)
As a product satisfying the above conditions, the following products have
Measuring range 0～25vol% <～40vol%> 0～100%LEL/～100vol% 0～30ppm<～100ppm> 0～150ppm<～500ppm>
been supplied to the ship from the shipowner.
Alarm preset point 19.5vol%(L) 10%LEL(1st) 5ppm(1st) 25ppm(1st)
23.5vol%(H) 50%LEL(2nd) 30ppm(2nd) 50ppm(2nd)
40vol%(OVER) 100%LEL(OVER) 10ppm(TWA) 25ppm(TWA)
15ppm(STEL) 200ppm(STEL)
100ppm(OVER) 500ppm(OVER)
Indicate accuracy Less than±0.7vol% Less than±5%LEL(NC)/ Less than±1.5ppm Less than±15ppm
Less than±5vol%(TE)
Response time Less than 20sec Less than 30sec Less than 30sec Less than 30sec
Detection method Pump suction method
Suction flow Above 0.75L/min. (open flow)
Power supply Lithium-ion battery unit
Operating temperature -20～50℃
Operating humidity Less than 95%RH(non-condensing)

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Model GX-2009 Main Unit

Detectable gas Oxygen (O2) Combustible gas (HC/CH4/H2)

Measuring range 0～40 vol%> 0～100 %LEL/～100 vol%
Alarm preset point 19.5 vol%(L) 10 %LEL(1st)
23.5 vol%(H) 50 %LEL(2nd)
40 vol%(OVER) 100 %LEL(OVER)
Response time Within 30 seconds(T90)
Detection method Diffusion
Power supply Direct charging NI-MH battery pack, (can be fast-charged in just 180 min)
Operating temperature -20～50℃
Operating humidity Less than 95%RH(non-condensing)

3. Names and Functions for Each Part No. Item Description

Displays the operating status in the measuring
Model RX-8500 Operating status
1 mode. A heart symbol blinks in the normal
display
Display Unit state.
No. Item Description
Combustible gas
1 LCD display Displays gas concentrations, alarms, etc.
concentration Displays the gas concentration as a numeric
2 Buzzer sound Emits a buzzer sound at an alarm. (Do not
display Digital value and a level in the bar graph. 2
opening block it.)
and bar display
Alarm LED
3
Carbon arrays (top)
monoxide Alarm LED
Displays the gas concentration as a numeric 4 The red lamp blinks in response to an alarm.
concentration arrays (left)
3
value and a level in the bar graph. Alarm LED
display Digital 5
arrays (right)
and bar display
Infrared Used to carry out data communications with a
Displays the battery level. See NOTE for a
4 Battery level icon communication PC when the data logger management
guide for the battery level. 6

Pump driving Displays the drawing status in the measuring port program is used.
5
indicator mode. Rotates at a normal state. Used to perform air calibration on the
Oxygen 7 ▲/AIR button measurement screen. Or used to increase a
concentration Displays the gas concentration as a numeric numeric value in the display/setting mode.
6
display Digital value and a level in the bar graph. Used to turn ON/OFF the pump on the
and bar display measurement screen. Or used to reset an
Carbon dioxide 8 ▼/PUMP button alarm in an alarm state. In the display/setting
concentration Displays the gas concentration as a numeric mode, press this button to decrease a
7
display Digital value and a level in the bar graph. numeric value.
and bar display

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No. Item Description No. Item Description Model GX-2009

PEAK/ESC opening block it.)
9 Used to switch the mode or display.
button Alarm LED
POWER/ENTER 3 The lamp blinks in response to an alarm.
10 Used to turn ON/OFF the power. arrays
button IrDA data
Gas outlet (GAS Exhausts the gas drawn into the gas monitor. Used to carry out data communications with a
11 4 communication
OUT) (Do not block it.) PC in data logger mode.
port
Gas inlet (GAS Draws a gas into the gas monitor. Connects Keep this switch pressed to perform fresh air
12 5 ▲/AIR switch
IN) the accessory tube, etc. adjustment.
Charging Lights up in red during charging and goes off ▼/RESET When an alarm occurs, press this switch to
13 6
indicator lamp when charging is completed. switch reset the alarm.
Charging jack Removed to connect an AC adapter and Press this switch to change between display
14 7 DISPLAY switch
cover charge the batteries. modes.
Buzzer sound Emits a buzzer sound at an alarm. (Do not POWER/ENTER
15 8 Turns on and off the power.
opening block it.) switch
Battery unit Turn these screws to detach and replace the 9 Gas inlet Connect a sampling hose to this port.
16
screws battery unit. Exhausts the gas drawn into the gas monitor.
10 Gas outlet
(Do not block it.) No. Item Description
Model GX-8000 Recharging jack Remove this cover to connect an AC powered
11 1 LCD display Displays gas concentrations, alarms, etc.
cover charger and recharge the batteries.
Main Unit Emits a buzzer sound at an alarm. (Do not
Recharging Lights up in red during recharging and goes off 2 Audible alarm
12 block it.)
indicator lamp when recharging is completed.
There are sensors inside. May be opened only 3 Alarm lamps The lamp blinks in response to an alarm.
13 Sensor cover
when the sensor is to be replaced. 4 Switch Used to carry out data settings with 2 buttons.
Turn this knob to detach and replace the 5 Sensor block Sensors for each gas are installed inside.
Activated activated carbon filter. No activated carbon
14 carbon filter filter is used on a type that does not measure
LCD Display
knob carbon monoxide. Keep this knob tightened at
all times.
Battery unit Turn these screws to detach and replace the
15
screws battery unit.

LCD Display

No. Item Description

1 LCD display Displays gas concentrations, alarms, etc.
2 Buzzer sound Emits a buzzer sound at an alarm. (Do not

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4. Operation 3) Basic operating procedures

NOTE This mode is used on the measurement screen after power-on.

Before using the Gas Monitor.
Not only the first-time users but also the users who have already used the
product must follow the operating precautions.
Ignoring the precautions may damage the gas monitor, resulting in
inaccurate gas detection.
Model RX-8000

Model RX-8000
1) Preparation for start-up

1) Preparation for start-up

Before starting gas detection, read and understand the following
precautions. Ignoring these precautions may prevent correct gas
Before starting gas detection, read and understand the following
detection.
precautions. Ignoring these precautions may prevent correct gas
detection.
- Check that the battery level is sufficient.
- Check that there is no bend or hole in the gas sampling hose.
- Check that the battery level is sufficient.
- Check that the filter in the gas sampling probe is free of dust or
- Check that the filter inside the gas monitor is not contaminated
clogging.
or clogged.
- Check that the gas monitor, gas sampling probe, and gas
- Check that there is no bend or hole in the gas sampling hose
sampling hose are connected properly.
and relay tube.
- Check that the main unit, relay tube, filter tube, gas sampling
hose, and gas sampling probe are connected properly in this 2) Connection of gas sampling probe and gas sampling hose
order.
- Attach the gas sampling probe to the end of the gas sampling
2) Connection of gas sampling probe and gas sampling hose hose.
- Connect the sampling hose securely to the gas inlet (GAS IN)
- Attach the gas sampling hose to the gas sampling probe. of the gas monitor.
- Connect the relay tube, filter tube, gas sampling hose, and gas
sampling probe in this order securely to the gas inlet (GAS IN)
of the main unit.

4) Measurement

Measure gas concentration on the measurement screen. Put the gas

sampling probe close to the measurement area.

Once gas concentration measurement is started, the gas monitor

draws in a measuring gas for a certain period and then displays a
concentration value as a measurement result.

With the measurement screen displayed, put the gas sampling probe
close to the measurement area and take the reading on the LCD.

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3) Basic operating procedures fire near the gas monitor. suction works properly by the filter tube with a flow monitor.
Model RX-515
Normally, the detection mode is used for normal operations. (The
detection mode is activated after the power is turned on.) 1) Preparation

- Dry batteries are put into the instrument.

- Put carrying case on to the instrument.
- Connect ① the instrument(Gas inlet)＋② Filter tube with
flow monitor＋③ Sampling hose +④ Gas sampling prove in
turn.

2) Connection with sampling hose

4) How to detect - Take the Curling part by fingers and pull ① arrow mark
to ”→”. Put it to the arrow mark.
In the detection mode, puts the gas sampling probe close to the
- ② ←direction. Release the finger from the carling part.
detection area and takes the reading on the display.
- Further press and sound “tick” and locked.

3) Start-up and end-up

WARNING When press power switches for 3 sec, the power gets on and this
 While conducting measurement in a manhole or confined space, do not shall startup through the voltage check, filter connection check, and
lean over or look into the manhole or closed space. It may lead to sensor connection check.
dangers because oxygen-deficient air or other gases may blow out.
 Oxygen-deficient air or other gases may blow out from the gas 4) Flow monitor check
exhausting outlet. Never inhale the air or gases.
 High-concentration (more than LEL) gases may blow out. Never use When the power gets ON, the pump shall start operation check that

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 TRANSGAS POWER Cargo Operating Manual

5) Measurement

Approach the sampling hose to the sampling site for measurement

and leave sampling gas sucked.
- Take care that any twist on the sampling hose can not be made.
- Stop sampling hose at the point of measurement.
- From the hose length consider the delay time and read out the
reading after the reading gets stable.

NOTE
Power pump ON/OFF
When moving the sampling point and stop to operate temporarily,
the pump only stops operation. When stopping the pump operation,
the power consumption shall be reduced by about 40%. Then the
other than the pump is on active and once the pump re-starts up, this
shall start operation immediately.

6) Power OFF

When hold and press power SW for about 5 sec, the buzzer sounds
8 times and the power will be off.

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Illustration 4.16.1a Cargo Valve Hydraulic Lines (No.1 & No.2 Tank)

TK 2 TK 1

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 165 Part 4 Cargo System
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Illustration 4.16.1b Cargo Valve Hydraulic Lines (No.3 & No.4 Tank)

TK 4 TK 3

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4.16 Cargo and Ballast Valve Control The hydraulic power pack builds up hydraulic pressure (discharging 4. Electro-Hydraulic Solenoid Valve Cabinet
pressure: 13 MPa) for actuating the valves for the cargo system. The
Separated 100% hydraulic power packs operate all the hydraulic remote pumps are of the self-regulating type, in which the oil pressure is An electro-hydraulic cabinet receives control signals from the IAS which
control valves necessary for the operation of the cargo and ballast system, maintained at the preset pressure in the circuit by the use of a constantly activates the solenoid valves. The cabinet consists of a high-pressure filter,
situated in the engine room, one for the cargo valve system, one for the running pump. The hydraulic power pack can be operated remotely from solenoid valves, throttle valves for adjusting actuator operation time, and
ballast valve system. The two power packs can be interconnected. Control the IAS or locally from the local control box. quick connectors for a portable hand pump. In case the valve position
of the power packs and valve operation is from the IAS in the CCR. indication is of indirect type, volumetric hydraulic indicators are also
The lead pump will start at 13 MPa and stop at 14.5 MPa. The standby
installed in this cabinet. The electro-hydraulic solenoid valve cabinet is
16.1.1 Cargo Valve Control System pump will start at 12.5 MPa and stop at 14.0 MPa to keep normal working
installed in a safe, non-hazardous area.
pressure 13 MPa.
1. System Description
The topping up pump is normally used during the sea-going condition, will Valves CLGCL 117,119
Solenoid valve box
start 13.5 MPa, and stop at 14.5 MPa. Valves AZOCN 101, CLGCG 106
An electro-hydraulic valve remote control system consists of a control – TCT1
panel (or IAS), electro-hydraulic solenoid valve cabinets, hydraulic power CLGCL 103,104,105,106,108,109,112,113,
3. HPU Control (18 sets)
unit, and hydraulic actuators mounted on the valves. CLGCS 101,103,104,105,111,112
Valves CLGCL213,217,219
The cargo valve hydraulic power plant could be controlled locally or from IAS.
2. Hydraulic Power Unit Solenoid valve box CLGCL 203,204,205,206,208,209,212,
The local control panel has a standby pump auto-start function (standby pump
–TCT2 CLGCS 201,203
auto start when running pump failure or pressure low).
The hydraulic power unit consists of two main pumps and one topping-up (16 sets) Valves CLGCL413,417 CLGCG 449
pump. During normal operation, hydraulic pressure will be kept by the The cargo valve hydraulic power plant has two main hydraulic pumps and one Valves CLGCS 204,205,211,212
lead-standby operation of the pump. The unit includes a locally mounted topping-up pump. When valve operation is required in the harbour, two main Valves CLGCL313,317
starter cabinet and an alarm cabinet.
pumps shall be one working and one standby, and the topping-up pump is Solenoid valve box Valves CLGCL303,304,305,306,308,309
stopped; when no valve operation is required at sea, both the main pump shall – TCT3 312,316
Maker Scana Skarpenord Rjukan be stopped and the topping-up pump running. (20 sets) CLGCS301,303,304,305,311,312
HPU type HPU 500 /-CC CLGCF301,303,304 CLGCG 031,
Oil Reservoir 500 Litre When the operator selects “Local” on the local control panel, he could Valves CLGCF401,403,404
Main pump 20.4 Ltres / min x 2 sets start/stop the hydraulic pumps manually. When one main pump has been CLGCG 407,408,411,412
started and pressure is established, another main pump will be automatically Solenoid valve box
Topping -up pump 9.3 Ltres / min CLGCL403,404,405,406,408,409, 412,416
in standby mode, and auto-started when running pump failure or system –TCT4
Design pressure 16 Mpa Valves CLGCL413,417 CLGCG,449
pressure low, the standby auto-start function is done by the local control (25 sets)
Accumulator capacity 32 Litre x 2 sets, Valves AZOCN401
cabinet. the “Main” pump will be the auto start or stop according to the
CLGCS 401,403,404,405,411,412
Normal working pressure 13 MPa hydraulic pressure. When the operator selects ‘Remote” on the local control
Solenoid valve box Valves CLGCL701,702,703,704
Topping-up pump start/stop 13.5/14.5 MPa panel, he could start/stop the hydraulic pumps in IAS. The pump's black-out
– TCT5
Leading pump start/stop 13/14.5 MPa restart function shall be done by IAS. Valves CLGCG701
(5 sets)
Standby pump start/stop 12.5/14.0 Mpa Solenoid valve box Valves CLGCG 801
Interface between IAS and local control panel as following, potential free
Relief valve set point 15.5 MPa – TCT6 CLGCL 801,802,803,804
contactor signals only.
Level(L) 282 mm from bottom (7 sets) Valves CLGRG 801,802

Alarms Temperature(HH) 55 ±5 ℃ No.1 hydraulic pump: Start / Stop / Pump running / Remote Valves CLGCG 647, CLGCL 606

Pressure (L/H) 11.5/15MPa No.2 hydraulic pump: Start / Stop / Pump running / Remote Solenoid valve box Valves CLGCF 604,
Topping-up pump: Start / Stop / Pump running / Remote – TCT7 CLGCG 601,602,609,612,613,625, 633,
Level(LL) 182 mm from bottom
Trip Common: hydraulic system power failure (24 sets) 634,635,636,643,651,652,653, 657,658,
Temp. (HH) 65 ±5 ℃
hydraulic system common failure 659,660,661,662 CLGCS 601
Accumulator preloading
8.2 MPa at 20 ℃ Celcius System hydraulic oil pressure (4-20 mA)
pressure

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5. Hydraulic Actuator 7. Emergency Operation

The hydraulic actuators are mounted on the valves and remotely operated from Manual or emergency operation of the actuators is done using a portable
the solenoid valves. Depending on the valve function, the actuators are single- handpump or a stationary handpump fixed to the actuator. The stationary
acting, fail-safe type (e.g. shut down functions), or double-acting (on-off or handpump may also be installed in the vicinity of the actuator to ensure easy
throttle). access for manual operation. Submerged actuators shall have a connection
block for a portable hand pump in a dry place close to the actuator.
All actuators have a visual position indicator on the top cover, showing valve
position open or close In case of hydraulic power fail, emergency operation of the actuators is
done using a portable hand pump, stationary hand pump.
Valve remote control and position indication are carried out from the IAS.
In the case of electric power failure, the solenoid valve can be operated by
6. Valves push the override to manual control. 201 MANOMETER ø63, R1/4" MPa 0-25 MPa
202 3M HOSE, 400Bar, 1/4"
203 Handpump 5L tank PMI-25-VS
204 QUICK CONN. 1/4"R. Female
Open/Closed Type Valves Emergency Hand Pump 301 SEALING WASHER R1/4"
501 COUPLING EMAS-10-LR SV
502 UNION T-CONNECTOR P-TV 10L
503 ADAPTER EGES 10 LR-WD 1/4"
Valve opening or closing is controlled by 4/2 way solenoid valves There are stationary hand pumps and portable hand pumps are provided for
energized by the signal from IAS. cargo systems, ballast & other systems.

<Stationary Hand Pump>

The valve to be actuated to full open or full close position without a stop • 6 x Portable pump with 3 Litre tank & flexible hose.
at any intermediate position. • 8 x Stationary hand pump with 5Litre tank &flexible hose
Operating Procedure
Throttling Type Valves 7 6
1) Switch over the two three-way valves on each side of the pump
Valve opening or closing is controlled by 4/3 way solenoid valves to shut off the lines to the control cabinet and open the lines from
energized by the signal from IAS. the handpump to the actuator.
2

The valve can be stopped at any wanted position using a double pilot 5 4 2) Switch the directional valve on the pump unit to the wanted
operated check valve. operation direction. Right position to close and left position for
3
opening the valve. (Pump is seen from the front).
7. Indication System
3) Pump by the handle and check the manometer, especially on the
Direct indication of valve position for actuators with OPEN/CLOSE 1 pressure side. On a 13 MPa system, the valve shall start moving
control is done using limit-switches mounted directly on the actuator. 3 on a pressure less than 10 MPa. When the Actuator reaches its
9 end position, the pressure will increase immediately, and further
For actuators with throttle control, the direct indication is done using a pumping will be impossible. This indicates that the actuator is in
potentiometer mounted directly on the actuator. the end position.

In both cases, electric wiring from the actuator to the control console is 4) After operating the valve with the handpump to the desired
required. An indirect indication of valve position for actuators with position, remember to switch the two three-way valves back to
1 Hand pump 5 Lever
OPEN/CLOSE control is done using flow switches in the hydraulic lines. 2 Pressure Gauge 6 Cart the normal position (for remote operation) Please remember that
3 CYL. Screw 7 Flexble Hose when the handpump is engaged in the circuit, operation by the
4 Tee 8 Female Em’cy Connector
For actuators with throttle control indirect indication is done using a remote control system is not possible
volumetric indicator installed in the solenoid valve cabinet.
<Portable Hand Pump>

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Illustration 4.16.2a Ballast Valve Hydraulic Lines

ENGINE ROOM TANK TOP

R51110 R51108 R51106 R51104

R50102

R50201

R51209 R51207 R51205 R51203

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 169 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.16.2 Ballast Valve Control System The lead pump will start at 13 MPa and stop at 14.5 MPa. The standby pump 4. Electro-Hydraulic Solenoid Valve Cabinet
will start at 12.5 MPa and stop at 14.0 MPa to keep normal working pressure
1. System Description 13 MPa. An electro-hydraulic cabinet receives control signals from the IAS which
activates the solenoid valves. The cabinet consists of a high-pressure filter,
An electro-hydraulic valve remote control system consists of a control The topping up pump is normally used during the sea-going condition, will solenoid valves, throttle valves for adjusting actuator operation time, and
panel (or IAS), electro-hydraulic solenoid valve cabinets, hydraulic power start 13.5 MPa, and stop at 14.5 MPa. quick connectors for a portable hand pump. In case the valve position
unit, and hydraulic actuators mounted on the valves. indication is of indirect type, volumetric hydraulic indicators are also
3. HPU Control installed in this cabinet. The electro-hydraulic solenoid valve cabinet is
2. Hydraulic Power Unit installed in a safe, non-hazardous area.
The cargo valve hydraulic power plant could be controlled locally or from IAS.
The hydraulic power unit consists of two main pumps and one topping-up The local control panel has a standby pump auto-start function (standby pump Valves QAA 2536,2538,2540,2542,2548,
pump. During normal operation, hydraulic pressure will be kept by the auto start when running pump failure or pressure low). 2552,2554,2560,2570,2572,2574
lead-standby operation of the pump. The unit includes a locally mounted
Valves QAA 2522,2534,2544,2546,2556
starter cabinet and alarm cabinet. The cargo valve hydraulic power plant has two main hydraulic pumps and one Valves QQQ 2656,2657
topping-up pump. When valve operation is required in the harbour, two main QAA 2500,2502,2506,2508,2510,2512,
Maker Scana Skarpenord Rjukan pumps shall be one working and one standby, and the topping-up pump is Solenoid valve box 2514,2516,2518,2520
HPU type HPU 500 /-CC stopped; when no valve operation is required at sea, both the main pump shall – TCT8 QAA 2501,2505,2507,2509,2511,2513,
Oil Reservoir 500 Litre be stopped and the topping-up pump running. (60 sets) 2515,2517,2519,
Main pump 20.4 Ltres / min x 2 sets QQQ 2651,2653,2654,2655,
When the operator selects “Local” on the local control panel, he could QAA 2521,2533,2535,2537,2539,2541,
Topping -up pump 9.3 Ltres / min
start/stop the hydraulic pumps manually. When one main pump has been 2543,2565
Design pressure 16 Mpa started and pressure is established, another main pump will be automatically QAA 2545,2547,2551,2553,2555,2557,
Accumulator capacity 32 Litre x 2 sets, in standby mode, and auto-started when running pump failure or system 2559,2567,2569,2571,2573
Normal working pressure 13 MPa pressure low, the standby auto-start function is done by the local control
Topping-up pump start/stop 13.5/14.5 MPa cabinet. the “Main” pump will be the auto start or stop according to the 5. Hydraulic Actuator
Leading pump start/stop 13/14.5 MPa
hydraulic pressure. When the operator selects ‘Remote” on the local control
panel, he could start/stop the hydraulic pumps in IAS. The pump's black-out The hydraulic actuators are mounted on the valves and remotely operated from
Standby pump start/stop 12.5/14.0 Mpa
restart function shall be done by IAS. the solenoid valves. Depending on the valve function, the actuators are single-
Relief valve set point 15.5 MPa
acting, fail-safe type (e.g. shut down functions), or double-acting (on-off or
Level(L) 282 mm from bottom Interface between IAS and local control panel as following, potential free throttle).
Alarms Temperature(HH) 55 ±5℃ contactor signals only.
Pressure (L/H) 11.5/15 MPa All actuators have a visual position indicator on the top cover, showing valve
No.1 hydraulic pump: Start / Stop / Pump running / Remote position open or close
Level(LL) 182 mm from bottom
Trip No.2 hydraulic pump: Start / Stop / Pump running / Remote
Temp. (HH) 65 ±5℃
Topping-up pump: Start / Stop / Pump running / Remote Valve remote control and position indication are carried out from the IAS.
Accumulator preloading
8.2 MPa at 20 ℃ Celcius Common: hydraulic system power failure
pressure
hydraulic system common failure 6. Valves
The hydraulic power pack builds up hydraulic pressure (discharging System hydraulic oil pressure (4-20mA)
pressure: 13 Mpa) for actuating the valves for the cargo system. The Open/Closed Type Valves
pumps are of the self-regulating type, in which the oil pressure is
maintained at the preset pressure in the circuit by the use of a constantly Valve opening or closing is controlled by 4/2 way solenoid valves
running pump. The hydraulic power pack can be operated remotely from energized by the signal from IAS. The valve to be actuated to full open or
the IAS or locally from the local control box. full close position without a stop at any intermediate position.

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 TRANSGAS POWER Cargo Operating Manual

Throttling Type Valves 7 6 4) After operating the valve with the handpump to the desired
position, remember to switch the two three-way valves back to
Valve opening or closing is controlled by 4/3 way solenoid valves the normal position (for remote operation)
energized by the signal from IAS.
2 NOTE
The valve can be stopped at any wanted position using a double pilot 5 4 Please remember that when the handpump is engaged in the circuit,
operated check valve. operation by the remote control system is not possible
3

7. Indication System

Direct indication of valve position for actuators with OPEN/CLOSE

1
control is done using limit-switches mounted directly on the actuator.
3

9
For actuators with throttle control, the direct indication is done using a
potentiometer mounted directly on the actuator.

In both cases, electric wiring from the actuator to the control console is
required. An indirect indication of valve position for actuators with
OPEN/CLOSE control is done using flow switches in the hydraulic lines. 1 Hand pump 5 Lever
2 Pressure Gauge 6 Cart
For actuators with throttle control indirect indication is done using a 3 CYL. Screw 7 Flexble Hose
4 Tee 8 Female Em’cy Connector
volumetric indicator installed in the solenoid valve cabinet.

7. Emergency Operation
<Portable Hand Pump>

Manual or emergency operation of the actuators is done using a portable hand

Operating Procedure
pump. Submerged actuators shall have a connection block for a portable hand
pump in a dry place close to the actuator.
1) Switch over the two three-way valves on each side of the pump
to shut off the lines to the control cabinet and open the lines from
In the case of hydraulic power fail, the emergency operation of the
the handpump to the actuator.
actuators is done using a portable hand pump.

2) Switch the directional valve on the pump unit to the wanted

In the case of electric power failure, the solenoid valve can be operated by
operation direction. Right position to close and left position for
push the override to manual control.
opening the valve. (Pump is seen from the front).

Emergency Hand Pump

3) Pump by the handle and check the manometer, especially on the
pressure side. On a 13 MPa system, the valve shall start moving
There are portable hand pumps are provided for the ballast system.
on a pressure less than 10 MPa. When the Actuator reaches its
end position, the pressure will increase immediately, and further
• 6 x Portable pump with 3 Litre tank & flexible hose.
pumping will be impossible. This indicates that the actuator is the
end position.

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Illustration 4.17a Emergency Shutdown System (1/2)

2.3

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 173 Part 4 Cargo System
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Illustration 4.17b Emergency Shutdown System (2/2)

DN 600 DN 400 DN 650

DN 200 DN 600

DN 400
DN 400

DN 300
DN 300

DN 600

DN 650
DN 400
DN 400

DN 400
DN 400
DN 400

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 174 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.17 Emergency Shutdown System All digital input signals for shutdown purposes is “normally closed” or 3. ESDS Cause & Effect
loop monitored with End Of Line (EOL) resistor network to ensure cable
4.17.1 Main Components and System Interface break is detected. ESD Push Buttons and Fusible Elements

1. General Description “Normally energized” (NE) output is used for cargo ESD. Under normal Push-buttons for manual ESD and fusible elements are installed. They are
conditions power is supplied to the field device. Upon activation of individually connected to the ESDS and will be shown on the mimic.
The Emergency Shutdown (ESD) system is a requirement of the IMO shutdown or cable break the field equipment will be shut off and enter safe
international code of the construction and equipment of ships carrying state.
liquefied gases in bulk, and the SIGTTO industry guidance for ESD All manual pushbuttons are labelled "ESD" and have flip-cover and the
arrangements and linked ship/shore system for liquefied gas carriers. The In order to minimize the consequences of a failure, NE shutdown loops for manual emergency shutdown push buttons are located as follows (Total
ESD is fitted to protect the vessel and the shore terminal in the event of a redundant equipment, for example compressors, are terminated on 12 units):
cryogenic or a fire risk on the vessel or at the terminal. different cards. Refer to the IO termination list for cabinet details.
 Each tank liquid dome (4)
In case that emergency situation should be generated at LNG Carrier or To get an independent safety system, it is important that I/O-signals part  Port & starboard manifolds (2)
LNG Terminal, all working (Loading and unloading etc.) must be stopped. of a shutdown loop is wired to the ESD node. Only status and information  Cargo compressor room (1)
At the same time, relevant main equipment stop/shutdown and this signals can be transferred to/from other control nodes.  Electric motor room (1)
emergency situation must be communicated to LNG carrier/LNG terminal  Cargo control console (1)
each other to recognized them immediately. Above mentioned functions In addition to the Vessels PA/GA system, alarms including system  Fire control station (1)
will be done automatically, this is ESDS for LNG Carrier. fault/abnormal status from the ESDS/TPS will be grouped and extended  Wheelhouse (1)
to engineer cabins, deck officers and public rooms via the IAS extension  FWD area (1)
There are various emergency cases, but first of all, we define the major alarm system (EAS panels).
case as follows: Fire, Unsafe of Cargo Tank, Manual shutdown, the Fusible elements that are designed to melt at a temperature between 98 and
shutdown equipment related to these situations is cargo pumps, gas 104 °C are installed on the following locations (Total 15 units):
compressors, and relevant valves.
 Each tank liquid dome (4)
And the communication method between LNG carrier and terminal are  Each tank gas dome (4)
electrical connection, optical connection and pneumatic connection. These  Port & starboard shore connection (2)
communication methods are decided by the Terminal's situation.  Cargo compressor room (1)
 Electrical motor room (1)
2. System Description  Regas plant
 HP gas manifold (1)
The system handles both full ESD functions, i.e. shutting down the total  GMS (1)
cargo transfer, and individual tank shut-down, i.e. tank protection. The  HIPPS valves (1)
main purpose of the ESD system is to stop cargo flow in the event of an
emergency and to return the system to a safe, static condition so that any Cargo Tank Independent Level Sensors
remedial action can be taken.
Extremely-high Level (ESD) sensors - filling level (99 %) - in each cargo
The ESD is built as a 1oo2 system with single IO cards (RIO modules). tank (4).
The 1oo2 RCU architecture consists of two controllers (RCU) connected
in parallel. During normal operation, both elements are able to perform a The time delay is applied for 2 sec. at port operation, and 30 sec at sea
shutdown. operation. (ship to ship operation)

If the diagnostic test in either element detects a fault the output will go to The extremely-high level alarms may be blocked by the activation of
the failsafe state. switches at the cargo console. The status is interfaced with and displayed
in IAS. Extremely-high level alarms will activate a full ESD (global) shut-
<Main Components>
down.

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 TRANSGAS POWER Cargo Operating Manual

Cargo System Pressure available. So, if the HPU low pressure is activated, ESD will be activated TPS1 protects the cargo tanks from Low pressure in tanks.
for the safe operation of the cargo piping system. Cargo tank Low pressure in tanks sensors are installed in each
The following signals will initiate an ESD shutdown according to the cargo tank (4).
Cause & Effect: Cargo Instrument Air Pressure Low Typically stop pumps, vapor return/fuel gas compressors, and
closing of filling and spray valves in the respective tank.
 Main vapour header pressure LL (0.3 kPaG) Cargo instrument air is consumed by Insulation space and control system
 Vapour crossover pressure HH (240 kPaA at LNGC mode) valves, glycol water control system valves, cargo machinery room TPS 1 Action
 Vapour header/N2 Primary Different Pressure LL (0 kPaG) equipment, and pneumatic ESD system. If cargo instrument air pressure - Each tank cargo pumps (P&S) trip
decrease below the low-low set point, ESD will be activated for the safe - Each tank stripping pump trip
The vapour header pressure is monitoring common tank vapour pressure operation of the cargo system. - Each tank fuel gas pump trip
because the vapour piping is connected to each tank gas dome and the - Each tank spray valves close
isolation valve is in the normally open position. Manifold ESD valve accumulator pressure low. The accumulator capacity - HD compressors trip
of manifold ESD valves shall be designed to close three (3) times within
When the vapour pressure drop below 0.3 kPaG, ESD will be activated to the 30s under the ESD situation. If the accumulator pressure decreased, TPS2 protects the cargo tanks from High liquid level.
prevent the vacuum of cargo tanks and the collapse of tanks. the manifold valves could not be closed properly. So, if the Manifold valve Cargo tank very high-level sensors - filling level 98.5 % - are
accumulator pressure low activated, ESD will be activated. installed in each cargo tank (4). Typically closing of filling- and
On the contrary, if the vapour cross overpressure is increasing to 240 kPA, spray valves in the respective tank.
ESD will be activated to protect tank pressure high of the alongside vessel ESDS Output (Effect)
during ship to ship operation. TPS 2 Action
In case of an automatic or manual initiation, the ESD system will trip cargo - Each tank filling valves close
To prevent the collapse of primary insulation space, different pressure gas handling systems and valves. It will also generate a ship-shore link - Each tank condensate return valves close
between vapour header and primary insulation space is monitored and if system to shore terminal or ships to shut down its units and valves. The
different pressure is dropped to a low-low set point (0 kPaG), ESD will be main equipment shall be shut down according to the ESDS Cause & Effect TPS3 protects the cargo tanks from HighHigh pressure in tanks.
activated. logic. Cargo tank pressure sensors –HighHigh pressure - are installed
in each cargo tank (4). Typically closing filling, spray valves and
Ship and Shore ESD Link ESD Shutdown action stop spray pumps in the respective tank.

Three systems interface the shore cargo terminal or side-lying LNG carrier  Cargo pumps (8) TPS 3 Action
with ESD signals.  Regas Feed Pump (4) - Each tank stripping/spray pump trip.
 Cargo Stripping Pump (4) - Each tank spray valve close
If the ESD signal activated shore through the ship-shore link system or in  HD Compressors (2)
case of a ship-shore link system fault, ESD will be activated.  BOG Compressor (3) NOTE
 Cargo manifold valves If ESD happened, the operator must manually reset the ESD before
Electrical Blackout  GCU restarting the equipment.
 Terminal ESD system via ship-to-shore ESD link
The electrical power blackout will initiate an ESD. The blackout signals  LNG and Forcing Vaporiser
originate from no. 1 and no. 2 HV CSBD.  Regas Plant

Both input signals are required for blackout output to ESDS. (The “and- TPS - Tank Protection System
logic” is handled in the ESD system.)
The tank protection system will protect the cargo containment system to
Hydraulic Power Pressure Low Pressure prevent damage caused by over pressure, under pressure or overfilling.

The hydraulic pressure of the valve remote control system is important for TPS can be divided into three different groups:
cargo operation. If the pressure drops, cargo valve operation is not

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 176 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.17.2 Functions of the Cargo Console for ESD/TPS 2. Normal Operation The OS will contain a list of every inhibited module in the entire safety
system.
1. Mode Selector The ESD system will be in continuous operation
Override
ESD Test Acknowledge
Override is a function for blocking an output signal without losing status
If the switch on the cargo console is set to the Test position, effects will be After locating the alarm, the operator shall acknowledge the alarm. The information.
according to “2. ESDS Cause & Effect”. This will block some of the alarm must be acknowledged even if the alarm situation has returned to
inputs to the ESD system, which allows the crew to test manual push normal. When overriding output (effect module) the output signal will be set to
buttons and other inputs that are required before entering load/unloading normal.
operations with limited activation of effects. Each alarm may be acknowledged:
An overridden shut-down signal will not activate I/O upon an automatic
ESD Normal  From the alarm list on the OS. activation, but the module will show the status by changing to shut-down
 By operation. Acknowledge button on the module. color on the mimic.
ESD is to be operated in normal mode.  From the C&E view.
This gives the benefit of testing in full operation and maintenance of I/O
2. ESD Reset Reset Outputs cards.

This function will reset all output from the ESD/TPS system provided that All ESD logic are latched and must be reset after an alarm situation. All The operator still has the possibility of manually activating the output by
input is back to a normal and acknowledged state. inputs must be back to normal and acknowledged before the reset. operating the output module and selecting “manual activation”.

4.17.3 System Operation Each output may be reset: Every effect module may be overridden individually by operating the
module and selecting override ON or OFF.
1. Navigation in the ESD System  By operating Reset button on the ESD mimic.
This button will reset all ESD outputs, which are no longer in The user must be logged on as a specified user to be able to override a
The ESD system is made up of one ESD main VDU mimic that can be alarm. module.
displayed on the OS monitors.  From the C&E view. Operate on the output module (effect) and
select reset. The OS will contain a list of every overridden module in the entire safety
system.
Inhibit
3. Alarm Situation
Inhibit is a function for blocking an input signal without losing status and
alarm information. When inhibiting input (to transmitter module or cause The ESD push buttons can be operated by the operator or field crew to
module) an alarm situation will occur in the module when activated and completely shut down cargo operations and transport of gas (liquid and
an alarm will be generated locally. The alarm will not activate the output vapor) from the cargo tanks. All ESDS/TPS alarms will be activated on
modules through the C&E. the IAS on main deck and in cargo compressor room. Audible & Visible
alarm is depending on yard installation.
This gives the benefit of testing in full operation and maintenance of I/O
cards. ESDS/TPS acknowledge

Every transmitter module and cause module may be inhibited individually Each ESD/TPS alarms may be acknowledged from the ESDS/TPS display
by operating the module and selecting inhibit ON or OFF. or from the alarm list on the commanding OS.

The user must be logged on as a specified user to be able to inhibit a ESDS/TPS output reset
<ESD Main Mimic Layout> module.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 177 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

The system's output can be reset after input is acknowledged and back to Each user is member of a user group, where access rights and user Description/
Pri colour ESD/TPS F&G
normal. The reset switch on the IAS or cargo console can be used to return privileges are defined.
Inhibit. Inhibit.

Blocked
to a normal situation. Override. Override.
Operation of the ESDS/TPS must be performed from an operator station Cyan Blocked. Blocked.
It is not possible to reset an action if the triggering alarm is still active. with command control of the ESDS/TPS. Command control may be Suppress. Suppress.
This implies that if the ship-to-shore ESD system has caused the shut- transferred to the various OS groups defined.

Test
down, these systems must be set back to normal prior to reset. Green Test function Test function
The operator can display all VDU screens on all OSes to inspect and check
4. System Testing for alarms. All alarms can be acknowledged and all actions reset from the 4.17.4 ESD and TPS C&E view
VDU provided command control.
Test frequency: According to classification society regulations and The C&E view is available for both ESD and TPS
company standards. The operator cannot block, inhibit or override individual input/output
signals. The view is activated from the operation menu the relevant module in the
Testing of logic functions ESD, GBSS or TPS mimic.
7. Alarm Priority
This test should as far as possible be performed in situations where The C&E View will include the alarm, activation, test, inhibit and override
operations are stopped for maintenance, but it can also be performed All alarms shall have an allocated alarm priority. status for all cause/effect/IO modules.
during operations.
The definition for setting an alarm priority, are outlined in the following
 Set the “switch on the cargo console to the Test position. alarm priority:
 Initiate ESD from cargo control console and observe that alarm is
indicated on the VDU for the affected tag. Observe that actual Description/
Pri colour ESD/TPS F&G
output data are set on the screen.
Fire Detection.
 ESD Alarms.
Silence and acknowledge the alarm and observe on the VDU that Critical, Emcy Critical Manual activation
Gas Detection.
the alarm in fact has been acknowledged. Manual activation
Alarms. (effect).
 Set the button of cargo control console back to normal. (effect).
Redundancy
Redundancy
Magenta deviation.
deviation.
5. Testing of Output Network failure.
Network failure.
Alarms /
Warning. Pre-warning. Pre-warning.
High

This test should as far as possible be performed in situations where ESD Activated (cause F&G Activated (cause
operations are stopped for maintenance, but it can also be performed & effect). & effect).
Red
during operations. Non Critical IO failure. IO failure.
Warning Feedback errors on Feedback errors on
Low

 Ensure that the actual trip or closing of valve is acceptable. Alarm. outputs. outputs.
 Activate the corresponding element on the VDU by operating the Error / Faults. Error / Faults.
output tag and selecting "ACTIVATE". Yellow Conflict. Conflict.
Non Critical
Un-Pri

Alarms.
Manual activation has higher priority than override, i.e. overridden output Usually not in use. Usually not in use. <C&E View>
can be activated manually. White
Operations typically performed in the C&E view are:
Normal

This test should be performed by power user. White or Normal condition / not Normal condition / not
Grey activated. activated.  Acknowledgement of alarm.
6. User Access Control  Inhibit of individual input signals.
 Test C&E.
Access to the AIM system is protected by usernames and passwords.  Open Process view from the detector or instrument tag.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 178 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.17.5 Failure Handling • A system power failure is indicated by a common alarm signal. The 4. Component Failure
unit is identified by the red LED in front of the power supply. Refer
This section presents the principles for inherent redundancy, segregation, to the power & wiring diagram. Item Failure Effect
system monitoring and fail-safe states of the components in the ESDS/TPS. • An IO-card or RCU failure is individually identified on the OS- If there is a communication failure for one computer,
the DO card will go to fail-open/close. Input cards will
screen. The unit may also be identified by an unlit or red LED in Failure of the
freeze the value.
1 Fail Safe Status of Equipment front of the unit. Healthy units are green. whole I/O system
If the failure is a total loss of I/O power, all NE loops
loose power and activate the controlled equipment.
If any of the RCU’s in a 1oo2 configured redundant pair stop or loose contact I/O card fault alarmed.
NOTE
on all networks between the RCU’s, all outputs will go to safe position. I/O-card failure Output cards have a fail-open setting. NE outputs
Redundant power supplies ensure that ESD NE outputs will not be de-
will activate.
energized and thus cause a shutdown should one of the power supplies
NDE: Manually inhibited by the operator for testing
fail. Input inhibited purposes or due to signal faults. Outputs due to this
 Normally DeEnergized outputs will have no action when the input will not be activated.
RCU’s stop. Input: Shutdown inputs are NC type, an open circuit
Loop Monitoring
 The failsafe state must be defined as the DeEnergized position. will lead to a shutdown. Short circuits must be
Loop / signal detected through manual testing.
Analogue inputs are monitored for out of range (short circuit, open circuit) in failure of detector Output: Shutdown outputs are NE type, an open
NE: and activation circuit will lead to a shutdown.
the software modules.
 Normally Energized outputs will lose power when the RCU’s signals (inputs For 24VDC signals, a short-circuit will also lead to
and outputs)
stop. a shutdown. For relay signals, a short-circuit must
Shutdown inputs are NC, and an open circuit will hence lead to a shutdown.
 The failsafe state must be defined at the DeEnergized position. be detected through manual testing.
Fuse and NE outputs will activate, and analogue inputs will
Redundancy Monitoring termination board indicate line fault. Pure digital inputs are NC and will
2. Redundancy and Segregation
power failure alarm.
The ESDS/TPS is defined as 1oo2 shared. In a 1oo2 set-up, both processors The power units are redundant, if both powers fail,
AC/DC converter
all NE loops loose power and shut down the
are active and may perform a shutdown of the process at any time, independent failure
controlled equipment.
of the other processor. With this 1oo2 system, a single fault will not prevent Net failure is alarmed. All shutdown signals are
an initiated shutdown. hardwired.
Net failure
From ESD to IAS for shutdown status update: fail-
safe state "no shutdown".
Both computers are active, but only one RCU is displaying information on the Manually overridden by the operator for testing
OS displays. Output overridden purposes or due to operational reasons. The output
will not be activated.
Monitored by SW watchdog. Will cause a fail-safe
Automatic Switch RCU SW failure
RCU-stop
<Segregation of IO-points on Termination Boards> The alarm indicated, and further details are located
A switch between which is Display Active and which is Passive is on the ESD system picture. The system
automatically on certain criteria. automatically makes the remaining computer display
The figure above shows the principle for segregation of inputs and outputs.
active. No effect on control capability.
Redundant inputs, e.g. tank pressure transmitters, are terminated on different RCU stop
The other RCU takes control of the IO-card, thereby
input termination boards. This also applies for redundant outputs, e.g. the dual The switching criterion is: maintaining power to the field and preventing
cargo pumps for one tank. shutdown. Fail-safe open outputs are activated when
both RCUs shut down.
1) On RCU fault the other RCU becomes Display Active.
3. Equipment Monitoring 2) On communication fault with the Master IO-bus

System Monitoring Discrepancy Alarm

AC/DC Power -, IO-card, RCU-, network and OS failure is alarmed in the IAS The alarm, inhibit and acknowledge status for each input function module is
OS alarm banner. monitored for the discrepancy between the redundant pair of RCUs. The
function is implemented for all inputs that are part of the ESD C&E.

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 179 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

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IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 180 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Illustration 4.18.1a Ship-Shore Link

CARGO CONTROL ROOM ELECTRIC EQUIPMENT ROOM DECK EQUIPMENT / STARBOARD SIDE (TO LNGC)

SHIP AC POWER SUPPLY

SYSTEM 1 STARBOARD SHIPSIDE BOX LOCATED IN MANIFOLD AREA (TRELLEBORG SUPPLY)
HOTPHONE 1 SSL ENCLOSURE

HOTPHONE
MIYAKI MIYAKI MIYAKI
AC I/P SPEAKER #1 PSU C OMPATIBLE COMPATIBLE CO MPATIBLE
6 W AY 6 W AY 6 W AY
MODEM (ST SUPPLY) DUAL GANG
CONSOLE POWER F.O. 37WAY & 4WAY

PNEU
MOUNTED MLM #2 PSU

F.O.
DISPLAY CONVERTOR QDC CONNECTION TO LNGC JXB
(TBC) DC 9V SHIPSIDE BOX I/P 4W 37W

DC 12V #1 DSL
(DIGITAL)
HOTPHONE PNEUMATIC HOSE 50m (8mm NB)
PSU (TRELLEBORG SUPPLY)
POWER

HOTPHONE (2x2x0.75mm2 MIN.)

DISPLAY CHANGEOVER ENCLOSURE
SWITCH V23 MODEM AC INPUT
TO STRUCTURE
#1 DES TRELLEBORG EARTHING
MLM SERIAL LINE BALL
O/P B A O/P I/P SUPPLY-
DESKTOP AC (UPS) SUPPLY 3m EARTH CABLE VALVE
PC (3 CORE FROM QDC CONNECTION TO (SHUTOFF)
STARBOARD SHIPSIDE BOX
DISTRIBUTION BOARD) NOTE 2
SERIAL
I/P #2 DSL
(ANALOGUE)
9W "D" RJ11
CONN SYSTEM 2
37 WAY PLUG CONNECTION TO
POWER FSRU STARBOARD SHIPSIDE BOX
HOTPHONE 2 37 WAY PLUG CONNECTION TO
LNGC SHIPSIDE BOX

37
HOTPHONE #2 DES 37
SHIP AC
POWER SPEAKER
ELECTRIC 37 WAY
SUPPLY (ST SUPPLY)
50m UMBILICAL
OSM CABLE

#1 SSM
ALL CABLES ENTER SSL
DC 12V 6 WAY SOCKET CONNECTION TO 6 WAY PLUG CONNECTION TO
ENCLOSURE FROM UNDER
HOTPHONE (2x0.75mm2 MIN.)

#2 SSM
FSRU STARBOARD SHIPSIDE BOX LNGC SHIPSIDE BOX
HOTPHONE SSL CABINET FLOOR
6 6
PSU PSD

FO 6 WAY 15m
AC INPUT UMBILICAL CABLE
CONTROL AIR SUPPLY 6 -10 BAR (8mm NB)

(FSRU (VESSEL) SUPPLY)

AC (UPS) SUPPLY SIZE: 800 x 800 x 2000 FIBRE-OPTIC CABLE (8 CORE, 150m TBC)
PABX PABX PABX (3 CORE FROM (TRELLEBORG SUPPLY) 8 ITT/CANNON
PUBLIC PUBLIC PLANT DISTRIBUTION BOARD)
CLEAN
EARTH IS SAFETY ELECTRIC CABLE (37x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY)
(SPARE) EARTH EARTH
ELECTRIC CABLE (6x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY)
FAX
STBD ITT/CANNON BOX
RJ11 RJ11 RJ11 RJ11 ELECTRIC CABLE (6x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY)
LOCATED AFT CLOSE TO
2X TEL EXCHANGE LINES FOR PLANT & PUBLIC PHONES (4x2x0.75 MIN.) ELECTRIC CABLE (6x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY) ACCOMODATION BLOCK

ELECTRIC CABLE (10x1x0.75) (SHIPYARD SUPPLY)

PNEUMATIC ESD AIRLINE (8mm NB) (TO SHIPSIDE BOXES)

PLANT PHONE (2x2x0.75 MIN.)

DECK EQUIPMENT / PORT SIDE (TO JETTY)
PUBLIC PHONE (2x2x0.75 MIN.) PORT SHIPSIDE BOX LOCATED IN MANIFOLD AREA (TRELLEBORG SUPPLY)
MLM MODEM I/F (FIBRE-OPTIC MODE) (1x2x0.75 MIN.)
MLM RS-232 I/F (ELECTRIC MODE) (2x2x0.75 MIN.)
(RS232 CABLE LIMITATIONS APPLY)
MIYAKI MIYAKI MIYAKI
C OMPATIBLE COMPATIBLE CO MPATIBLE
230 VAC PRIMARY SUPPLY (FROM POWER DISTRIBUTION BOARD) (3x1.5 MIN.) 6 W AY 6 W AY 6 W AY
24 VDC BACK-UP SUPPLY (FROM POWER DISTRIBUTION BOARD) (2x2.5 MIN.)
DUAL GANG
F.O. 37WAY & 4WAY

PNEU
F.O.
LNG SHIP TO SHORE ESD (1x2x0.75 MIN.) JXB
ESDS CONTROL LNG SHORE TO SHIP ESD (1x2x0.75 MIN.)
PANEL I/P 4W 37W
CNG SHIP TO SHORE ESD (1x2x0.75 MIN.)
(THIRD PARTY) CNG SHORE TO SHIP ESD (1x2x0.75 MIN.)

COMMON ALARM INDICATION (1x2x0.75 MIN.)

ELECTRIC SELECTED INDICATION (1x2x0.75 MIN.)
FIBRE-OPTIC SELECTED INDICATION (1x2x0.75 MIN.)
TRELLEBORG
IAS ELECTRIC INHIBIT INDICATION (1x2x0.75 MIN.)
SUPPLY- ENCLOSURE
(THIRD PARTY) FIBRE-OPTIC INHIBIT INDICATION (1x2x0.75 MIN.)
3m EARTH CABLE TO STRUCTURE
LNG SHIP TO SHORE ESD 1st UP INDICATION (1x2x0.75 MIN.)
BALL EARTHING
LNG SHORE TO SHIP ESD 1st UP INDICATION (1x2x0.75 MIN.)
CNG SHIP TO SHORE ESD 1st UP INDICATION (1x2x0.75 MIN.)
NOTE 2 VALVE
CNG SHORE TO SHIP ESD 1st UP INDICATION (1x2x0.75 MIN.) (SHUTOFF)
230 VAC PRIMARY SUPPLY (FROM POWER DISTRIBUTION BOARD) (3x1.5 MIN.) FIBRE-OPTIC CABLE (8 CORE 150m TBC) 8
24 VDC BACK-UP SUPPLY (FROM POWER DISTRIBUTION BOARD) (2x2.5 MIN.) (TRELLEBORG SUPPLY)
ESDS CONTROL
PANEL LNG SHIP TO SHORE ESD (1x2x0.75 MIN.)
(THIRD PARTY) LNG SHORE TO SHIP ESD (1x2x0.75 MIN.)
ELECTRIC CABLE (37x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY)
COMMON ALARM INDICATION (1x2x0.75 MIN.)
ELECTRIC SELECTED INDICATION (1x2x0.75 MIN.)
IAS FIBRE-OPTIC SELECTED INDICATION (1x2x0.75 MIN.) ELECTRIC CABLE (6x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY)
(THIRD PARTY) ELECTRIC INHIBIT INDICATION (1x2x0.75 MIN.) PORT ITT/CANNON BOX
FIBRE-OPTIC INHIBIT INDICATION (1x2x0.75 MIN.) LOCATED AFT CLOSE TO
LNG SHIP TO SHORE ESD 1st UP INDICATION (1x2x0.75 MIN.) ELECTRIC CABLE (6x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY) ACCOMODATION BLOCK
LNG SHORE TO SHIP ESD 1st UP INDICATION (1x2x0.75 MIN.)
ITT/CANNON
REFER TO DRAWING PJ2208-8187-V1-704 FOR FULL LIST OF SYSTEM#2 INTERFACES NOTE 1 ELECTRIC CABLE (6x1x0.75mm2 MINIMUM) (SHIPYARD SUPPLY)

Notes:
1. All Cables and connections are customer supply unless otherwise stated.
2.The Earth Bonding Point must be Installed in a suitable location to protect it from Corrosion and/or Mechanical damage to ensure permanent Electrical Connection to
the Ship's structure.
3. All pneumatic lines and connections are customer supply unless otherwise stated
4. For further details, refer to specific component drawings.

ELECTRIC CABLE (10x1x0.75) (SHIPYARD SUPPLY)

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 181 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

Illustration 4.18.2b Fibre-Optic, Electric & Pneumatic Ship Shore Link System for FSRU

DEDICATED CONFIGURATION FOR FSRU

System 1 1x SMART DIGITAL FO Module

FSRU 1x SMART Electric Module
STANDARD CONFIGURATION FOR FSRU System 2
Shore type 1x SMART ANALOGUE FO Module (LNG ONLY)
System 1x SMART Electric Module
1x SMART DIGITAL FO Module
1x SMART Electric Module
Two entirely independent modes of operation can be selected at any
point (one from each system).
Only one mode of operation (FO or EL) can be selected at any time.
Mooring for LNG is restricted to Starboard side.
Berthing is possible on either Port or Starboard side.
On System 1, this configuration retains all the features of the
'Standard Configuration for FSRU'
ANALOGUE ELEC. SSL
FO SSL (1x ESD +3 TEL)
(1x ESD +3 TEL) ~ LNGC
Tx Rx Tx Rx 13,14 15,16

ANALOGUE
SSL ENCLOSURE
ELEC. SSL
FO SSL LNGC
ELECTRIC CORES
TEL OPTIONS

(1x ESD +3 TEL)

(1x ESD +3 TEL)
FO CORES1-4

~
(LNG) ESD

13-16ESD

Pn Tx Rx Tx Rx
(LNG) ESD

13,14 15,16 #1 PSU

#2 PSU

ELECTRIC CORES

TEL OPTIONS
FO CORES1-4

(LNG) ESD
(LNG) ESD

13-16ESD
13,14 15,16 #1 DSL
Tx Rx Tx Rx (DIGITAL)
~ SYSTEM 1 (FSRU)
ANALOGUE
DIGITAL / FO SSL ELEC. SSL H1786A OR H1787A (uses ship side boxes)
Tx Rx
~
25,26 27,28
System 1
FSRU
MLM OPTIONS

ELECTRIC CORES

ANALOGUE ELEC. SSL Pn Tx Rx Tx Rx 13,14 15,16

+TEL, LAN&

#1 DES
FO CORE5-6

DIGITAL / FO SSL (2x ESD +3 TEL) ~

(CNG) ESD
(CNG) ESD

H1786A OR H1787A
25-28ESD

FO SSL ELEC. SSL

(2x ESD +3 TEL) ~ ~ LNGC SHORE LNGC SHORE
Tx Rx Tx Rx Tx Rx 13,14 15,16 25,26 27,28

#2 DSL

MLM OPTIONS

ELECTRIC CORES
ELECTRIC CORES
SYSTEM 2 (SHORE TYPE)

+TEL, LAN&
(ANALOG)

FO CORES 5,6
FO CORES1-4
(uses cable reels on STBD)

(CNG) ESD

25-28ESD
TERMINAL

(LNG) ESD
(CNG) ESD

13-16ESD
System 2

(LNG) ESD
25,26 27,28
Tx Rx ~
DIGITAL ELEC. SSL Shore type
FO SSL System
#2 DES
DOUBLE BANK MODE
Berthing on PORT or STBD Tx Rx Tx Rx Tx Rx 13,14 15,16 25,26 27,28 TERMINAL
~ ~
RV SHORE OSM
RV SHORE
FO SSL ELEC. SSL
#1 SSM

H1786A OR H1787A #2 SSM

ANALOGUE
DOUBLE BANK MODE #2 PNEU
ANALOGUE ELEC. SSL ELEC. SSL
DIGITAL / FO SSL (2x ESD +3 TEL)
FO SSL (1 x E S D +3 TEL)
LNGC
Berthing on PORT side only for
(1x ESD +3 TEL) ~
(2x ESD +3 TEL) ~ ~ Tx Rx Tx Rx 13,14 15,16 independent ESD signaling
Tx Rx Tx Rx Tx Rx 13,14 15,16 25,26 27,28
between CNG and LNG processes SSL CABINET AT H1786A
MLM OPTIONS

ELECTRIC CORES
ELECTRIC CORES

ELECTRIC CORES

OR H1787A
+TEL, LAN&

FO CORES 5,6
FO CORES1-4

FO CORES1-4
(CNG) ESD
(LNG) ESD

25-28ESD

(LNG) ESD
13-16ESD
(CNG) ESD

13-16ESD

If berthing on STARBOARD side is

(LNG) ESD

(LNG) ESD

required on this layout, additional

cable reels on STBD are required.

Tx Rx Tx Rx Tx Rx 13,14 15,16 25,26 27,28 TERMINAL Tx Rx Tx Rx 13,14 15,16

~ ~ ~
RV SHORE RV SHORE FO SSL ELEC. SSL
FO SSL ELEC. SSL LNGC SHORE LNGC SHORE

TANDEM MODE
Berthing on PORT or STBD

IMO No. 9861809 / 2nd Draft (2021.04.09) 4 - 182 Part 4 Cargo System
 TRANSGAS POWER Cargo Operating Manual

4.18 Ship Shore Communication System The system is designed for ship use and complies with IEC-60092 for SIGTTO guidelines recommend testing of all systems including SSL 24 hours
shipboard equipment. before berthing. Trelleborg produces a range of passive and active test
4.18.1 Ship Shore Link equipment which enables testing to full functional level by simulation.
Control Cabinet: Combined Fibre-Optic & Electric System (Pneumatic
Maker: Trelleborg Marine Systems UK Ltd Optional) This specification covers the equipment and operation of the standard
System: Smart Fibre-Optic, Electric & Pneumatic SSL System Safetylink fibre optic ship-shore link for communications and emergency
for FSRU Type The Fibre-Optic and Electric cards are housed on the rear chassis plate. The shutdown. Combined with this is an Electric SSL system. In this way, the
main features are: system is totally compatible with each terminal specified with
1. General Description communications and shutdown functions supported by at least one system.
 Single 19″ rack
Compatibility for this project at the specified terminals is assured by at least
Ship Shore Link (SSL) systems have been in use almost universally in the  One 19″ Colour TFT projective capacitive touch screen display (8U
one system.
LNG industry since the introduction of the SIGTTO Recommendations and height)
Guidelines for Linked Ship/Shore Emergency Shut-Down of Liquefied Gas  Touch screen user interface 1) One-Only Connection
Cargo Transfer in 1987. Primarily for Emergency Shut-Down (ESD)  Menu driven via a custom built Linux OS
signalling, the system also supports support telecommunications and data  Main system is micro-controller based, independent of the user It is normal practice to connect only one system at a time by prior
transfer. interface agreement with the requirement of the terminal.
 Interfaces to external systems supported such as IAS, DCS etc.
Trelleborg Marine Systems UK (formerly SeaTechnik) pioneered the  System powered from dual redundant 24V DC output PSU NOTE
integrated SSL to solve compatibility issues between ship and shore as spot  Software is easily updateable via the management interface Two ESD systems can never be used simultaneously.
trade ships were required to visit any terminals.  Downloadable diagnostics via the management interface
2) Ship-to-Ship Transfer (STS)
LNG Ship and Shore terminals are generally equipped with two or more of The system cabinet connects to equipment which includes:
the SSL system variants: STS is facilitated by the use of the Pyle National 37-way connector,
 Up to 4 off full duplex Telephone Interfaces using the Hotline telephone in Iwatsu (Call-Signal) mode to connect
 Fibre optic  Full duplex ESD Interfaces – ship-shore and shore-ship to a similarly outfitted ship. The system configuration module
 37-Way Electric -Pyle National compatible  IAS for Control Alarm Functions supports reverse connection of shore-ship and ship-shore trip circuits.
 Electric-Miyaki Compatible  ESDS for shutdown Functions Only one ship need to select reverse connection.
 Pneumatic ESD with/without ITT Cannon Telecom connector  MLM system repeater data
 Remote Multifunctional Display NOTE
Normally only one system is connected at any one time for reasons of The fibre optic system cannot be used for STS, as the ship and
reliability and to avoid the risk of damage to a backup in case of ship Worldwide Compatible Integrated Systems shore telecommunications operate on different frequencies and the
breakaway. simulated shore system has to have exchange facilities to support
Terminals are usually equipped with two and in some cases the three of the the other shipboard telephones.
Mid-ships electrical installations pass through Zone 1 hazardous areas, aforementioned systems. Usually, the terminal specifies the choice of system,
therefore, any electrical equipment requires either Flameproof (EEx’d’) and the ship is obliged to ensure it can offer a compatible counterpart on board. Fibre-Optic Communication System Details
certified equipment or Intrinsically Safe (EEx’ia’) circuitry.
Trelleborg had worked in the development of Ship-shore systems since 1996 A Fibre-Optic Ship-Shore Link (FO SSL) comprising 4 channels of
SIGTTO guidelines recommend testing of all systems including SSL 24 hours when the first Furukawa compatible Fibre optic system was developed. multiplexed communications/data, ship-shore and shore-ship Emergency
before ship berthing. Trelleborg’s range of passive and active test equipment Shutdown (ESD) is in use at 55 % of LNG Terminals worldwide and almost
enables testing to full functional level by simulation. Since then, a cost-effective modular ship-shore link system has been all the Japanese Import terminals.
developed which includes all of the aforementioned systems in a single rack
with ship-side boxes that enable connection of shore umbilical cables to The original Ship-Shore Link system was developed in Japan by Sumitomo
Trelleborg’s analogue-digital fibre-optic and electrical and fibre-optic SSL
shipside connectors which may be fixed or incorporated as a semi-portable and manufactured by Furukawa Electric Ltd. In 1996, SeaTechnik and UK
systems retain compatibility with other older ship systems and support a range
adaptor. partners for the Das Island export terminal developed a totally compatible but
of data transfer and functionality which is already used for the more complex
LNG operations such as re-gasification. significantly improved system.

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The shipboard system and terminal systems are identical other than the 2. Fibre Optic System band carrier frequency with Both
transposition of frequencies of the telecommunications transmit and receive Side Band (BSB)
channels and the need for a special fibre-optic cable reel on the shore and Multiplex Method Frequency Division Multiplex
selector switches for the shipboard installation between port & starboard. modulation
Modulation Scheme Frequency Shift Method Carrier 2.6
The system comprises the following: kHz

Ship-Shore Ship-Shore
Control Enclosure Located in the cargo control room Channel
Receive carriers Transmit carriers
From Control Enclosure to shipside boxes
Fibre Optic Cable 1-Data Channel 18 kHz 78 kHz
for fibre optic connector.
2-Hot line phone 30 kHz 90 kHz
Port and starboard for 6-way fibre optic
Shipside boxes 3-Public phone 42 kHz 102 kHz
connectors to shore System
4-Internal phone 54 kHz 114 kHz
Seatechnik CTS-HP3 Iwatsu compatible
Hotline Telephone
Hot-phone
An active EEx’d’ simulator, which electrically
Test unit
simulates a shore system

The systems developed by Trelleborg (formerly SeaTechnik™) are

guaranteed to be 100% compatible with any shore side systems supplied by
Trelleborg and/or SeaTechnik™ and also 100% compatible with the Japanese
The FO card is housed on the rear chassis plate of the Trelleborg SSL
Furukawa Developed system currently used in Terminals worldwide.
racking cabinet. The FO system can be operated from one of the multi-
functional displays using a modern user-friendly interface to control and
The Trelleborg Hotphone is a special signalling Iwatsu compatible Hot-phone
display FO ESD and communications status. For this Project only one
which can be switched to operate in standard (private line – 48V DC / 78V
Display is located within the Cabinet, with another Remote Display
AC signalling mode). This means only 1 hotline phone is necessary for the 2) ESDS Function
located within the Cargo Control Console.
control room.
This function uses Transmit/Receive and Electronic>Optical
The system retains full compatibility with older analogue 850nM FO
Control Enclosure transducers. These are incorporated within the 6U module and not
ESD’s and communications channels with the functionality of the existing
in the fibre optic connection box.
analogue FO SSL system retained over the 4 cores of fibre optic cable
The internal equipment includes: currently in use.
Signals are provided by tone for normal safe mode and normal ESD
mode. A fail-safe operation function is also incorporated.
 4 off full duplex Telephone Interfaces The system is also ‘future proof’ for the upgrade for Digital Function
(Tel /IF) should it be required.
A test mode is also incorporated. This is performed in conjunction
 1 full duplex ESD Interface – ship- with the Fibre-Optic Passive Loopback device fitted into the
shore and shore-ship Functionality of Smart Fibre Optic Module
shipside box FO connector. It performs a basic check on the FO
 Electrical/Optical Interface unit to cable running from the SSL cabinet to the shipside box and back for
connect to cabling The sections below give some details of the functionality of the FO system.
the ESD FO cables, and can also be used for checking FO ESD
 Port Starboard Selection functions.
 Dual Redundant Power Supply 1) Telecom I/F Communications
 Control Alarm Functions Condition Input Output
This functionality supports (3) voice and (1) data multiplexed
telecom channels. Normal Close Close
ESD Open Open
Transmission Scheme Modem (2) wire full duplex voice- Signal fault - Open

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Condition Input Output of fibre optic cable, because of the increased amount of data being The Electric card is housed on the rear chassis plate of the Trelleborg SSL
Switching Capacity of able to be sent in a digital format. racking cabinet. The Electric system can be operated from one of the multi-
DC 24V / AC 230V - 3A functional displays using a modern user-friendly interface to control and
Relay
Fibre Optic Junction Box display FO ESD and communications status. For this Project only one
In operation, the status of the ESD signals are displayed in their relevant Display is located within the Cabinet, with another Remote Display
positions on the 6U module TFT display. This is installed within the main system Control Enclosure. The 6 core, fibre located within the Cargo Control Console.
optic cable from the shipside box FO connector, both port and starboard sides
feed into this box. Terminations are FO ST connectors. The FO cores are then Many LNG terminal systems worldwide, have different configurations
ESD Status Display Indication
transferred from this box via FO ‘ST’ Type patch leads to the Smart FO between ESD circuits, ESD pin outs on the shipside connector as well as
Normal Green Module. additional inputs, e.g. loading arm limit trips in France. A number of
ESD Red different hotline telephones are in use and there are differences in pin outs
No operator actions are required during system operation between in use on the shipside connector for some telephone circuits. This system
the ship & shore. accommodates all of these configurations. It also has a more sophisticated
and user-friendly operator interface, making the selection of pin
3) Control and Alarm Functions connections much easier than previous versions available. Electrical pin
connection is simply selected by choosing the port/terminal at which the
The display indicates the status of the FO telecom and data channels ship is berthed.
with either green for a healthy channel or amber for a faulty channel.
The system also has some extra features, which assist in set-up, line
Both Ship->Shore and Shore->Ship channels (4 channels in all) are monitoring and fault diagnosis. It also allows ‘ship-to-ship’ transfer
monitored. Any faults detected on these channels generates a configuration.
common/system alarm, but not an ESD alarm
Functionality of Smart Electric SSL
A test mode is also incorporated. This is performed in conjunction
with the Fibre-Optic Passive Loopback device fitted into the The system provides for the user a 19" multi-functional projective
shipside box FO connector. It performs a basic check on the FO capacitive display. To navigate through the menu structure to control the
cable running from the SSL cabinet to the shipside box and back for system configuration and display diagnostics.
3. Electric System
telecom use.
Internally, the system is based on a plug-in card design structure, the
4) Port and Starboard Selection Electric is one of those cards and contains a microcontroller, I/O is
provided by another card fitted to the backplane. This allows the individual
The selection is made on the multi-functional display. PCBs to be removed and replaced as necessary.

5) Introduction to Digital Functionality of Gen 3 SSL All ESD signals are current limited to ensure that the signals are safe but
the protection mechanism is Ex’d.
The GEN3 Fibre-Optic SSL is an incorporated feature of the FO
interface. The main configuration file may be updated as necessary and available to
users/customers, in addition new terminals can be added through the
Digital FO design is based around a communication industry touchscreen display.
standard OC3 155Mbit SONET fibre optic link utilising the current
FO umbilical cores number five and six. This digital link allows for The ITT Cannon connector is installed in a safe area and a single
identical ESD and telephony functionality as the standard Analogue configuration is used following Yung An (Taiwan) lead. The connections
FO link, but with the added benefit of a 100 baseT Ethernet to this will not require to be routed through the IS.
connection.

The system is compatible with the Digital FO on the RV Berth SSL.

ESD and communication channels are retained over the two cores

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1) Terminal Selection 4) Trip Inputs The fibre-optic cable reel must be located on a suitable place on the deck,
keeping in mind that the umbilical cable will be connected to the Fibre
The system will contain a fully configured list of all terminal Four indicators show Green ‘HEALTHY’ or Red ‘TRIP’ Optic connector on board the visiting LNG Carrier. The FO connector is
configurations known to Trelleborg. At the time of indicating a trip state. normally installed within a shipside box on the weather deck below the
commissioning, a list of ship specific ‘common terminals’ can be manifold.
added to a selection menu, this allows the terminals frequently Some shore terminals use three additional ESD signals as well as
visited by the ship to be accessed directly. The ‘common terminal’ the standard Shore to Ship ESD. The terminal data will have been The SeaTechnik reel is provided with a manual rewind - operated by hand-
list is password protected and can be edited if required. pre-configured to enable or disable these additional trip functions. wheel. The winding, rewinding and un-reeling process is protected by a
When disabled, the Tank High Level, 1st Stage Loading Alarm viscous fluid damper arrangement. A hand brake provides additional safety
2) Configuration and Event Logging and 2nd Stage Loading Alarm indicators will be removed from and control to the procedure.
the display, and only the SHORE TO SHIP ESD indicator will
The system stores the current configuration that will be loaded on function. NOTE
start-up. The reel must be operated manually. The umbilical cable will be
4. Power Supply mounted on the reel as a ‘U’ shape. One end of the cable must be
The system will store configuration changes, time & date data connected to the FO connector within the STANCHION while the
together with events to a stored data file in flash memory. This The Power Supply (PSU) is mounted on the rear chassis plate of the other end must be connected to the FO connector within the SSB of
can be accessed via the management interface. Trelleborg SSL cabinet. A PSU switch on key is provided on the front of the visiting LNGC.
the cabinet. Input power to the module is from 85V/260V AC supply and
At 37-Way Electrical and MIYAKI connected terminals, the by +24V DC back-up supply. The SSL cabinet then uses +24VDC supply.
In practice sufficient slack must be allowed for ship movement due to
system allows line voltages across the telecom pins to be sensed. ballasting / cargo operations, tidal range and list to ensure the cable is not
In this way, the presence of PABX/PSTN/PRIVATE LINE Further to providing the SSL system with +24V DC, the PSU is configured
over tensioned and on board it should be lifted clear of the deck to avoid
exchange voltage and hotphone/sound powered ring voltages can to ensure that in the event of a failure of the main AC supply that the DC
damage by heavy deck traffic. When sufficient cable has been paid out the
be detected. output is not interrupted with the changeover to the secondary supply. This
brake is secured as necessary. The cable and connector should not be
is done to prevent any power glitches affecting the cards, in particular to
thrown down between platforms or decks to avoid internal and external
3) Electric System Status and System ESD Status Indication ensure that a spurious ESD signal is not generated or received.
damage.

The status of the PSU output voltages can be viewed on the multi-
The ‘ELECTRIC SYSTEM STATUS’ menu is the main control A 316SS basket-weave grip is attached close to the end of the cable to
functional display.
screen associated with the Digital Electric SSL system. The ESD attach a ship’s heaving line to pull the cable on-board.
status and terminal specific information is displayed to allow the
Loss of either incoming supply voltages will cause a common alarm and
user to see the status of the Ship-Shore Link during operation. NOTE
diagnostics can be viewed via the multifunctional display.
Read the Installation Manual before installation and operation. Failure
The information displayed and the controls of the system are to follow the guidelines could result in damage to the equipment during
The 24V DC supply is galvanically isolated from ground.
defined below. installation/operation, especially to the Fibre Optic Cores.
Input 300W max at 85-260V AC
The SYSTEM ESD STATUS indicator will follow the ESD TRIP Thermal Heated Sleeves
Dual Input Power supplies are dual fed with auto-changeover no-
status of both the SHIP TO SHORE and the SHORE TO SHIP
break facility DC Back-up Power supply 24VDC
ESD status. To withstand the winterised conditions, the Cable Reel Umbilical
5. Cable Reels Connectors are protected via a heated, Fabric Thermal Sleeve. The purpose
System monitoring of the Ship to Shore and Shore to Ship ESD of the Heated Connector Covers (Sleeve), are to keep the Connectors free
provides a ‘first up’ alarm should one of the ESD signals change Fibre Optic Cable Reel & Weather Cover from Frost.
to a TRIP state, (thus indicating which system initiated the ESD).
Indication as to which system initiated the TRIP will be shown Functionality of Fibre Optic Cable Reel The Sleeves connect to a JCE Ex Terminal Enclosure (Junction Box (JB)),
alongside the SYSTEM STATUS ESD indicator. Contacts to the which is fitted to the Stanchion of the Reel, using a specially designed
DCS can be provided so the event is logged for reference. The SeaTechnik CFR ‘Compact Fibre Reel’ provides the connection of the Junction Box Bracket. This bracket has been designed to allow storage for
shore fibre-optic SSL system to a vessels shipside box. the Heated Connector Covers.

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Contained within the JB, is an IRM2Ex Ex’e Thermostat. The Mini- 7. Ship Side Boxes
Thermostat is used for ambient Temperature Controlling, typically a
Standard Temperature Range of: Mid-Ships Connection

4 °C ON and 11 °C OFF The IP55 boxes supplied by Seatechnik are 1180x550x360 mm in size.
They are fabricated from 316L stainless steel. Provision is made for
When required, the Sleeves will be permanently powered from an AC insertion of link cables via the lower aperture so that the door may be
Power Source. But, when not in use, the Sleeves can be stored within the closed during normal operation. The receptacles are provided with suitable
Weather Cover on the Junction Box Bracket. glands for ship wiring cable.
6. Test Equipment

The connections are six (6) core stainless steel fibre optic connectors, 37-
Passive Loopback Connector (Shore Connector)
way & 4-way electrical receptacles and three (3) Miyaki Receptacles. The
details are as follows:

Electric Cable Reel

6 7 8
2
The 37 Way electric cable reels are a simple cable storage device and has 1
no slip ring or accumulator capability. The reel and cover are supplied pre- 5 4
assembled with the umbilical cable (50m) installed on the reel.
This is a hand-held connector. As with industry standard Fibre-Optic
The reel has a rotation damper to prevent unreeling under gravity, a brake connectors the Passive Loopback unit is fitted with pins 1 through 6. The
and a folding handle. No. Components General Information normal version is a 1-2, 3-4, 5-6 pin loop back connector or ‘Check Plug’
1 Fibre optic connector
which uses the Tx signals to fully or partially checks the function of the
Similarly to the fibre-optic cable reel, the 37-Way electric cable reel must Rx circuitry and FO path. The easy-to-use passive loop-back connector
2 Fibre optic junction box
be located on a suitable place on the jetty, keeping in mind that the can carry out a basic test of the ESD circuits by feeding the ESD Normal
3 Explosion proof junction box
umbilical cable will be connected to the 37-Way electric receptacle on or ESD Trip signal, which is generated by the systems Tx circuit back to
4 37-way electric receptacle
board the visiting LNG Carrier. The 37-Way electric receptacle is normally the Rx circuits by linking together cores 3 and 4.
5 4-way electrical receptacle
installed within a shipside box on the weather deck below the manifold. 6 Miyaki compatible ESD receptacle
The test can be limited on some installations due to the function of the
7 Miyaki compatible telephone receptacle 1
As with all SeaTechnik supplied umbilical’s a 316SS basket-weave grip is DCS system where the received ESD causes a transmitted ESD, therefore
8 Miyaki compatible telephone receptacle 2
attached close to the end of the cable to attach a ship’s heaving line to pull the inhibit function should be applied. The same test is limited for the Tel
the cable on board. I/F functionality, as the transmit carriers are on different bands from
AFT Connection
receive carriers. Detection circuitry built into the main system of the Tel
In practice sufficient slack must be allowed for ship movement due to I/F will sense the Tx band carriers. This can indicate problems with the
ITT Cannon connectors are supplied within small enclosures for mounting
ballasting / cargo operations, tidal range and list to ensure the cable is not fibre cores but will not actively prove the telephone circuits themselves.
aft within the safe area. The system uses a MIL-STD 11 pin connector
over tensioned and on board it should be lifted clear of the deck to avoid installed in a safe area aft of accommodation on the ship. It carries only
damage by heavy deck traffic. When sufficient cable has been paid out the telephone functions with ESD at these terminals normally utilizing a The unit can fully check the ESD signal, as the transmitted ESD signals
brake is secured as necessary. The cable and connector should not be pneumatic umbilical. These systems are in use in Taiwan, Indonesia and are looped back to the receiver, which can detect a Normal healthy or
thrown down between platforms or decks to avoid internal and external Japan. Normal ESD signal. E.g. If the DCS is sending a healthy signal, the SSL
damage. See Electric Cable Reel drawing for further details. will also reflect this signal.

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Passive Loopback Connector (Ship Connector) An Electric Test unit is supplied which can plug into the 37-way shipside A Hazardous area certified continuity tester is supplied, which is used to
connector to be tested and enables ship-shore trip and most configurations test ship to shore and shore to ship ESD signals.
of shore trip ESD signals to be tested.
The receptacle is fitted with a LED to indicate Shore-Ship healthy and a
Shore Loopback Electric Test Unit (ETU) quarter turn switch to simulate a ship-shore trip. The LED voltage is
supplied by the SSL cabinet.

7. Ancillary Systems and Equipment

Hotline Telephone Unit

The Trelleborg HotPhone, Model HP8220 is a robust

dial-less hotline telephone system for use with the
The normal version is a 1-2, 3-4, 5-6 loopback connector or ‘Check Plug’ Trelleborg SSL.
which uses the Tx signals to fully or partially checks the Rx circuitry,
function and FO path. The simple passive loop-back connector can carry It can be installed either as Flush or as Desk Type.
out a full test of the ESD circuits by feeding the ESD Normal or ESD Trip A Pyle Electric Test Unit (ETU-8070-V4) is supplied which will plug into
signal, which is generated by the systems Tx circuit back to the Rx circuits the 37-way Reel connector to allow testing of 37-way ESD path. This test When connected via the electric SSL link, the dual
by connection of cores 3-4. The test can be limited on some installations unit is a ‘loopback’ design, once the ETU is connected, an operator runs a mode hotline also supports private line signalling (the
where the Received ESD causes a transmitted ESD. The same test is ‘self-test’ via the Gen3 SSL system. Each applicable test is ‘RUN’ and called hotline telephone rings when the handset is
limited to the Tel I/F functionality, as the transmit carriers are on different result is verified via the user interface on the SSL indicating a ‘Passed’ or lifted on the calling telephone and vice versa, when a
bands from receive carriers. Detection circuitry built into the main system ‘Failed’ Status. ring-down module is part of the shore telecom
of the Tel I/F will sense the Tx band carriers. This can indicate problems system).
with the fibre cores but will not prove the telephone circuits themselves. Miyaki Test Unit

It can fully check the ESD signal, as the transmitted ESD signals are
looped back to the receiver, which can detect a Normal healthy or Normal
ESD signal. E.g. If the ship DCS is sending a healthy signal, the SSL will
also reflect this signal.

Ship Loopback Electric Test Unit

This is a hand-held connector, which is used to connect to the ESD

receptacle in the SSB. It enables shore-ship and ship-shore trip testing of
the Electrical SSL System 24 hours before berthing in accordance with
SIGTTO guidelines. The equipment is also useful for maintenance and for
fault finding purposes.

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4.18.2 Mooring Load Monitoring System

1. Mooring Load Monitor Fixed Repeater - Hardware
The shore, which also determines procedures and limits in case of the onset
of adverse weather, normally sets mooring configurations/patterns. Shore- Mooring data is received from the MLMS via an RS232 serial
based Mooring Line Monitoring Systems (MLM) are present at many communications port either the Ch 1 FO Ship-to-Shore Link (SSL) or a
LNG terminals. direct serial interface SSL cable.

In some cases, Mooring Load Monitor data can be transmitted to the ship The MLM-Vessel Repeater accepts mooring data from the MLMS and
so that the ship’s staff can be aware of mooring loads and the shore-set presents it on the Graphical User interface (GUI). MLM-Vessel Repeater
limits to normal loading. Transmission systems are as follows: includes a database of the vessel information, a table of port specifications
as per the SIGTTO data, and a table to store mooring patterns for each b) Select the jetty and click the [OK] button.
 Yewmac-compatible transmitting MLM’s produced by jetty. The database is customized for each vessel by H&M. The main screen displays the selected jetty’s dolphin layout and
Yokugawa Electric, Harbour & Marine, and Yamatake. The data rate corresponding load histograms.
is very slow by modern standards at 1200 baud and the protocol was 2. Mooring Load Monitor Fixed Repeater - Software
originally intended for use with an NEC PC running M-Basic, now NOTE
obsolete. The H&M system is utilised here and H&M has produced The MLM-Vessel Repeater System provides real-time monitoring of mooring The vessel graphic on the main screen assumes the default
software compatible with most terminals. The shore systems use an hook loads via data received from the shore-side MLM system. orientation for the selected jetty.
NEC Datax 1200-baud modem, which normally communicates via
the FO system Channel 1. The modem protocol again is unique and The system provides the following features: 2) Mooring Load Monitoring
incompatible with international standards.
 Numerical load readouts
 Marimatech Dockmaster transmitting MLM’s produced by  Graphical load display via histograms, grouped by dolphin
Marimatech. This communicates via the FO system Channel 1 at  Audible alarm indication
1200-9600 baud using a conventional Hayes compatible leased line-  Histograms change colour with alarms
type modem. At the terminals using this system (Bonny, Hazira) the  Loss of communication indicators
shore provides a notebook computer, which plugs into the RJ11/45  Graphical representation of the vessel
socket connected, to FO system Channel 1. At Dahej and Hazira, the  Graphical representation of berth layout
transmission is via the 37-Way Electrical System but using a  Graphical representation of mooring pattern
dedicated zener barrier-protected circuit.  Display of environmental data, where available

 Marimatech UHF LAN. Used in Oman, Dabhol, and Incheon 2. 3. Starting the System
The pilot carries onboard a receiver ‘tablet’ which displays
Meteorological data, berthing speed of approach data, and MLM 1) Selecting a Jetty
data. While the tablet can normally receive data from the shore <MLM Vessel Repeater Window>
antenna in any line of sight point and like a cellular phone most other To establish communication with the shore-based MLMS and commence
locations on board, Oman LNG officially requires vessels regularly a vessel mooring monitoring session, a jetty must be selected. Mooring load monitoring is always active once a jetty has been
calling at Qalhat to have a bridge repeater fitted. But is understood selected. The load-bar graphs show the current line loads, without
this requirement is subject to review at the time of writing. a) Click on Operations  Select Jetty on the menu. further operator intervention.
The system displays a Dock Select window containing a list of
 Harbour & Marine VHF MLM. Used in Trinidad and Cove Point. available jetty configurations. a) Load Histograms
The Shore provides a VHF connected notebook, which displays
MLM data. No requirement for ship’s equipment is needed. The mooring line loads are displayed graphically as
histograms. The histograms are grouped by a dolphin and are
individually labelled.

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The histograms change colour according to the status of the 4. Mooring Pattern 3) Deleting a Mooring Pattern
hook loads.
To delete an unused pattern for the current jetty:
Green Line tension is acceptable.
a) Select Patterns  Delete from the menu.
Line tension is beyond High or Low alarm The system responds with the Delete Pattern window.
Red
point
Illegal data alarm was received from MLMS. b) Select the pattern you wish to delete from the list of available
Grey patterns and click [OK].
These loads are also crossed out with red
Old data is indicated, after a loss of two data c) Click [Yes] to confirm the deletion.
Navy
packets, by navy blue histograms
4) Loading a Mooring Pattern
b) Numerical Load Display
Previously saved mooring patterns may be loaded
The line tension can be viewed numerically on the pedestal.
The readout on a pedestal, below the histograms, can be a) Select Patterns  Load from the menu.
toggled on and off by left-clicking the pedestal with the The system responds with the Select Pattern window.
mouse.
b) Select the pattern you wish to load from the list of available
patterns and click [OK].

5. Communications Status

1) Loss of Communication
<Creating and Saving a Mooring Pattern>
Communication between the MLM-Vessel Repeater System and the
1) Creating a Mooring Pattern shore-side Mooring Line Monitoring System is via the serial port.

A graphical representation of the preferred mooring pattern may

be created, saved edited, recalled, or deleted for each jetty.
Dragging a line from a hook to a fairlead position draws a
mooring line. Right-clicking on the fairlead allows a choice of
<Histograms with numerical load readout on and off>
which line to remove. Continue drawing or deleting lines for each
active hook until the mooring pattern is completed. Once
c) Audible Alarm
complete the pattern can be saved for this jetty

If any mooring load is reported with an alarm status (High,

2) Saving a Mooring Pattern
Low, or Illegal), the computer will emit an audible tone every <Communication Status>
two seconds. It will continue beeping until a user
Once complete the pattern can be saved for this jetty:
acknowledges the alarm. Any hook in an alarm state will not The communications status indicator will change from a Red “Not
retrigger an alarm unless it is returned to a normal state first.
a) Select Patterns  Save from the menu. Connected” to a Green “Connected” when any correctly formatted data
The system responds with the Mooring Patterns window. is received from the shore-based system. If the shore connection is lost,
To stop the audible tone, click on the Alarm Acknowledge the status will return to a red “Not Connected”. Data will be marked as
button on the right side of the screen. b) Enter a name for the pattern or save over an existing pattern by
selecting it from the list of patterns shown. bad (grey) or old (navy) depending on the condition of the last packet
received.

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2) Choosing The Com Port

Comport 1 is used, by default, for the connection to Seatechnik ship-to-

shore communications link.

To select a different Com Port:

a) Select File  Setup  Com Port from the menu.

The system responds with the Com Port window.

b) Enter the Com Port number you wish to use and click [OK].

3) Saving Communication Logs

Communication logs can be saved to disk, for diagnostic purposes. If you

are asked to save the logs:

a) Select File  Save Comms Log from the menu.

The files are written to the Logs subfolder, under the application folder.

For a detailed mooring arrangement, refer to the Arrangement of mooring.

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4.19 Relief Systems 3. Valve Operation When the pilot valve opens, it in turn causes a drop in pressure within the
main valve dome chamber and the main diaphragm is pushed upwards
General Description The valve is kept closed by the pressure in the sensing chamber, boost raising the sealing disc and opening the main valve, venting the tank to the
chamber and dome chamber being equal to the tank pressure and less than respective vent mast riser.
Each cargo tank is fitted with two pressure/vacuum relief valves as the force exerted by the spring load.
required by the IGC code. The primary and secondary insulation spaces When the tank pressure drops to a predetermined level, the spring load
are each protected by two pressure relief valves per cargo tank. The valves When the tank pressure reaches the set pressure it overcomes the spring begins to overcome the system pressure again, causing the pilot valve to
are designed specifically to work on marine-based LNG systems. load allowing the disc of the pilot valve to open slightly, causing a small go down and reseat. The tank pressure acts on the main diaphragm causing
flow of gas through the pilot line to be discharged via the pilot valve outlet. the main valve to close and the pressure in all the chambers is again
4.19.1 Cargo Tank Relief Valves equalised.
This discharge causes a pressure drop in the sensing chamber, which in
1. Specification turn destroys the pressure balance condition between the sensing chamber
and boost chamber causing the pilot valve to open fully
Maker: Fukui Seisakusho Co., Ltd.
Design type: Pilot Operated Illustration 4.19.1a Cargo Tank Relief Valves
Model: PSL-MD23-131-TS1(B)
Size 12″ x 16″ Test Gag
Exhaust Tube
Number of sets: 8

Off Set 20
Tag No.: CR010V, 020V, 030V, 040V
CR011V, 021V, 031V, 041V Adjust Screw
Setting LNGC Mode Jetty Mode Check Plate
Set pressure: 25 kPaG 70 kPaG
Reseating pressure: 22 kPaG 63 kPaG Diaphragm

Blow down pressure 3 kPa 7 kPa

Required capacity: 23656 Nm3/h 24403 Nm3/h
Relieving capacity: 33890 Nm3/h 84580 Nm3/h
Relieving pressure: 0.1212 MPaA 0.17813 MPaA

2. General Description Pilot Valve

For Test Connection
RC 1/2
The cargo tank relief valves are fitted at the vapour domes of each tank
For Manual Lifting Device
and vent to their associated vent mast riser. A cargo tank pressure sensing
Connection RC 1/2
line relays the pressure directly to the pilot operating valve. In this manner,
Diaphragm Retainer Set Plate
accurate operation at the low pressures prevailing inside the tank is assured.

The cargo relief valves are set up initially by the makers for the
requirements on the ship. If the overhaul of the valves by ship’s staff is
carried out, the valves must be checked and reset to the original settings.

It is extremely important that the vent mast is checked regularly and

drained of any accumulation of water. This is to ensure that the relief Supply
Pipe
valves operate at their correct settings, which would otherwise be altered
if water were to accumulate in the vent mast and flow into the valve
assembly.

Nozzle

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4.19.2 Insulation Space Relief Valves This is to ensure that the relief valves operate at their correct settings, The primary and secondary insulation space valves are set up initially by
which would otherwise be altered if water were to accumulate in the vent the Maker for the requirements on the ship. If the overhaul of the valves
1. Specification mast and flow into the valve assembly. by ship’s staff is carried out, the valves must be checked and reset to the
original settings (See Maker’s instructions for details).
The secondary insulation space relief valves vent directly to the deck, via
Maker: Fukui Seisakusho Co., Ltd.
a downward-facing tailpipe. These don't need to be led to a vent mast as
Design Type: Pilot Operated
the likelihood of LNG vapour in the insulation space is very remote.
Type & Size: PSL-MD12-131-S1(B), 6″ x 6″
Number of units: 16
Number per tank: Inter Barrier Space: 2 Illustration 4.19.2a IBS & IS Relief Valves
Insulation Space: 2
Tag No. for IBS: CN198V, CN298, CN398, CN498V,
Exhaust Tube
CN199V, CN299V, CN399V, CN499V
Tag No. for IS: CN196V, CN296V, CN396V, CN496V,

Off Set 20
CN197V, CN297V, CN397V, CN497V

Setting Value
Primary Secondary
Vaporization Dysfunction Dysfunction
Set pressure 1 kPaG 1 kPaG 1 kPaG
Reseat pressure 0.8 kPaG 0.8 kPaG 0.8 kPaG
Blowdown Test Gag
0.2 kPa 0.2 kPa 0.2 kPa
Pressure
ADJ. Screw
Required capacity 1107 Nm3/h 635 Nm3/h 635 Nm3/h
Relieving capacity 1374 Nm3/h 2023 Nm3/h 2486 Nm3/h
Relieving
0.10251 MPa 0.10295 MPa 0.1033 MPa
pressure
Pilot Valve Check Plate

Plug Diaphragm Retainer

2. General Description

The primary and secondary insulation spaces are protected by 2 relief

valves per each barrier space.
For Manual Blowdown Valve
Connection Rc1/2

A gas detection line is led out from below the valves, (one point for the
Main Valve
primary insulation space and one point for the secondary insulation space
per cargo tank) to the gas monitoring system. This is to give a constant Supply Pipe 2

indication of the atmosphere inside the primary and secondary insulation

spaces.

The primary insulation relief valve vapour outlet is led to a separate vent
line, which runs up alongside the associated vent mast. This is to prevent
any counter-pressure or backflow from the main vent mast should the
cargo tank relief valves lift, or from the nitrogen snuffing system.

It is extremely important that the vent line is checked regularly and drained
of any accumulation of water.

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4.19.3 Cargo Tank and Insulation Space Relief Valves Additionally, the pressure is also directly introduced to the boost chamber When the primary pressure reaches the set pressure, the following relation
Operating Principle from the pressure intake line to equalize it with the system pressure at all is established:
times. In this condition, the system pressure (PO), the dome pressure (PD),
The following designations are described below. the sensing pressure (PS), and the boost pressure (PB) are all the same. Spring Load F < AS x PS
This is expressed in the following formula:
PO: System pressure As a result, the disc of the pilot valve is forced to open slightly. This allows
PD: Main valve dome pressure PO=PD=PS=PB a small amount of flow to the pilot line, which is then discharged through
PS: Pilot sensing pressure the outlet of the pilot valve. The flow caused by this discharge process
PB: Pilot boost pressure Since the main valve is so designed, that the pressure receiving area of the brings about a pressure loss at the adjusting needle (A) and causes a
AO: Pressure receiving area of the main valve disc piston (AD), is larger than that of the disc (AO), the disc of the main valve pressure drop in the sensing chamber.
AD: Pressure receiving area of main valve dome is firmly pressed against the nozzle seat by the load obtained by (AD-AO)
AS: Pressure receiving area of the sensing diaphragm x (PO). This pressure drop reduces the pressure balance between the sensing
AB: Pressure receiving area of boost diaphragm chamber and the boost chamber, and causes an upward load [AS x PS +
In the pilot valve, the sensing chamber and boost chamber are balanced in AB x (PB-PS)], to be produced.
1. Over Pressure Function pressure. The force which acts to open the pilot valve is obtained by
multiplying the pressure receiving area of the sensing diaphragm (AS) and As a result, the pilot valve opens fully, and the following relation is
Valve Closed Condition (PS). The following relation is maintained for the pilot valve: established:

Blowdown Adjustments
A : Adjusting Needle Spring Load F > AS x PS F + △F < AS x PS + AB (PB-PS)
B : Fixed Needle

Operation of Pilot Valve Where: △F is an increased portion of the load lift on the pilot valve.

Spring Load F Sensing Diaphragm Blowdown Adjustments

A : Adjusting Needle Operation of Main Valve
AS B : Fixed Needle
PS AB Sensing Chamber
Blowdown Adjustments
Boost Diaphragm A : Adjusting Needle
PB
B : Fixed Needle
Boost Chamber Spring Load F Sensing Diaphragm
A

Spring Load F Sensing Diaphragm

B PS Sensing Chamber
Boost Diaphragm
Main Diaphragm PB
Dome PS Sensing Chamber
PD Boost Diaphragm
AD Boost Chamber
A PB

Boost Chamber
B A

Main Diaphragm B
Dome PD Main Diaphragm
Main Valve Disc Dome
AO

PO

Primary Pressure
Intake Line
Primary Pressure Main Valve Disc
- Fig. 1 -
PO
PO
The pressure is supplied to the dome chamber of the main valve from the Primary Pressure
Intake Line Primary Pressure
pressure intake line of the primary side through the adjusting needle (A) Primary Pressure Intake Line Primary Pressure
and the fixed needle (B). It is then supplied to the sensing chamber from - Fig. 2 - - Fig. 3-
downstream of the adjusting needle (A).

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The flow rate of fluid discharged from the pilot valve is now greater than 2. Vacuum Pressure Function In the pilot valve, the sensing chamber and boost chamber are balanced in
that of the fluid flowing into the dome chamber through the adjusting pressure. The force which acts to open the pilot valve is obtained by
needle (A) and the fixed needle (B). Consequently, due to the full lift of Valve Closed Condition multiplying the pressure receiving area of the sensing diaphragm (AS), and
the pilot valve, the dome chamber pressure drops. (PS). The following relation is maintained for the pilot valve:
The pressure is supplied to the dome chamber of the main valve from the
Owing to this pressure drop of the dome chamber, the disc of the main pressure intake line of the primary side through the adjusting needle (A) Spring Load F > AS x PS
valve is lifted by the system pressure, attaining full lift at the specified and the fixed needle (B). It is then supplied to the sensing chamber from
pressure. downstream of the adjusting needle (A). Operation of Main Valve
Blowdown Adjustments
Closing of Pilot Valve A : Adjusting Needle When the primary pressure reaches the set pressure of the vacuum, the
B : Fixed Needle
Blowdown Adjustments
following relation is established:
A : Adjusting Needle
B : Fixed Needle
Spring Load F Sensing Diaphragm Spring Load F > AS x PS
AS
Spring Load F PS AB Sensing Chamber
Sensing Diaphragm As a result, the value of AS x PS is minus, and the pilot valve does not
Boost Diaphragm
PB
operate.
Sensing Chamber Boost Chamber
PS A
Boost Diaphragm
PB
B
(AD-AO) x PO > Deadweight of the disc assembly
Boost Chamber
A
Main Diaphragm
Dome PD
B The disc of the main valve is lifted by atmospheric pressure, attaining full
AD
Main Diaphragm lift at the specified pressure.
Dome
Blowdown Adjustments
A : Adjusting Needle
B : Fixed Needle

AO

PO Spring Load F Sensing Diaphragm

Primary Pressure AS
Intake Line Sensing Chamber
PO Primary Pressure PS AB
Boost Diaphragm
Primary Pressure
- Fig. 5- PB
Intake Line Primary Pressure Boost Chamber
A
- Fig. 4- Additionally, the pressure is also directly introduced to the boost chamber
B
from the pressure intake line to equalize it with the system pressure at all
Main Diaphragm
When the system pressure approaches the specified reseating pressure, the times. In this condition, the system pressure (PO), the dome pressure (PD), Dome
spring load begins to overcome the system pressure again, causing the disc the sensing pressure (PS), and the boost pressure (PB) are all the same.
of the pilot valve to go down and reseat. At the same time when the disc This is expressed in the following formula:
reaches the nozzle seat, the pressures in the sensing chamber and the dome
chamber are recovered to the system pressure, with the disc of the main PO=PD=PS=PB
valve correspondingly re-seated at the nozzle seat, returning to the
condition as shown in Fig.1. Since the main valve is so designed that the pressure receiving area of the
PO
piston (AD), is larger than that of the disc (AO), the disc of the main valve
Primary Pressure
is firmly pressed against the nozzle seat by the load obtained by (AD-AO) Intake Line
Primary Pressure
x (PO). - Fig. 6-

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4.19.4 Pipe Relief Valves Type Tag No. Set Press Type Tag No. Set Press
CR311LH 1000 kPaG CR103LH 1000 kPaG
1. Specification
CR411LH 1000 kPaG CR203LH 1000 kPaG
CR453LH 1000 kPaG CR803LH 1000 kPaG
Maker: Fukui Seisakusho Co., Ltd.
CR408LH 1000 kPaG CR303LH 1000 kPaG

Type Tag No. Set Press CR108LH 1000 kPaG CR409LH 1000 kPaG

CR109LH 1000 kPaG CR208LH 1000 kPaG CR206LH 1000 kPaG

CR209LH 1000 kPaG CR605LH 1400 kPaG CR309LH 1000 kPaG

CR312LH 1000 kPaG CR606LH 1400 kPaG CR403LH 1000 kPaG

CR412LH 1000 kPaG CR607LH 1400 kPaG REC131-S1(E) CR831ST 1000 kPaG

CR107LH 1000 kPaG CR608LH 1400 kPaG CR202ST 1000 kPaG

CR207LH 1000 kPaG CR608LH 1400 kPaG CR302ST 1000 kPaG

CR308LH 1000 kPaG CR609LH 1400 kPaG CR110LH 1000 kPaG

CR410LH 1000 kPaG CR610LH 1400 kPaG CR414FG 1000 kPaG

CR105LH 1000 kPaG CR101ST 1000 kPaG RG111V 17000 kPaG

CR454LH 1000 kPaG CR201ST 1000 kPaG RG112V 17000 kPaG

CR812LH 1000 kPaG CR301ST 1000 kPaG RG113V 12000 kPaG

CR814LH 1000 kPaG CR401ST 1000 kPaG RG114V 12000 kPaG

CR816LH 1000 kPaG CR102ST 1000 kPaG

REC131-S1(N) 2. General Description
CR818ST 1000 kPaG CR832ST 1000 kPaG

CR711ST 1000 kPaG CR402ST 1000 kPaG All cargo pipelines which may be isolated, when full of liquid, to be
CR713LH 1000 kPaG CR106ST 1000 kPaG provided with relief valves to allow for thermal expansion and evaporation
REC131-S1(N)
CR715LH 1000 kPaG CR205ST 1000 kPaG of the liquid according to IGC code. The valve exhaust back into cargo
CR305ST 1000 kPaG tanks or connected to a vent piping system to minimize the possibility of
CR717LH 1000 kPaG
cargo vapour accumulating on the decks, or other spaces where it may
CR802LH 1000 kPaG CR405ST 1000 kPaG
create a dangerous condition.
CR804LH 1000 kPaG CR614ST 1000 kPaG

CR806LH 1000 kPaG CR601CA 1400 kPaG The main and spray line safety valves on No.1 to No.4 cargo tank exhaust
CR602CA 1000 kPaG into their respective tanks via a dedicated line fitted with spectacle blanks
CR808LH 1000 kPaG
and non-return valves. All the other safety valves exhaust into a common
CR701LH 1000 kPaG CR603CA 1000 kPaG
mainline, which connects to No.2 and No.3 cargo tanks via a dedicated
CR703LH 1000 kPaG CR604CA 1400 kPaG
line fitted with spectacle blanks and swing check non-return valves. This
CR705LH 1000 kPaG CR310FG 1400 kPaG also includes the forward liquid header relief valve which is connected via
CR707LH 1000 kPaG CR307FG 1400 kPaG a dedicated relief line.
CR104LH 1000 kPaG CR407FG 1400 kPaG
The safety valve header is to be connected to a cargo tank with a spool
CR204LH 1000 kPaG CR306FG 1400 kPaG
piece, and this spool piece is to be removed in case of single tank operation.
CR304LH 1000 kPaG CR406FG 1400 kPaG
CR404LH 1000 kPaG CR611FG 1400 kPaG
CR311LH 1000 kPaG CR612FG 1400 kPaG
CR411LH 1000 kPaG

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Illustration 4.19.4a Cargo Pipe Relief Valve (REC131-S1(N)) Illustration 4.19.4b Cargo Pipe Relief Valve (REC131-S1(E))

Test gag Test gag

Plug Plug

Lifting fork

Lock nut lock nut

Cap
Shaft
Adj. screw Adj. screw
lock nut lock nut
Cap
Cap nut

S S
Adjusting screw
Adjusting screw

Lever
Spring Spring

Spindle
Spindle

Lever Stud bolt & nut

Stud bolt & nut

Guide Guide

Adj. ring Adj. ring

Disc Disc
S S

Plug Plug
Adj. lock bolt Adj. lock bolt

Nozzle Nozzle

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4.19.5 Procedure to Change Cargo Tank Relief Valve Set Secondary Set Pressure (70 kPaG) 4) The set screw of the lower auxiliary unit shall be tightened in a
Pressure clockwise direction for preventing looseness.
To change the set pressure of the safety valve to the Secondary Set
1. Set Pressure Change Procedure Pressure, an auxiliary unit is installed on the pilot valve by the following NOTE
method: When the unit and cap are installed and removed, the coupler shall be
NOTE fixed with a wrench to prevent accidental rotation (See figure above).
Changing of the cargo tank relief valve settings should be carried out To change the set pressure of the safety valve to the Secondary Set
under the supervision of the Master as required by IGC Code 8.2.7. Pressure, an auxiliary unit is installed on the pilot valve by the following Before the auxiliary unit is installed, apply a small amount of hydrocarbon
method: type grease to the threads of the coupler.
The set pressure for the safety valve can be changed simply and securely
by mounting the auxiliary setter unit on the top of the pilot valve. Since NOTE
Auxiliary Setter Unit
this safety valve is designed to accept mounting of the auxiliary setter unit,  When mounting or dismounting the auxiliary setter unit, check the
the safety valve can be operated at two kinds of set pressures specified nameplate for pressure ant Tag No.
Seal
below.  Do not cut the sealing wires.

1) Primary set pressure: Set pressure using a single pilot valve 2. Auxiliary Unit Removal
Cap
2) Secondary set pressure: Set pressure using “pilot valve + NOTE
auxiliary setter unit” Before removing the auxiliary unit it must be checked that the cargo
Rod Cover tank pressure is below 90% of the primary set pressure and the alarm
Primary Set Pressure (35 kPaG) setting has been changed.
Set Screw

In the case of the Primary Set Pressure, no auxiliary adjusting unit is Seal When the auxiliary unit is removed, the procedure shall be the reversal of
required. Pilot Valve installation.

NOTICE
Cap NOTE
Do not cut the sealing Wires.

Coupler The set screw shall be loosened before the removal of the auxiliary
unit.
Seal

Remove the auxiliary unit slowly and carefully, taking care to prevent
damage to the safety valve and auxiliary unit. The pilot valve will blow
off when the auxiliary unit is removed, however, the main valve does not
blow off.

While not using the auxiliary units, they shall be kept dry, clean, and in a
safe location with a capping rod cover.

Pilot Valve 3. Emergency Closure of Pilot Operated Relief Valves

1) Remove the cap. The cap shall be stored, then reinstalled when
the set pressure has returned to the primary set.
In the event of the cargo tank relief valves opening at a pressure below the
set pressure corresponding to the setting devices installed, the test gag can
2) The Rod cover of the auxiliary unit shall be removed.
be applied this will close the pilot disc. This means that the pressure dome
chamber will increase and force the valve to close hence stopping the
3) Screw-in clockwise direction when viewed from above. Hand
release of cargo.
tightens only. Do not tighten beyond the point where the base of
the auxiliary unit contacts the top of the coupler.

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Note that the pressure must not exceed the pressure rating of the valve so Correct inspections may not be available depending on test bench a) Mount the safety valve on the test bench securely.
that it is recommended that a pressure regulator in the supply be used. conditions, pressure chamber, etc. b) Increase the pressure gradually to actuate the safety valve.
c) When the popping pressure goes beyond the allowable range,
NOTE a) The test bench shall be internally clean, free of sand, dust, rust, regulate the pressure by the procedure specified in Section 1)
These procedures are not intended to be used if the tank pressure and other defects. Popping pressure of 1. Adjustment Procedures
exceeds the set pressure of the relief valve in effect at the time. Otherwise, foreign matters are caught by the seat surface d) When the popping pressure is within the allowable range,
during popping tests and leakage from the nozzle may be operate the safety valve 3 times in succession to check that
4. Inspection Procedures caused. the popping pressure is stable within the allowable range.
b) Use a calibrated accurate pressure gauge of the proper
1) Inspection items pressure range and considered set pressure. 6. Field Test Inspection
c) The test fluid shall be ambient dry air or nitrogen.
The inspections shall be made on four items specified below. d) As to the pressure chamber, a volume of at least 20L is This means a unit test of the pilot valve. The test is carried out in a state
a) Popping pressure recommended. with the safety valve mounted on existing equipment. A simple and
b) Closing pressure (as needed) e) Opening of 20 mm min. in diameter shall be provided effective test can be performed since it is not required to remove the safety
c) Operational stability test between the chamber and the safety valve inlet as shown in valve from the existing equipment and yet no large-scale device is required
d) Seat tightness test Figure above. for the test. When the pressure is on the primary side of the main valve,
f) A filter shall be provided at the chamber inlet when needed as the main valve will be actuated through the field test.
2) Inspection methods shown in Figure above.
g) A secure mounting of the safety valve shall be available. 1) Field test kit
There are three kinds of inspection methods as follows but for
2) Popping test Pressure Gauge
inspections at the installation sites, execution of the field test is
recommended.
a) Test bench
b) Field test
c) Actual popping test Flow Control Valve
Regulator

5. Inspections on Test Bench

Hose

1) Test bench

Sense Line Connection Nozzle Exhaust

NPS 1/2 Min. Pressure Gauge Valve

20 mm Min. I/D
Pressure Gauge

This kit is for implementing the field test (optional). Consisting

Intake Valve Chamber
of the pressure gauge, control valve, and others, this kit is
Filter
connected between the pressure source and the safety valve.
Intake Valve Chamber
80 Meshs or More
Exhaust Valve
a) The inside shall be clean, free of sand, dust, rust, and others.
Filter
80 Meshs or More b) Use a calibrated accurate pressure gauge of proper pressure
Exhaust Valve
Check the stability of the popping pressure and the operation of range, considered popping pressure.
the safety valve according to the following procedures. The c) The test fluid shall be ambient temperature dry air or nitrogen.
Conduct adjustments and inspections on a test bench that meets tolerance for popping pressure shall be as specified in the
the following specific requirements. Inspection Procedure attached to the safety valve delivered.

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2) Field tests 7. Actual Popping Test

Pilot Valve Pilot Valve

Pressure Gauge This is a method to test the safety valve on existing equipment. Cost and
Field Test
Regulator Valve
time will be taken for the execution of the test since existing equipment is
Short Pipe
used.
Check Main Valve
Valve
Exhaust
Valve When a test is intended on existing equipment, clean the tank inside as
much as possible before starting the test. Otherwise, the seat surface may
be damaged or foreign matters may be caught, so that the seat tightness
may be adversely affected.
Nitrogen Gas Cylinder

Check the stability of the popping pressure and the operation of

the safety valve according to the following procedures. The
tolerance of the popping pressure shall be as specified in the
Inspection Procedure attached to the safety valve delivered.

a) Disconnect the piping from the pilot valve outlet, mount a

short pipe on the pilot valve outlet, and keep the other end in
the position below the water surface.
b) Connect the field test kit. When the field test kit is connected,
be sure to close the field test valve and open the exhaust valve
c) Open the field test valve, close the exhaust valve, and open
the flow control valve to increase the pressure gradually. The
pressure shall be increased slowly. If the pressure rising rate
is excessively high, no correct value can be indicated.
d) As the pressure comes close to the popping pressure, air
bubbles start to come out of the short pipe. It means the
popping start pressure from the pilot valve.
e) When the pressure is further increased slowly, the volume of
air bubbles increases largely. It means that the popping
pressure is reached. Record the pressure value.

NOTE
There may be some cases that accurate blowing is not obtained.
In such a case, conduct adjustment by tightening the adjusting
needle. Be sure to put the adjusting needle back to the original
position after the test.

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4.19.6 Safety Relief Valve Emergency Isolation Methods This type of arrangement can be considered as the safest mean of Safety
Relief Valve isolation which permits the efficient isolation of safety valves
This operation is carried out for the replacement of Safety Relief Valves. and avoids any air trapped in piping after dismantling of Safety Relief
Valve by nitrogen purging (ref. figure above). The emergency isolation of
The isolation of Safety Relief Valves shall be performed when the affected the safety valve shall be performed when the affected tank is unloaded as
tank is unloaded as low as possible. low as possible. As per IMO IGC Code 2016 (§8.2.9.2), only one PSV of
the cargo tank can be isolated at a time.
Before Safety Relief Valve isolation, it is to decrease and maintain during
the operation the cargo tank pressure as low possible: between 2-3 kPa 2. Safety Relief Valve Replacement Procedure
depending on the PAL level for the concerned vessel. As the pressure in
the tank may rise quickly during the time of Safety Relief Valve NOTE
maintenance operation, all equipment necessary for boil-off disposal must As per IGC code §8.2.9.3, isolation of the Safety Relief Valve shall be
be kept in service for tank pressure control. carried out under the supervision of the master. This action shall be
recorded in the ship’s log and a sign posted in the cargo control room,
The pressure in insulation spaces shall be control as per normal service. In if provided, and at the Safety Relief Valve.
any case, the primary insulation space pressure shall not exceed the cargo
tank pressure. For Vessels equipped with isolating cryogenic valves and the purging
connection downstream of these valves, the procedure shall be as follow
1. Isolation Valve on the Safety Relief Valve Inlet Line (refer to the figure above):

1) Prepare the spare safety valve. It shall always be transported in the

upright position;

2) Purge with Nitrogen the safety valve inlet pipe through the purging
connection;

3) Close the isolating valves on the Safety Relief Valve inlet pipe and
Tank Safety Valve
return the isolation valve;

4) Disconnect the safety valve and install the new one;

Nitrogen Purge 5) To remove trapped air in the piping, purge with Nitrogen piping
Purging Valves Isolating Valve
upstream and downstream the safety valve by opening the safety
valve with the pilot field test connection;

6) Open the isolating valves on the Safety Relief Valve inlet pipe.

Cargo Tank NOTE

As per IGC code §8.2.9.4, after the replacement of the safety relief
valve, the tank shall not be loaded until the full relieving capacity is
restored.

<Isolating Valve on the Safety Relief Valve inlet line>

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Part 5: Cargo Auxiliary, Ballast and Deck System

5.1 Temperature Monitoring System .................................................5 - 3
5.2 Insulation Space Nitrogen Control System .................................5 - 6
5.3.3 Cofferdam Glycol Heating System.........................................5 - 10
5.3.1 Glycol Water Heater ......................................................5 - 10
5.3.2 Cofferdam Glycol Heating System ................................5 - 14
5.4 Auxiliary FW Cooling System ..................................................5 - 20
5.5 Ballast and Ballast Water Management System ........................5 - 23
5.5.1 Ballast System................................................................5 - 23
5.5.2 Ballast Water Treatment System....................................5 - 31
5.5.3 Remote Level and Draught Indicating System...............5 - 43
5.6 Loading Computer.....................................................................5 - 46
5.7 Steam Condensate System.........................................................5 - 61
5.8 Bilge and Scupper System.........................................................5 - 65
5.9 Instrument Air System...............................................................5 - 68
5.10 Cargo Cooling Fresh Water System ........................................5 - 71

Illustrations
5.1a Temperature Sensors on Secondary Space ................................5 - 1
5.1b Temperature Sensors on the Double Hull and Bulkhead...........5 - 2
5.2a Insulation Space Nitrogen Control System................................5 - 5
5.2b Nitrogen Insulation Supply Loop ..............................................5 - 7
5.2c Nitrogen Insulation Exhaust Loop.............................................5 - 8
5.3.1a Glycol Water Heater ...............................................................5 - 9
5.3.2a Cofferdam Glycol Heating System.......................................5 - 13
5.4a Auxiliary Fresh Water Cooling System ...................................5 - 19
5.5.1a Ballast System ......................................................................5 - 21
5.5.1b Ballast System (Hull Tanks).................................................5 - 22
5.5.2a Ballast Water Treatment System...........................................5 - 30
5.5.2b Flow Chart of Ballast Operation...........................................5 - 40
5.5.2c Flow Chart of De-Ballast......................................................5 - 41
5.5.3a Remote Sounding and Draught Gauging System (1/2).........5 - 42
5.5.3b Remote Sounding and Draught Gauging System (2/2) ........5 - 43
5.7a Cargo Steam System (1/4) .......................................................5 - 61
5.7b Cargo Steam System (2/4).......................................................5 - 62
5.7c Cargo Steam System (3/4) .......................................................5 - 63
5.7d Cargo Steam System (4/4).......................................................5 - 64
5.8a Cofferdam System ...................................................................5 - 65
5.8b Cargo Machinery Room & Passage Way Bilge System ..........5 - 66
5.8c Bosun Store & Fore/AFT Peak Tank Bilge System.................5 - 67
5.9a Instrument Air System (1/3) ....................................................5 - 68
5.9b Instrument Air System (2/3) ....................................................5 - 69
5.9c Instrument Air System (3/3) )..................................................5 - 70
Part 5
5.10a Cargo Cooling Fresh Water System.......................................5 - 71
Cargo Auxiliary and Ballast System
IMO No. 9861809 / 2nd Draft (2021.04.09) m
Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.1a Temperature Sensors on Secondary Space

Cable Penetration :
Temperature Sensors on Secondary Barrier (NB 18 Sets):
A,B : Through Pssage Way
C,E : Through Cofferdam Double Elements: (TE 1A/B,TE 2A/B,TE 3A/B,TE 4A/B,TE 5A/B,TE 6A/B
D : Through Tank Bottom ,TE 7A/B,TE 8A/B,TE 9A/B,TE 10A/B,TE 11A/B,TE 12A/B,TE 13A/B,TE 14A/B)

L : Tank Length on Inner Hull

H : Tank Height on Inner Hull
: In Accordance With Distribution
of Boxes and Couplers Ship Axis

TE
1A/B 1/2L
STBD PORT
Anchoring Flat Bars
Anchoring Flat Bars
1/2L
TE
TE 3A/B
2A/B
TE
4A/B TE
5A/B

5000
AFT Bulkhead TE
6A/B

8/10H
TE
7A/B
50 00

6/10H
9/10H

7/10H

1/2H
To Be Located on
Nearest Coupler
TE
TE 8A/B
00

10A/B

20
TE
20

Pump Tower 12A/B TE

00
TE
11A/B Base Support 14A/B
1/2L TE
4/10H 9A/B
3/10H

TE
Fore Bulkhead 13A/B
1/2L
1/10H
1/10H
300 300

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 1 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.1b Temperature Sensors on the Double Hull and Bulkhead

Note
1. L = Tank Length On Inner Hull
H = Tank Height On Inner Hull
L = Tank Length On Inner Hull
H = Tank Height On Inner Hull

2. 21A = ignal for Glycol Water

Temperature Control Valves for
Cofferdam 1 on for Bulkhead
16A/B = Signal for Glycol
Water Temperature Control L/ 3
Valves for Liquid Dome Casing L/3
26A = Signal for Glycol Water
Liquid Dome
Temperature Control Valves for 0
500 Casing 0
Cofferdam 2 to 5 on AFT Bulkhead 300

TI
3. TI = Local Tmperature Indication TE
16A/B
- 1 Set Per Cofferrdam TI
- 2 Sets Per Tank/Passage Way TE
15A TE
TE TI
TI = Local Tmperature Indication 17A
24A
- 1 Set Per Cofferrdam
L/ 2
- 2 Sets Per Tank/Passage Way
0
500
TE H/2
TI 25A
TE
TI 18A
H/2 TE
19A TI H/4
TE
26A
ard TE
H/4 rb o
S ta 27A

TE
20A Pump Tower H/4
Base Support
H/2
TE
H/4
AF T 28A t si d e
5 Po r
271
ar d TE
H/2 rb o
S ta 21A H/4

TE
TE 29A
H/4 22A
e
ts i d
Por
TE
23A
Fo r e

L/3

L/3

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 2 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Part 5: Cargo Auxiliary, Ballast and Deck System One (1) of the temperature sensors installed in the cofferdam and liquid Sensor Location
dome is used to signal the temperature control valve of the glycol heating TE23A FWD bulkhead port low temperature
5.1 Temperature Monitoring System system.
TE24A AFT bulkhead starboard upper temperature
 Inner hull temperature sensors: TE25A AFT bulkhead port upper temperature
1. General Description
- No.16A/B: Signal for glycol water temperature control TE26A AFT bulkhead centre temperature
Monitoring equipment is provided in the cargo control room for the valve for liquid dome casing TE27A AFT bulkhead starboard low temperature
insulation barrier and the inner hull temperatures to give a warning in - No. 21A: Signal for glycol water temperature control TE28A AFT bulkhead port low temperature
case of a failure of the insulation or leakage of LNG into the primary valve for cofferdam 1 on the fore bulkhead TE29A Pipe duct temperature
spaces and/or the secondary insulation spaces. - No. 26A: Signal for glycol water temperature control
valve for cofferdam 2 to 5 on the aft bulkhead
Each sensor is of the resistance type and each has a temperature
operating range of between -200°C and +100°C with an accuracy of  Local temperature indication
±3°C. The sensors used to detect the failure of the primary - 1 set per cofferdam
barrier/insulation are installed in the insulation space and those to detect - 2 sets per tank/passageway
the failure of the secondary barrier/insulation are attached to the inner
hull steel bulkheads. Illustrations 5.1a, 5.1b, and 5.1c show typically Table 1: Temperature Sensors List
where the sensors are mounted and the type of elements fitted.
Sensor Location
The secondary insulation space sensors shown in illustration 5.1a are
installed transversely and longitudinally around each of the cargo tanks. TE1A/B All tanks, Top
During normal conditions, the ‘A’ type sensors are in service whilst the TE2A/B All tanks, AFT starboard upper corner
‘B’ type is on standby. If the ‘A’ type sensor fails, the ‘B’ will TE3A/B All tanks, FWD port upper corner
automatically come into service. The sensors are fitted inside small TE4A/B All tanks, FWD centre upper
pockets that are secured to the membrane between the primary and
TE5A/B All tanks, AFT centre middle
secondary insulation spaces.
TE6A/B All tanks, FWD port middle
 Secondary insulation barrier sensors: TE7A/B All tanks, AFT starboard middle
- No. 1 to 14: Double element sensor TE8A/B All tanks, FWD centre lower
TE9A/B All tanks, FWD port lower corner
For the inner hull and cofferdam temperature measurement shown in
TE10A/B All tanks, AFT starboard lower corner
illustration 5.1b & 5.1c, there are fifteen temperature transmitters fitted
on each tank. One is located on the bottom of the tank in the duct keel, TE11A/B All tanks, AFT starboard bottom
while four are located in the trunk deck. The remaining area in the TE12A/B All tanks, AFT centre bottom
cofferdam spaces with five transmitters on each of the forward and aft TE13A/B All tanks, Bottom centre
bulkheads. In addition to these, there are two local temperature indicators TE14A/B All tanks, AFT port bottom
provided in the trunk deck area on each tank and one on the forward and
TE15A Trunk space temperature
aft cofferdam bulkheads. One of the transmitters fitted in each cofferdam
TE16A/B All tanks, liquid dome
is used to provide a signal to the control valve on the cofferdam glycol
heating system. TE17A Passageway starboard AFT temperature
TE18A Passageway port FWD temperature
The temperature measurements are indicated for each sensor in service in
TE19A FWD bulkhead starboard upper temperature
the cargo control room via the appropriate IAS screen. The recording of
TE20A FWD bulkhead port upper temperature
these temperatures is also available via the IAS.
TE21A FWD bulkhead centre temperature
The sensor alarm point for the IS barrier sensors is set at -120 °C while TE22A FWD bulkhead starboard low temperature
the sensors for the inner hull sensors alarm point is set at 0 °C.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 3 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

This page is intentionally blank.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 4 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.2a Insulation Space Nitrogen Control System

CN936V CN937V CN938V

CN903V (40) Key
(50) N2 Storage From N2 Purge for Regas Boilers
CN4V CN3V CN5V CN8V Tank N2 Generator CN953V CN954V CN955V Nitrogen Main Line
(4773) System (40)
N2 Purge for MGE Fuel Gas Line
(0.5MPa 1.0MPa) Secondary Insulation Space
Set at
0.9MPa CN933V CN934V CN935V Primary Insulation Space
(40)
CN906V N2 Purge for Regas Boilers Fuel Gas Line
CN904V CN900V CN930V CN921 CN922V CN923V
(50) (40)
N2 Purge for MGE
(1MPa 0.8MPa)
CN927V CN928V CN929V
(40)
CN931V CN901aV CN932V N2 Purge for GCU
(25)

(0.5MPa 0.8MPa)

Manifold Platform (P)

CN496V CN806V CN802V CN396V CN296V

CN256V

CN266V
PSV (15) (40) (15) PSV
PSV

CN166V
0.6MPa

(25)

(25)
CN10V CN172V

(25)
(15) (15)
(15)
(25) N2 for
CN494V CN394V CN294V Purging Regas
(50) (50) (50) Module Train #3

(15)
(150)
(150) (150) CN174V
CN1V Pressure Gaseous Nitrogen in Passage-way
(25)
N2 for WG Expansion
(80) (50) CN510V (25)
Tanks Train #3
CN2V
CN196V
PSV

(25)
CN481V
(250) (25)
(15)
CN498V

(25)
(50) CN194V
PSV
Secondary Barrier Pressurization (50)

(50)
(200) (250) (150)
CN493V

(15)
(150)
(15)
(250) Primary Barrier Pressurization (250) (250)

CN155V
(15)
CN432V

(250)

(250)

CN202V

CN153V
(15)
(15)

CN451V CN25V CN26V

(15)

(200)

(200)

(200)

CN201V

CN101V
LC LC

H
CN351V

CN22V

CN24V
CN483V CN482V

(15)

(15)
CN382V Regas Vent Mast CN131V
(250)

(250)
(50)

(80)

CN455V

CN31V

CN32V

CN33V
Vent Mast (150)
Secondary Barrier

Secondary Barrier

Secondary Barrier
CN431V

CN332V

CN331V

CN232V

CN231V

CN132V
Primary Barrier

Primary Barrier
CP471V CN355V CN255V
Primary Barrier

Casing CN151V
(150)

(150)

Purge CN383V

Secondary Barrier
Inlet

CN253V

Primary Barrier
CN453V

CN21V

CN20V

CN23V
(150) (150) (150)
CN371V CN182V
CN462V CN401V

CN499V CN398V CN399V CN298V CN299V CN198V CN199V

H

Casing

CN353V
PSV
(150)
PSV PSV
Purge (150)
PSV PSV
CN251V (150)
PSV PSV
CN183V (150)
Inlet

(150)
(150)

(150)

(25)

(150)

(25)

(150)

(150)
CN491V CN391V CN291V CN191V

(250)

(250)
CN464V

(150)

(150)

(150)
Liquid Liquid Liquid CN282V Liquid
LO

Dome Dome Dome Dome

CN463V

CN364V
CN492V

CN393V

CN293V

CN193V
CN263V

CN164V

CN163V
CN392V CN292V CN192V

CN363V

CN264V
(50)
Vent Mast Vent Mast CN283V Vent Mast
(15)

(15)

(15)

(15)
(15)
CN424V CN344V CN324V CN244V CN224V CN144V CN171V CN124V

(15)
CN444V
CN469V

CN479V

CP654V CP655V CN271V (250)

CN620V

CN179V
To NBO MS CN379V CN279V Casing
(50)

Drain Pot Casing Purge

CN625V N2 from CN650V Purge Inlet
Vaporizers Inlet

(50)
CN646V (40)
to Insulated
Spaces LC CN170V
CN624V (25)
CN639V

CN123V
CN121V
CN122V
CN442V
CN441V
CN443V

CN423V
CN421V
CN422V

CN342V
CN341V
CN343V

CN323V
CN321V
CN322V

CN242V
CN241V
CN243V

CN223V
CN221V
CN222V

CN142V
CN141V
CN143V
(250)
(40) N2 for Purging
CN617V CN357V Suction Drum
CN623V (250)
CN412V

(15)
CN312V

CN212V

CN112V
CN600V

LC
(40)
CN616V CN615V
CN622V CN197V
(50)

(50)

(50)

(50)
LC LC PSV
CN411V

CN311V

CN211V

CN111V
CN614V

CN612V
CN641V

(25)
(200)

CN397V CN297V
CN621V CN640V

(25)
(15)
PSV PSV

CN497V CN195V
(200)

CN653V

CN652V

CN651V

(25) (50)
(4776)

(4775)

(4774)

(150)
CN606V

CN173V

(25)
PSV
(15)

(25)
(15)
CN705V CN701V (25)
N2 for WG Expansion
Elec. Motor (15) (15) CN395V CN295V
Room (50) Tanks Train #1 & #2
(25)

(15) (50)
(40)
(150) (150) CN171V
CN602V
CN613V

CN610V

CN611V

(25)
CN495V N2 for Purging Regas
(50)
(150) Module Train
Manifold Platform (S)
CN605V

No.2 Vacuum (80) #1 & #2

Pump CN604V CN643V

CN601V
(200) (200)

No.1 Vacuum
Pump CN603V Cargo Machinery Room

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 5 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.2 Insulation Space Nitrogen Control System and maintains the main pressure at 500 kPa. A flow meter downstream Valve Description Position
gives an indication on the IAS of the current demand on the nitrogen CN651V(PV4774) PIS supply regulating valve AUTO
1. General Description system.
SIS supply regulating valve
Pressure switches on the nitrogen buffer tank control the cut-in/cut-out of CN613V, CN614V OPEN
isolating valves
Nitrogen is produced by nitrogen generators (Dew point: -65 °C) and the compressors via the control panel.
CN653V(PV4776) SIS supply regulating valve AUTO
stored in a pressurised buffer tank (capacity 45 m3) in the E/R. It is
supplied to the cargo side pressurization headers through make-up High/low and differential pressure alarms are fitted to the pressure PIS exhaust regulating valve
CN21V, CN22V OPEN
regulating valves. It is also used for purging gas in the fuel gas line in the control systems for each primary and secondary space. isolation valves
E/R with N2. CN31V(PV4784) PIS exhaust regulating valve AUTO
WARNING SIS exhaust regulating valve
CN23V, CN24V OPEN
From the mains, branch lines are led to the primary and secondary spaces When the depression in the primary insulation spaces relative to the isolation valves
of each tank. Excess nitrogen from the common primary and common secondary insulation spaces, reaches 3 kPa, the two insulation spaces CN33V(PV4786) SIS exhaust regulating valve AUTO
secondary space mains is vented through regulating valves to the No.2 must be immediately interconnected, otherwise, serious damage will
vent mast. A standby exhaust regulating valve arrangement is fitted occur to the membranes. 2) Using the IAS, adjust the set point of the nitrogen exhaust
which can be connected to either the primary or secondary mainline.
regulating valve (4784) for the PIS to +0.7 kPa and the
N2 Insulation space Valve Pressure(G) regulating valve (4786) for the SIS to +0.4 kPa.
Both the primary and secondary insulation spaces of each tank are
Primary PV4774 0.4 kPa
provided with pressure relief valves which open when pressure is sensed
Supply Secondary PV4776 0.2 kPa 3) Using the IAS, adjust the set point of the nitrogen supply
in each space of 0.1 kPa for the primary insulation space and 1 kPa for
Stand-by PV4775 Adjustable regulating valve (4774) for the PIS to +0.5 kPa and the
the secondary insulation space above atmospheric. The discharge from
regulating valve (4776) for the SIS to +0.2 kPa.
the primary insulation space (PIS) relief valves is directed via a dedicated Primary PV4784 0.6 kPa
mast riser associated with each tank to the atmosphere. The discharge Exhaust Secondary PV4786 0.4 kPa
4) Using the IAS, adjust the set point of the regulating valve (4778)
from the secondary insulation space (SIS) relief valves is directed onto
Stand-by PV4785 Adjustable for the nitrogen supply main to 0.5 MPa.
the deck. A manual bypass with a ball valve on the PIS relief line is
provided for local venting and sweeping of the primary insulation space
Nitrogen Header Alarms NOTE
if required.
Ensure that the manual isolating valves for the regulating control
The nitrogen production plant is normally maintained in an automatic Tag No. Description Setpoint valves for both supply and exhaust on each pressurisation header are
mode of operation with one of the 150 Nm3/h packages being able to PAH4793 Nitrogen header high pressure 0.52 MPa open.
maintain the pressure in the buffer tank when normal demands are placed PAL4793 Nitrogen header low pressure 0.1 MPa
upon the system. The cut-in set point for the duty generator is 600 kPa 5) Open the manual isolating valves on the primary and secondary
and 500 kPa for the standby generator, this can be adjusted as necessary. 3. Procedure to Supply N2 for Insulation Space pressurisation headers to each insulation space to allow the
supply of nitrogen to the headers from the nitrogen buffer tank
Pressure switches on the nitrogen buffer tank control the cut-in/cut-out of To put the insulation spaces pressurisation system into normal operation, in the engine room via the required regulating valves.
the compressors via the control panel. A flow meter downstream the following procedure is carried out. It is assumed that the nitrogen
indicates the IAS of the current demand on the nitrogen system. system is operating and the buffer tank pressurised to 0.9 MPa. Valve Description Position
CN131V, CN132V
2. Primary and Secondary Insulation Spaces 1) Set the valves in the table as follows: Isolating valves for the primary
CN231V, CN232V
pressurisation main to each OPEN
CN331V, CN332V
The inlet and outlet control valves for both spaces at each cargo tank are Valve Description Position primary insulation space
CN431V, CN432V
operated under split range control by the output of the reverse acting
N2 main pressure regulating Isolating valves for secondary
pressure controller for that space. Thus, when the pressure in that space CN4V, CN5V OPEN CN112V, CN212V
isolating valves pressurisation header to each OPEN
falls below the desired value, the inlet valve opens and the outlet valve CN312V, CN412V
N2 main pressure regulating secondary insulation space
remains shut. When the pressure in the space rises above the desired CN3V(PV4773) AUTO
valve
value, the outlet valve opens and the inlet valve remains shut.
PIS supply regulating valve
The pressurisation main control valve reacts to the demand on the system CN611V, CN612V OPEN
isolating valves

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 6 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

The system will automatically adjust the pressures in the primary and 5. N2 Supply Pressure Control Illustration 5.2b Nitrogen Insulation Supply Loop
secondary insulation spaces, exhausting if the pressure exceeds the
Barrier space
exhaust valve set point, and making it up if it falls below the supply To control the insulation space inlet pressure, the IAS provides three (3) PIC
pressurization header

valve set point. PID controllers that are controlled in accordance with the pressure
PI
measured at the N 2 manifold. One is for primary insulation space, one for Secondary Line
Secondary insulation
The main pressurisation header control valve can be adjusted to a higher the secondary insulation space and one is for stand-by use if one of the space header

value if the supply to the insulation spaces during the loading of the controllers for primary or secondary is out of order.
PIC
vessel is unable to allow for the greater demand as the primary and
secondary barrier insulation spaces cool down. The primary insulation space pressure should be kept within within 0.5 PI
Common Line
kPa to 0.7 kPa. Detection of High-High pressure in the primary
A standby controller and isolating valves are fitted on the supply and insulation space will cause trip of the LNG vaporiser. Secondary
exhaust lines and can be used if the main controllers fail or require insulation space pressure should be kept within 0.2 kPa to 0.4 kPa. The PIC

maintenance. set point value can be adjusted according to the operating condition. The
PI
connection to primary or secondary space is prepared locally by Primary Line
Primary insulation
4. Procedure for Setting the Standby Controllers adjusting manual valves. space header

1) For the PIS and SIS supply, set the valves as follows: IAS performs N 2 flow calculations based on pressure and temperature 6. N2 Discharge Pressure Control
readings at the outlet of the N 2 generator in the engine room. The
Valve Description Position calculated values are presented in IAS as current flow as well as To control the insulation space outlet pressure, the IAS provides three (3)
CN610V Standby supply regulating valve inlet valve OPEN accumulated flow. The accumulated flow is displayed for 3 time intervals PID controllers that are controlled with the pressure measured at the N2
“Previous Hour”, “Previous Day”, “Previous Week”. Accumulated values manifold. One is for primary insulation space, one is for the secondary
CN652V Standby supply regulating valve AUTO
may be reset by the operator. insulation space and one is for stand-by use if one of the primary or
CN615V or
615V for PIS and 616V for SIS OPEN secondary control valves is out of order. Because it is necessary to
CN616V Control the N2 pressure on insulation space
Purpose: maintain a continuous nitrogen flow through the insulation spaces, the
headers by regulating the N2 pressure regulation
valves. setting of the outlet valve should be slightly higher than the inlet valve.
2) For the PIS and SIS exhaust, set the valves as follows:
PV: Insulation space header pressure.
SP: By operator. Adjustable. The primary insulation space pressure should be kept within 0.5 kPa to 0.7
Valve Description Position
OP: Output controls the N2 pressure regulation valves.
kPa. Secondary insulation space pressure should be kept within 0.2 kPa to
Standby exhaust regulating valve 0.4 kPa. The set point value can be adjusted according to the operating
CN20V OPEN Measurement In case of a measurement failure of the involved
outlet valve transmitters, the controller is set to manual and condition.
error: output is kept steady.
CN32V Standby exhaust regulating valve AUTO
CN25V or CN26V 25V for PIS and 26V for SIS OPEN An alarm is generated. The connection to primary or secondary space is prepared locally by
Tracking: N/A adjusting manual valves.
3) Using the IAS, select the supply or exhaust standby controller Auto => manual: From operator dialog box.
and set it to the relevant value for its intended purpose. Manual => auto: From operator dialog box. CAUTION
The primary space’s pressure must never exceed the cargo tank pressure
WARNING and secondary space’s pressure must never exceed the primary space’s
When the depression in the primary insulation spaces relative to the pressure in order to prevent the primary membrane from collapsing
secondary insulation spaces, reaches 3 kPa, the two insulation spaces inwards.
must be immediately interconnected, otherwise, serious damage will
occur to the membranes. Purpose: Control the N2 pressure on insulation space
headers by regulating the N2 pressure regulation
valves.
PV: Insulation space header pressure.
SP: By operator. Adjustable.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 7 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

OP: Output controls the N2 pressure regulation valves.

Measurement In case of a measurement failure of the involved
transmitters, the controller is set to manual and
error: output is kept steady.
An alarm is generated.
Tracking: N/A
Auto => manual: From operator dialog box.
Manual => auto: From operator dialog box.

Illustration 5.2c Nitrogen Insulation Exhaust Loop

PIC

PI
Secondary Line
Secondary insulation
space header

PIC

PI
Common Line

Vent Mast

PIC

PI
Primary Line
Primary insulation
space header

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 8 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.3.1a Glycol Water Heater

667V

0.6 m 3 Elec. Motor Room

0.1 Mpa 0.1 Mpa Steam Inlet
PAL
4643 I 0-0.6
+100˚C
TI 0-0.6 Mpa
3763 TAH TI 0-6 bar
Glycol PT
Mpa
PS PAL PI 3761 3761 PI
Coaming
TI TAL
LG Storage 3763 3763 4643 4641 4641 8603
TT TT
8601
5570 Tank TT TI
3772 3761
PI
(6000 L) 3763
620V 616V 614V
7863
608V 606V To Spare
610V PI
No.2 Glycol
626V Supply
Spare Water Heater 602V
638V 612V Main

628V
643V Return
624V Pipe
Main
Pipe Glycol Water
Steam
LG Circulat Pump 2
5572 Outlet
(26 m3/h at 0.3 mpa)

636V
640V
LAL Glycol Water Control XA
5573
Expansion Tank 90˚C, Over
Heating 100˚C
6705

LS 1000L TIC1 TIC2

TAH TI
5573 3764 3764 Coaming

632V
TT
3764
660V

97˚C
650V 631V
Glycol Water
Elec. Heater
648V

From
Comp. 634V
Air

629V
630V
642V

Pneumatic

635V
Pump
639V

Fresh Water
0.1 Mpa 0.1 Mpa Steam Inlet
PAL
4642 0-0.6 I 0-0.6
TI
3762 Mpa Mpa TAH TI 0-6 bar
Mixing PT PS PAL PI
TIC 3760 3760 PI
Coaming
LG TI TAL 3771
4642 4640 4640 8602 8600
5571 Tank 3762 3762
TT TT
(200L) TT PI
3771 3760
3762 TI
609V 619V 615V 613V 7862 To
PI
No.1 Glycol
Drain Supply
Plug Water Heater 605V
601V
637V 607V 611V Main
(M24) 625V 623V 627V
641V

From Pipe
Return Glycol Water Key
Main Circulat Pump 1
Steam
Outlet Glycol Water Line
Pipe (26 m3/h at 0.3 mpa) Glycol Water Line
Compressed Air Line

To Bilge in Cargo 657V Fresh Water Line

Steam Line
Cargo Elec. Room Delectical Room

IMO No. 9861809 / 2nd Draft (2021.04.09) 5- 9 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.3.3 Cofferdam Glycol Heating System prevent damage to it because the temperature of the cofferdams goes 3. Filling Procedure
down through thermal conduction due to the cold condition of the cargo
5.3.1 Glycol Water Heater tank. The capacity of the glycol storage tank is 6,000 litres. An initial fill of the
glycol reservoir is sufficient for the whole system. If glycol is supplied
1. Specification Therefore, a glycol water heating system is provided to prevent the already mixed then the following steps 2) and 3) can be omitted. If
temperature of the cofferdam and liquid dome from decreasing below stronger glycol or neat glycol is supplied, follow steps 2) and 3) to
Glycol Water Pump
5°C. Where the heat consumption in the cofferdam and liquid dome is correctly mix 45 % glycol water.
Maker: Shinko Ind. Ltd.
low, the electric glycol water heater is normally used. But if the heat
Model: GJ50-20MHX To operate the cofferdam glycol heating system, proceed as follows:
Capacity: 28 m3/h x 0.3 MPa consumption increases, the steam heater is used to heat the glycol water.
Motor output & speed: 5.5 kW / 3600 rpm 1) With valve PRC642F closed, fill the glycol storage tank from
The glycol/water heating system is located in the engine room and the supply drums using a pneumatic portable pump.
Number of sets: 2
consists of the following items of equipment:
2) Ensure that the valves PRC641F and PRC648F at the mixing
Water Glycol Steam Heater
 Two (2) equally sized circulating pumps (1 running,1 stand-by) tank are closed.
Maker: DongHwa Entec
about 28 m3/hour capacity 30 mlc discharge head each
Type: BEU 3) Calculate the proportion of undiluted glycol required which,
 One (1) x 110 kW electrical heater, which contains 2 heating
Capacity: 757.7 kg/h x 0.7 MPa (Steam) with water added, produces 200 litres of 45 % glycol. Open
elements: 55 kW and 55 kW. If the power needed is less than 55
30 m3/h x 0.5 MPa (Glycol water) valve PRC642F and run down strong glycol to this level as
kW only one heating element is running and if the power
Glycol water in/out temp. 75 °C / 90 °C observed on the gauge glass. Close the valve PRC642F and add
Number of sets: 2 needed is > 55 kW then the two heating elements are running.
This heater for usual operation of the ship out of the winter water to the 200 litres mark by the FW supply line.
period, only used for cofferdams 2, 3 & 4
Glycol Water Electric Heater 4) Ensure the outlet valve PRC641F is closed, and then transfer the
 Two (2) equally sized steam heaters (shell & tube type) with, at
Maker: DongHwa Entec 200 litres of glycol water into the glycol water expansion tank
Operating pressure 0.5 MPa (G) least, 360kW heating capacity each. one in service in damage
using the pneumatic transfer pump.
condition, one in spare
Glycol water in/out temp. 75 °C / 90 °C
 One (1) water + glycol mixing tank (about 200L capacity) 5) Repeat until the glycol water expansion tank is full and repeat
Temperature setting Control 90 °C, Overheating 100 °C
 One (1) glycol storage tank is built in structure (about 6000L steps 1) to 4) whenever the glycol water expansion tank level
Fluid Max. 6.3 m3/hr
capacity), falls low.
Capacity 2 x 55 kW x 440V x 60 Hz
 One (1) glycol water expansion tank (about 1000L capacity)
Number of sets: 1
 One (1) pneumatic operated expansion tank topping up pump 6) Open all the test valves/vents in the starboard passageway to

2. General Description rated at 1.0 m3/h x 1 MPa. both main and standby cofferdam heating systems.

7) Ensure that the rundown and bypass valves to the stand-by coils
There are two (2) steam heaters to heat the glycol water with service
The cargo containment system consists of four double-insulated cargo are closed and fill the main system via valves PRC660V and
tanks encased within the inner hull and is situated inline from forward to steam at 0.7 MPa. The steam flow is controlled by manipulating the
steam flow control valve in accordance with the measured outlet PRC639V until glycol water just starts to issue from the test
aft. The cargo tanks are separated from the other compartments and each valves. The No.1 glycol water circulating pump can be used to
temperature. The inlet temperature to the cofferdam and liquid dome is
other by five transverse cofferdams, which are all dry compartments. help the flow. Close each test valve in turn when purged.
controlled by manipulating a 3-way temperature control valve.
The function of the barriers is to prevent leakage, while the insulation
CAUTION 8) Check that glycol water is flowing at the flow sight glasses in
supports and transmits the loads and, also, minimizes the heat exchange
The Cofferdam Glycol Heating system is essential, ensuring that the each branch to the cofferdams. Force flow through any stagnant
between the cargo and the inner hull. The secondary barrier not only
vessel is kept structural sound in the cofferdam areas when the cargo branches by closing off return valves to the other branches as
provides a safety barrier between the two layers of insulation but also
tanks are in cold condition. With cold cargo tanks, it is of high necessary.
reduces the convection currents within the insulation.
importance to keep this system fully operative at all times. Required
tests or maintenance of this system have to be planned carefully and 9) Open the vent valves on the No.1 glycol water heater to vent air
When the barrier is damaged and leaking, the hull temperature goes
when executed, heightened attention to be given to Cofferdam from the system. Continue until no more air is vented.
down. At this time, if the temperature drops to below -40°C, it will cause
damage to the steel hull. It must thus be supplied with appropriate heat to temperature monitoring.

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 TRANSGAS POWER Cargo Operating Manual

10) Close the rundown valve PRC639V to the main coils and fill the water into the glycol water expansion tank using the Tracking: N/A
standby system via PRC660V and PRC640V until glycol water pneumatic transfer pump. Auto / manual Change from auto to interlock if output temperature
just starts to issue from the test valves. No.2 glycol water => interlock: of the glycol is too high or glycol pump fails.
circulating pump can be used to help the flow. Close each test 5) Repeat until the glycol water expansion tank is full and repeat Interlock will set output to 0 %.
valve in turn when purged. steps 1) to 4) whenever the glycol water expansion tank level Interlock Change from interlock to manual when glycol
falls low. => manual: temperature or pump failure signal returns to
11) Check that glycol water is flowing at the flow sight glasses in normal.
each branch to the cofferdams. Force flow through any stagnant 6) Open the vent valves on the No.1 and 2 glycol water heaters Auto => manual: From operator dialog box.
branches by closing off return valves to the other branches as to vent any air from the system. Manual => auto: From operator dialog box.
necessary.
TIC
5. Glycol Heating System Control Steam
Glycol
12) Open the vent valves on the No.2 glycol water heater to vent air Supply TI
Pump No.2
from the standby system. Continue until no more air is vented. If the tank insulation barrier is damaged, this can cause critically low
Steam Heater
Keep opening the expansion tank rundown valve PRC660V to temperatures for the steel hull. The glycol heating system is installed to
the standby system, leaving the expansion tank rundown valve prevent the cofferdam and liquid dome temperatures from decreasing
Electric
PRC639V open. below critical temperatures. Heater
TIC

13) Set the main system ready for operation by ensuring all The glycol system contains the following components:
TI
rundown and bypass valves between the main and standby Pump No.1
Steam Heater
systems are closed. Open the main system valves PRC639V, • Glycol Water Circulation pumps
PRC625V, and PRC605V, and inlet/outlet valves PRC623V • Glycol Water Heaters (Steam Heater)
/PRC637V on the No.1 Glycol water circulating pump. Check • Cofferdam Temperature Control System
that the heater valves PRC607V and PRC611V are open. • Tank Casing Temperature Control System Standby Main Main Standby
Return Return Supply Supply

14) Open the stand-by glycol system valves in the same way to read <Glycol Circulation and Heating>
The glycol water system is divided in a main loop and an standby loop,
them. Before starting the standby system, close the expansion the active loop can be changed by pushbuttons on the IAS mimic. 6. Electric Heater
tank rundown to the main system (PRC639V) and open the
valve to the standby system (PRC640V). The glycol water circulation pumps are configured as a Duty / Standby One set of stand-by electric glycol water heater is provided in electric motor
pair. The standby pump will start if the duty pump has low discharge room. The total capacity of heating is 110 kW that is split into two sets of 55
4. Topping up Procedure
pressure, pump failure, loose the running feedback or the temperature kW elements.
measurements goes into I/O error. In that case, the active loop will also
If the level falls in the glycol water expansion tank, it must be Each element is controlled from the local control panel or the IAS according
be switched.
replenished by a 45 % glycol water mixture. to Electric Heater Control Position that is selected on the Heater starter panel.
The pump will shut down in case the expansion tank reaches low level or In the IAS automatic or manual control mode is available by the selecting of
1) Ensure that valves PRC648V and PRC641V at the mixing ‘AUTO’ or ‘MAN’ mode on the mimic. If the operator selects ‘AUTO’
the outlet temperature reach High-High alarm limit.
tank are closed. mode when the control position is remote, the heater elements are
Glycol Water Heating System automatically turned on or off according to the output percent of the
2) Calculate the proportion of strong glycol required which, Cofferdam and Liquid Dome temperature controllers. The Operator can
with water added, produces 200 litres of 45 % glycol. manually turn on or off the heater elements when ‘MAN’ mode is selected.
Purpose: Control the temperature of the circulated glycol
3) Open valve PRC642V on the Glycol Reservoir and run down water. During ‘AUTO’ mode, if an abnormal condition occurs for the Electric
strong glycol to this level as observed on the reservoir gauge PV: Glycol water temperature. Heater, the sequence control is terminated and the control mode is changed
glass. Close this valve and add water to the mixing tank 200 SP: By operator. Adjustable. to ‘MAN’ mode and the Electric Heater elements on/off status is kept as it
litre mark by the FW supply line. OP: Output controls the steam supply valves. was.
Measurement In case of a measurement failure of the involved
4) Ensure the Glycol Water Expansion Tank outlet valve error: transmitters, the controller is set to manual and
PRC660V is closed, and transfer the 200 litres of glycol output is set to 0. An alarm is generated.

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IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 12 Part 5 Cargo Auxiliary, Ballast and Deck System
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Illustration 5.3.2a Cofferdam Glycol Heating System

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 13 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.3.2 Cofferdam Glycol Heating System The requirements for the individual casings are as follows: outlets of heater.

1. General Description Total Length of pipe 3. Steam Heated Glycol/Water Control

Plating area
Calorific for 2 Circuit
The cofferdam heating system is a semi-sealed system where the Casing tank 1 47.5 m 4000 PW 39.3 m The IAS provides one controller to control the heater outlet temperature
glycol/water mixture is contained within the system. Expansion in the Casing tank 2 47.5 m 4000 PW 39.3 m at the required temperature. This controller is used to control the heater
system is allowed for by a 1 m3 expansion tank. outlet temperature by manipulating two steam flow control valves. When
Casing tank 3 47.5 m 4000 PW 39.3 m
the glycol temperature from the heater outlet increases higher than 90 °C,
The level in the expansion tank is maintained by glycol from the glycol Casing tank 4 47.5 m 4000 PW 39.3 m
the IAS fully automatically closes the large and small steam flow control
storage tank being mixed with fresh water in the 0.2 m3 mixing tank to valves and generates an abnormal alarm.
the required glycol to water ratio of 45 %. When the system is required to If leaks are suspected, the soundings of the cofferdams will indicate into
be topped up, this mixture is fed to the expansion tank by a pneumatic which space glycol water may be leaking. Any accumulation of clean
The differential pressure between steam inlet to heater and glycol water
glycol transfer pump. water in the cofferdam areas can be pumped out using the bilge educator
circulation pump outlet pressure is monitored in the IAS. The purpose of
located in the engine room.
differential pressure monitor is to know the steam heater load, when the
The purpose of this system is to ensure that the cofferdam temperature is steam pressure is lower than the glycol water pressure many times during
kept at all times at +5 °C or above when the cargo tanks are in a cold CAUTION
being in service, operators know that the current heat requirement is very
condition. The Cofferdam Glycol Heating system is essential, ensuring that the
low and change to the electric heater from steam heater is required.
vessel is kept structural sound in the cofferdam areas when the cargo
And Freezing of the glycol water mixture must be maintained lower than tanks are in cold condition. With cold cargo tanks, it is of high
Manual Mode
-30 °C. Each cofferdam can be heated by two independent systems; one importance to keep this system fully operative at all times. Required
in service, with the other on standby. tests or maintenance of this system have to be planned carefully and
Steam inlet pressure control valve position is controlled manually by
when executed, heightened attention to be given to Cofferdam
operator on the graphic of the IAS.
The maximum heating condition is determined by the USCG operating temperature monitoring.
conditions:
Auto Mode
A temperature control 3-way valve shall be provided on each inlet line of
External air temperature -18 °C the cofferdams as follows:
Each steam heated glycol/water heater has a PID based temperature
Required Cofferdam Temp. 5 °C controller for each steam inlet pressure control valve. Steam inlet
Position Mainline Standby line Set
Seawater temperature 0 °C pressure control valve position is controlled automatically by
No.1 cofferdam PRCTV3119 PRCTV3120 Set 5 °C
Wind effects 5 knots temperature controller using temperature at steam heated glycol/water
No.2 cofferdam PRCTV3125 PRCTV3126 Set 5 °C heater outlet as process value and 90 °C as set value to the controller.
LNG on the secondary barrier -163 °C
No.3 cofferdam PRCTV3142 PRCTV3143 Set 5 °C
The requirements for the individual cofferdams are as follows: No.4 cofferdam: PRCTV3159 PRCTV3160 Set 5 °C When steam heated glycol/water heater outlet temperature high-high
No.5 cofferdam: PRCTV3176 PRCTV3177 Set 5 °C alarm occurs, the temperature controller outputs 0% opening signal and
Total Length of pipe the steam inlet pressure control valve fully closes.
Plating area No.1 tank casing PRCTV3113 PRCTV3114 Set 5 °C
Calorific for 2 Circuit
Cofferdam 1 1105.3 m2 46563 PW 593 m No.2 tank casing PRCTV3131 PRCTV3132 Set 5 °C
While heater outlet temperature high-high alarm activates, the steam inlet
Cofferdam 2 2168.3 m2 73207 PW 932 m No.3 tank casing PRCTV3148 PRCTV3149 Set 5 °C pressure control valve cannot be operated both manually and
Cofferdam 3 2166.7 m2 73169 PW 932 m No.4 tank casing PRCTV3165 PRCTV3166 Set 5 °C automatically. Operator is required to set the temperature controller back
Cofferdam 4 2166.7 m2 73169 PW 932 m to automatic mode manually after the heater outlet temperature high-high
2. Glycol/Water Outlet Temperature Control alarm recovered.
Cofferdam 5 2166.7 m2 38631 PW 492 m
Total length of heating Pipes for Cofferdams 3880 m
Glycol/water is heated by steam heated glycol/water heater or electric Differential pressure between the glycol/water inlet pressure and the
glycol/water heater. Electric glycol/water heater is provided for usual steam inlet pressure will raise an alarm if steam inlet pressure is lower
operation at small heat load of the ship. Temperature control of than glycol/water inlet pressure. This alarm is inhibited during
glycol/water is carried out by controlling glycol/water temperature at predetermined time interval from the start of glycol/water pumps.

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 TRANSGAS POWER Cargo Operating Manual

4. Control of the Heating Coils cofferdam the lowest temperature will be selected. If a sensor is giving a Tank Casing Temperature Control
measurement out of range (sensor failure), this sensor will not be selected.
There are nine (9) temperature controllers in the IAS to position the 3-way All four cargo tank casings are equipped with identical temperature
type pneumatic valve for controlling the temperature at the cofferdam and The minimum temperature is used for the temperature controller. In case the control loops. This section will describe one loop only.
tank casing. Five (5) are for the cofferdam temperature control and four (4) temperature is decreasing the controller will open the bypass valve and
are for the tank casing temperature control. increase the flow into the cofferdam loop. Purpose: Control the temperature of Cargo Tank Casing.
PV: Tank Casing temperature.
There is one main and one stand-by loop for both cofferdam and tank casing. Cofferdam Temperature Control SP: By operator. Adjustable.
OP: Output controls glycol water supply bypass valve.
The purpose of this system is to ensure that the cofferdam temperature is All five cargo tank cofferdams are equipped with identical temperature Measurement In case of a measurement failure of the involved
kept at all times at +5 °C or above, when the cargo tanks are in a cold control loops. This section will describe one loop only. error: transmitters, the controller is set to manual and
condition. Each cofferdam can be heated by two independent systems, one in output is kept steady.
service, while the other is in stand-by. In addition, the 4 tank casings are Purpose: Control the temperature of Cargo Tank Cofferdam. An alarm is generated.
heated by a separate pair of coils. The main or stand-by service selection is PV: Minimum cofferdam temperature. Tracking: N/A
done from schematic display or point detail display in the IAS. SP: By operator. Adjustable. Auto => manual: From operator dialog box.
OP: Output controls glycol water supply bypass valve. Manual => auto: From operator dialog box.
5. Pump and Valve Control Measurement In case of a measurement failure of the involved
Tank Casing
error: transmitters, the controller is set to manual and
TI
Pump Control: output is kept steady.
TI
An alarm is generated.
The glycol heater is a dual system with two (2) pumps and two (2) steam Tracking: N/A
heaters. The pump will be tripped by the low discharge pressure or the Auto => manual: From operator dialog box.
pump abnormal signal. Manual => auto: From operator dialog box.

Main Return
In case the outlet temperature reaches high-high temperature or Glycol
Standby Return
water EXP tank, the pump also will be tripped. Standby Supply TIC

Main Supply TIC

Valve Control: TIC

A control valve controls steam inlet to heater. With decreasing Main Return
temperature on the glycol water (outlet from heater), the temperature Standby Return

controller will open for more steam through the heater. Standby Supply

Main Supply

In case the outlet temperature reaches high-high temperature, the control <Tank Casing Temperature Control>
valve will be closed (forced to zero position).
7. Operating
6. Cofferdam Temperature Control TI

The system can be operated locally for initial glycol water heater warm-
The temperature in the cofferdams and tank casings are monitored and up and then remotely from the IAS.
controlled by a glycol water loop. There are two (2) loops in each Cofferdam
cofferdam one (1) for main and the other for stand-by. The glycol water circulating pumps can be started locally or remotely.
<Cofferdam Temperature Control>

The operator can select which loop to use. The loop not in use will have the Main or stand-by lines may be selected.
valve position forced to zero (0) % in the Manual mode (full bypass). For
each loop there are several individual temperature measurements. For each

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 TRANSGAS POWER Cargo Operating Manual

Local Operation Steam Glycol Water Heater 1) Prepare the valves on both circulating pumps as below.

Normally only for initial start-up. A steam heater has a steam pressure indicating controller modulating Valve Description Position
split range pressure control valves. PRC625V Main coils return isolation valve OPEN
Remote/local operation of the circulating pumps is set locally.
PRC623V No.1 circulating pump suction valve OPEN
Each steam heater glycol water outlet temperature is controlled by a
Main or stand-by glycol water supply line set locally. PRC637V No.1 circulating pump discharge valve OPEN
temperature indicating controller modulating a three-way control valve.
The control valve mixes heater glycol water with glycol water bypassing PRC639V No.1 and No.2 pump suction crossover
OPEN
Remote Operation the heater to provide the required temperature. PRC640V valves
PRC624V No.2 circulating pump suction valve OPEN
The glycol water circulating pump is started related to the heater selected. Steam pressure and glycol water outlet temperature are, also, indicated PRC638V No.2 circulating pump discharge valve OPEN
by a separate (redundant) transmitters with low pressure and high/low PRC635V No.1 and No.2 pump discharge crossover
Steam Heaters OPEN
temperature being alarmed. PRC636V valves

 Steam pressure for the glycol heater(s) is set. A separate glycol water outlet temperature switch will cause the steam 2) No.1 steam heater is being used on the main (primary) heating coils.
 The heater outlet temperature of the glycol water is set. control valves to close if the outlet temperature is high-high. Prepare the heater valves by the following table:

Cofferdam Temperatures The position of the condensate drain valve is indicated at the IAS. Glycol NOTE
water circulating pressure is indicated at the inlet of each heater and Ensure the valves from the expansion tank are open.
 Cofferdam temperature control is set for each cofferdam on the alarmed if low.
temperature indicator controller related to the supply line
Valve Description Position
selected. Differential pressure between the glycol water and the heater steam
PRC607V Steam heater inlet valve OPEN
pressure will cause an emergency shutdown of the circulating pump if
Sequence Management, Monitoring PRC611V Steam heater outlet valves OPEN
steam pressure is lower than the water pressure. This will also cause the
steam controller to close the steam supply valve. Discharge valve to the main heating
PRC605V OPEN
Main and Stand-by Supply Lines coils
Steam heater inlet steam pressure to be established before the circulating PRC660V Expansion tank drop valve OPEN
Each supply line has a dedicated circulating pump. The pumps may be pump can be started.
started locally or from the IAS. The selection of remote or local control is 3) In the passageway, open the normal glycol water supply and return
local to the pump starter. Glycol water pump discharge pressure is An alarm is raised if the open position of all cofferdam temperature valves to each set of cofferdam heating coils. No.1 cofferdam is
indicated and alarmed if low. This will cause the pump to stop after the control valves is less than 20 %. An alarm is also raised if the open listed below as an example:
starting period has passed. Glycol water return line temperature is position of one or more cofferdam temperature control valves is greater
indicated and alarmed if low. than 90 %. Valve Description Position
No.1 cofferdam main coil temperature
Cofferdams PRCTV3119 AUTO
Glycol water outlet temperature is indicated at the IAS with high and low control valve
temperatures alarmed. A glycol water outlet temperature switch provides PRC153V No.1 cofferdam main coil inlet and
In each cofferdam, the selected supply line temperature control valve is a high-high temperature alarm and trip function for all heater elements. OPEN
PRC159V outlet valves
modulated to maintain an average temperature of the related bulkheads.
PRC135V No.1 cofferdam main coil bypass valve OPEN
The other supply line valve is maintained closed. 8. Operation Procedure for Heating Coils
No.1 cofferdam stand-by line coil
PRCTV3120 AUTO
temperature control valve
The temperature controllers may be set to automatic or manually In normal operating conditions, the No.1 glycol circulating pump will
PRC154V No.1 cofferdam stand-by line coil inlet
operated from the IAS. operate on heating the main coil while the No.2 circulating pump will be OPEN
PRC160V and outlet valves
switched to stand-by, also operating on the main coil. The standby pump will
No.1 cofferdam stand-by line coil
The position of the supply line of each temperature control valve is then start automatically if the duty pump has a low discharge pressure, pump PRC136V OPEN
bypass valve
indicated and the low average temperature of each cofferdam is alarmed. failure, or loss of running signal.

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 TRANSGAS POWER Cargo Operating Manual

In the cargo control room via the IAS:

1) Select the glycol water system display screen.

2) Select the No.1 glycol water circulating pump and the glycol water
heater as the master operating on the primary coils and the No.2
glycol water circulating pump as the standby unit.

3) Open the condensate drains from the steam heater. Slowly open the
steam inlet valve to the control valve for the steam heater.

Valve Description Position

VCNTV3765 No.1 & 2 Steam heater control valves AUTO
VCN601V Steam heater inlet valve OPEN
VCN615V Steam heater outlet valve OPEN
VCN667V Condensate drain inlet and outlet
OPEN
VCN614V valves
VCN616V Condensate outlet bypass valve CLOSED

4) Start circulating pump No.1, either locally or on the IAS display

screen, and check the system for leaks.

5) Bleed the system and remove any air from the heating coils.

6) Monitor the cofferdam temperatures and adjust as necessary.

The stand-by heating coils can be prepared for operation in the same way so
that they are ready for immediate use should the need arise.

NOTE
The electric heater can be used on either the main or standby systems by
operating the crossover valves on the supply and discharge side of the
heater.

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IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 18 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.4a Auxiliary Fresh Water Cooling System

PI
TI
6B
8562 SDH739V SDH731V
Oil TI SDH733
Cooler 6A

SDH741V
No.3 Low Duty
Compressor PI
SDH735V
8567 SDH43V

Motor
Cooler SDH737V

SDH745V

SHD722V
SHD721V
F

PI SHD723V SHD
TI 8561 SDH04V SDH02V 724V
6B

Oil TI SDH706
Cooler 6A
LAL LS Fresh Water
5611 5611 LG
Expansion Tank 9011
SDH708V SHD787V
No.2 Low Duty
Compressor PI
SDH710V SHD788V
8566 SDH12V

Motor LC
Cooler SDH714V

SDH716V SHD632V SHD

634V No.2 Vacuum
Pumps

PI
TI 8560 SDH703V SDH701V
6B

SHD636V Oil Cooler

Oil TI SDH705V
Cooler 6A

SHD638V
SDH707V
No.1 Low Duty
Compressor PI
8565 SDH711V SDH709V
SHD
SHD631V No.1 Vacuum
Motor 633V
Cooler SDH713V Pumps

SDH715V
SHD635V Oil Cooler
PI
TI 8564 SDH606V SDH604V
6B
SHD637V
Oil TI SDH608V
Cooler 6A

SDH610V
Lead to
No.2 High Duty PI Bilge Well
Compressor PI
SHD622V
8552
8569 SHD624V
SHD618V
Motor CLG11B
Cooler SHD626V TAL After Heater / Cooler
SHD613V Lead to 3702
Bilge Well PI
8553 TI
3702
SHD628V
Gas SHD601V SHD619V TT
3702
Exchanger
TI
PI
8563 SHD605V SHD603V Drain
6B Cooler
Oil SHD607V
Lead to
TI PI
Cooler 6A
SHD602V 8551
Bilge Well

SHD616V
SHD609V CLG11A
No.1 High Duty TAL After Heater / Cooler
Compressor PI 3702
8568 SHD623V SHD621V TI
3701
Motor SHD617V TT
Cooler SHD625V 3701

SHD627V

Trunk Deck SHD641V

From Cargo Cooling
FW Pump
SHD642V
To Cargo Cooling
FW Pump
SHD655V SHD656V
Key To be Located
To Cargo Cooling Outside Gas
FW System Outside Deck Fresh Water Line
Hazardous Area

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 19 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.4 Auxiliary FW Cooling System If the following conditions are met, the IAS activates the stand-by logic 7) Stop the running pump and ensure that the standby pump cuts in.
control function:
1. Specification 8) Return the pumps to their original running condition of one
 Control position of each pump is set to Remote. pump running and the other on standby.
Cargo Cooling S.W. Pump  The stand-by control mode is set to AUTO on the schematic
NOTE
Maker: Shinko Ind. Ltd. display.
All valves are in open positions except the valves marked NC or LC. All
Model: SVS250M
equipment can be isolated (stopped) by closing valves.
Capacity: 550 m3/h x 0.25 MPa The FW cooling system is used to serve the following equipment:
Motor output & speed: 55 kW x 1,800 min-1
 2 x High Duty compressors & moter coolers
Number of sets: 2
 3 x Low Duty compressors & moter coolers
Cargo Machinery CFW Pump  1 x Drain cooler for Gas Exchanger.
Maker: Shinko Ind. Ltd.  3 x LD Compressor after Heater/cooler
Model: SVS300M
 2 x Vacuum Pumps
Number of sets: 2
Rated output: 300 m3/h x 0.45 MPa
Motor output & Speed: 132 kW x 1800 rpm 3. Operating Procedures

2. General Description One cargo machinery cooling FW pump and one cargo machinery
cooling FW cooler are normally required to meet the system cooling
The cooling water system for cargo equipment systems consists of two capacity. Before the operation, confirm that the central freshwater
sea water centrifugal pumps, which supply sea water to the two plate cooling system is fully charged with water and operating properly. Also,
coolers which cool the fresh water circulated by two fresh water confirm that the top-up supply from the freshwater hydrophore system is
centrifugal pumps around the cargo equipment in a closed loop. available and that the expansion tank is at the correct level.

The sea water pumps are located on the engine room floor take their
To operate the cargo machinery FW cooling system, proceed as follows:
suction from the main sea water crossover and then through the plate
coolers, also on the engine room floor, and overboard. 1) Ensure that all drains and vents are shut and that the expansion
tank outlet valve to the de-aerator is open. Check the level in the
The cargo machine cooling fresh water system is provided by two cargo
expansion tank.
machinery cooling fresh water (FW) pumps, each rated at 300 m3/h x
0.45 MPa. The pumps and FW coolers are located in the engine room but 2) Open the FW cooler inlet and outlet valves of the cooler to be
the expansion tank is located in the electric motor room. placed in use.

NOTE 3) Open the inlet and outlet valves on both auxiliary cooling FW
This fresh water expansion tank is installed at the highest point possible pumps.
at least higher than N2 cooler unit for the compander.
4) Open the valves on the respective system to be cooled i.e. HD
The cargo machinery cooling FW pumps are usually arranged in a compressor LD compressor and freshwater expansion tank, gas
duty/stand-by configuration. The stand-by pump will start should the exchanger drain cooler and vacuum pumps, recycling cooler,
duty pump fail to maintain pressure in the system. intercooler, after heater/cooler, etc. Check for leaks.

Each pump can be started locally or remotely. For the remote control of 5) Select one of the cargo machinery cooling FW pumps on local
each pump, the pump control position should be set to remote on the control and start the pump. Check that the system pressures are
motor starter panel. Also, if the control position is not in remote position, normal.
the stand-by logic cannot be activated on the IAS.
6) Select the other pump on stand-by.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 20 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.5.1a Ballast System

QAA916A QAA904V
Steam Condensate
QAA918V QAA844V M QAA906V QAA902V EQ24
TI

QAA920V QAA908V EQ25 EQ08

Pre-Heater HS

TI

IT
QAA956A
Instrument Air EQ07-2#

QAA912V
Instrument
QAA910V QAA960A
Key
IP
Air

QAA944V
QAA886V
QAA942V Junction Box
QAA934V
PV PI
Fresh Water Line
P

QAA892V QAA968V
Electrolyzer
Sea Water Line
QAA850V M P
QAA840V Degas Un it ODU-2 Steam Line
Fresh Water Instrument Air QAA966V
QAA962A

QAA980V

QAA982V
QAA976V

Filter M PD A
QAA947V QAA2536V
Fresh Water
Drain to Bilge Tank P QAA864V P P
QAA974V Overboard
PT QAA2532V
P P Drain to Bilge Tank Form Sea Chest (P) 4608
QAA814V

818V 820V
QAA972V PI
PV PI 4606
QAA838V QAA816V
QAA938V
H QAA870V
QAA936V No.2 Ballast Stripping

QAA2570V
H
Educator
QAA2538V

P
QAA2552V
QAA810V
P PI PAH
PI
4602
4605 4604
4605
QAA808V

QAA2534V
QAA2570V PT
4617 PI PI

P
FT FI 4605
4604 4604
4605
QAA812V

QAA924V
QAA927V 6712 6712

QAA2540V
QAA923V
PI PT MC
4619 4619

P
QAA928V P PV

H H

QAA2573V QAA913V < PIC PT QAA2571V

4614 4611 4611

QAA826V
DPIC
QAA2560V

QAA2542V
4614
QAA831V

QAA825V
MC H
P

P
PI PT PI
P PV QAA2545V PT
PI PI
4614 4614
QAA832V 4616
4605 4616
4605
H P QAA922V

Fresh Water

QAA859V
QAA2557V QAA835V No.3 Ballast Pump QAA2548V
<
4613
PIC
4610
PT
4610
C

QAA824V
DPIC
Inert Gas
4614
Cooling System QAA829V MC

QAA823V
PI PT
P PV
AFT 4613 4613
QAA830V
Peak Tank
H
P

QAA846V
H

QAA2556V QAA834V No.2 Ballast Pump QAA2547V QAA978V

QAA2541V
H ANU
B

P
QAA2544V QAA979V
< PIC PT
4612 4611
4609 4611
4609
QAA2559V

QAA857V
QAA822V
Drain to Bilge Tank
QAA2565V

DPIC
D
P

4612
B QAA827V MC
P

QAA821V
PI PT
P PV
4612
4614 4612 QAA921V
QAA828V P
H
PT
PI PI
PI
4615
4605 4615
4605
QAA2555V QAA833V No.1 Ballast Pump QAA2546V
PT H
4618

QAA926V
QAA2543V
QAA930V MC

QAA925V
PI PT
P PV

QAA969V
4620
4614 4620 QAA920V PT

QAA2535V
H H
FT FI
4607

P
6711 6711 PAH
PI

QAA819V
QAA2574V QAA932V QAA2572V 4603
4605

P
H

QAA817V
QAA2553V QAA841V PI PI
QAA2569V

4605
4603 4603
4605
Instrument Air QAA813V
H

QAA849V QAA961A PI
H
H
4605
4601
QAA2537V No.1 Ballast Stripping
Educator
QAA2552V QAA837V
Fresh Water
Filter M
PD PV PI QAA869V QAA813V
PI

QAA977V
P 4605
QAA815V
Form Sea Chest (S)

P P
QAA847V
EQ24

QAA973V QAA937V
QAA843V

EQ25 EQ08 HS

EQ07-1# QAA956A
Instrument Air P P
QAA948V Instrument
Air
QAA943V

QAA959A QAA886V QAA2535V QAA2531V

QAA941V
Junction Box
PV PI
QAA858V QAA891V

QAA981V

QAA983V
P
Electrolyzer
QAA933V QAA969V
M A
QAA911V

P
IP QAA909V Degas Un it ODU-1
QAA966V

Pre-Heater
IT

Fresh Water
IT

QAA863V
QAA919V TI
QAA907V
QAA915A M
QAA904V QAA975V
Steam Condensate
QAA917V QAA913V QAA906V QAA902V Drain to Bilge Tank

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 21 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.5.1b Ballast System (Hull Tanks)

Key
Fresh Water Line
Sea Water Line
Steam Line

In Back-up In Back-up In Back-up In Back-up In Back-up

LI LAHH LI LAHH LI LAHH LI LAHH LI LAHH

5512 I I 5532 5510 I I 5530 5508 I I 5528 5506 I I 5526 5504 I I 5524 In Back-up
H HH H HH H HH H HH H HH
Stop Pumps Stop Pumps Stop Pumps Stop Pumps Stop Pumps
I I I I I LI LAHH
LT L LS LT L LS LT L LS LT L LS LT L LS 5502 I I 5522
5512 5532 5510 5530 5508 5528 5506 5526 5504 5524 H HH
Stop Pumps
I
LT L LS
5502 5522
QAA2522V
H

No.4 WBT (P) No.3 WBT (P) No.2 WBT (P)

No.1 WBT (P)

FWD WBT (P)

QAA2514V
QAA2520V

QAA2516V

QAA2512V
QAA2518V

QAA2510V

QAA2508V

QAA2506V

QAA2502V
H

H
H

H
C

QAA2500V

H
D

QAA2509V
QAA2511V

QAA2507V
QAA2519V

QAA2517V

QAA2513V

QAA2505V

QAA2501V
QAA2515V

H
H

H
H

FWD WBT (S)

No.1 WBT (S)

2521V

No.4 WBT (S) No.3 WBT (S) No.2 WBT (S)

H

AFT WBT (S) LS

5521
LT
5501 I L
LT LS LT LS LT LS LT LS LT L LS Stop Pumps
L L L L
5511 I 5531 5509 I 5529 5507 I 5527 5505 I 5525 5503 I 5523 LAHH
Stop Pumps
H HH
Stop Pumps Stop Pumps Stop Pumps Stop Pumps I 5521
LI I
H HH H HH H HH H HH H HH
I I I I I 5501
LI I LAHH LI I LAHH LI I LAHH LI I LAHH LI I LAHH In Back-up
5511 5531 5509 5529 5507 5527 5505 5525 5503 5523

In Back-up In Back-up In Back-up In Back-up In Back-up

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 22 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.5 Ballast and Ballast Water Management System  Two (2) Fore water ballast tanks (port and starboard) 3. Ballast Pump Start Interlock & Trip
 Two (2) Engine room water ballast tanks (port and starboard)
5.5.1 Ballast System Ballast Pump Start Interlock
 One (1) AFT peak water ballast tank

1. Specification Any of the conditions listed below will interlock start of the ballast pump.
Ballast Pumps
Ballast pump  Analogue value represents the limit value for the condition
Maker: Shinko Ind. Ltd The three (3) electric ballast pumps are mounted in the engine room. These description.
Model: GVD500-3MEJ pumps take their suction from the seawater mainline or ballast tanks. They  Digital value represents the logic state for the condition
Type: Motor driven, vertical, Centrifugal also take their discharge line to the overboard or the ballast tank through the description.
Rating: 2500 m3/h x 0.38 MPa ballast mainline.
Number of sets: 2 Module Module Condition
When ballasting, water is pumped via a sea crossover from the starboard or Tag Description Value
Motor output & Speed: 400 kW / 1,200 rpm terminal type description
port sea chest through the discharge valves and sent to the ballast mainline.
BP1Suction BP1 Suctionline Suction
When de-ballasting, water is taken from the ballast mainline and sent Y1 Logic 1
Regas Ballast Pump Line check Line-up OK
Maker: Shinko Ind. Ltd overboard via the over-board valve.
Compare Discharge
Model: SVS250M 801XV2555_ Circ_ Feedback Valve not
Normally, pump 1 is used for ballasting starboard side and pump 3 is used PLC 1
Type: Motor driven, vertical, centrifugal Fedbk reached against setp between
Rating: 600 m3/h x 0.32 MPa for ballasting port side. However, pump 1 and pump 3 can cross over to both
(db ca 3%) 15-25%
Number of sets: 2 port and starboard. Pump 2 can be used for either port or starboard side
Ballast Pump1 IGG
Motor output & Speed: 75 kW X 1,200 rpm ballast operation. BP1_IGG Out Main_d 1
for IGG selected
BP2Suction BP2 Suctionline Suction
Ballast Stripping Educator Two (2) regas ballast pumps can be used for either port or starboard side Y1 Logic 1
Line check Line-up OK
Maker: Ellehammer A/S ballast operation.
Compare Discharge
Rating: 350 m3/h x 0.35 MPa 801XV2556_ Circ_ Feedback Valve not
Number of sets: 2 Ballast Stripping Eductor PLC 1
Fedbk reached against setp between
(db ca 3%) 15-25%
2. General Description The ballast system is fitted with two educators for stripping the ballast tanks.
Ballast Pump2 IGG
Ballast tank stripping is done by starting the ballast pump, opening the water BP2_IGG Out Main_d 1
for IGG selected
The ballast spaces beneath and around the outboard side of the cargo ballast strip educator discharge valve, and corresponding valves for the
BP3Suction BP3 Suctionline Suction
tanks are utilised as ballast tanks to optimise draft, trim, and list during actual tank. The starboard educator is fed by ballast pump No.1 or No.2. The Y1 Logic 1
Line check Line-up OK
the various load conditions of the vessel. port educator is fed by ballast pump No.2 or No.3.
Compare Discharge
801XV2557_ Circ_ Feedback Valve not
The ballast spaces are divided into eight (8) tanks, which are port and Ballast Valves PLC 1
Fedbk reached against setp between
starboard under each of four (4) cargo tanks. There are also two (2) fore-
(db ca 3%) 15-25%
water ballast tanks (one port and one starboard), and two (2) small ballast All valves in the ballast system are butterfly valves that are hydraulically
Ballast Pump3 IGG
tanks in the engine room (the port and starboard E/R water ballast tanks) operated. Each ballast tank has one hydraulically operated fill/suction BP3_IGG Out Main_d 1
for IGG selected
used to give fine list control to the vessel. There is one (1) AFT peak butterfly valve of the intermediate position type, except for the engine
tank for normally holding greywater but when required, the AFT peak room. For the engine room and aft peak water ballast tank fill/suction
Ballast Pump Trip
water ballast tank can also be used to carry ballast. valve are hydraulic on/off control The pump discharge and suction
valves are throttle type.
Any of the conditions listed below will shut down the ballast pump.
Ballast Tanks
 Analogue value represents the limit value for the condition
 Eight (8) Main water ballast tanks (4 port and 4 starboard) description.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 23 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

 Digital value represents the logic state for the condition Module Module Condition Ballast Pump and Discharge Valve Controller Logic
Tag Description Value
description. terminal type description
BP 3
801-PIC- Suction PT, Flow rate
Module Module Condition meas_av SUCTION discharge estimation
Tag Description Value 4611 pressure LL
terminal type description PRESS
BP 1 BP 3 Discharge PT, Ps,c Valve Opening
801-TIAH- Winding 801-DPIC- suction estimation Adjust
ProMeas meas_av WINDING-U 135℃ ProMeas meas_av DISCHARG pressure
3215 Temp. U HH 4614
TEMP E PRESS HH
NPSH,r Ballast Pump
BP 1 BP1 Suction estimation Discharge Valve

801-TIAH- Winding BP1Suctio

ProMeas meas_av WINDING-V 135℃ Y1 Logic Suctionline Line-up 1
3216 Temp. V HH nLine
TEMP check interrupted
BP 1 Winding BP2 Suction Ps,t
estimation
Pump Trip
801-TIAH- BP2Suctio
ProMeas meas_av WINDING- Temp. W 135℃ Y1 Logic Suctionline Line-up 1
3217 nLine
W TEMP HH Check interrupted Ballast Pump

BP 2 BP3 Suction Flow vs NPSHr

,NPSHc , and
801-TIAH- Winding BP3Suctio NPSHt
ProMeas meas_av WINDING-U 135℃ Y1 Logic Suctionline Line-up 1 Graph

3218 Temp. U HH nLine

TEMP check interrupted Field IAS Field

BP 2 Table #1 Flow rate

801-TIAH- Winding
ProMeas meas_av WINDING-V 135℃ 4. Ballast Pump Flow Control Sr.No. Flow rate Total Head
3219 Temp. V HH
TEMP m3 mH2O
BP 2 Winding During automatic operation of ballast pump and the associated 1 0 53
801-TIAH-
ProMeas meas_av WINDING- Temp. W 135℃ equipment, the flow controller will throttle the discharge valve to 2 250 52
3220
W TEMP HH maintain suitable flow. 3 500 51
BP 3 4 750 50
801-TIAH- Winding
ProMeas meas_av WINDING-U 135℃ A minimum suction pressure controller is implemented to avoid pump 5 1000 48.95
3221 Temp. U HH
TEMP cavitation. This controller will decrease the output, e.g., reduce the 6 1250 47
BP 3 discharge valve position. The reduction of discharge valve position 7 1500 45.7
801-TIAH- Winding should increase the suction pressure. The flow rate is calculated by using
ProMeas meas_av WINDING-V 135℃ 8 1750 43.95
3222 Temp. V HH the DP across the pump and the flow curve from the pump maker.
TEMP 9 2000 42
BP 3 Winding 10 2250 40
801-TIAH- 11 2500 38
ProMeas meas_av WINDING- Temp. W 135℃
3223
W TEMP HH
BP 1 Table #2 Net positive Suction Head (NPSHr)
801-PIC- Suction Sr.No. Flow rate NPSHr Remark
ProMeas meas_av SUCTION
4609 pressure LL m3 mH2O
PRESS
BP 1 Discharge 1 0 1.7
801-DPIC- 2 1500 1.95
ProMeas meas_av DISCHARG pressure
4612 3 1750 2.1
E PRESS HH
BP 2
4 2000 2.25
801-PIC- Suction 5 2250 2.46
ProMeas meas_av SUCTION
4610 pressure LL 6 2500 2.55
PRESS
<Ballast Pump Flow Control Table #1 and Table # 2>
BP 2 Discharge
801-DPIC-
ProMeas meas_av DISCHARG pressure
4613
E PRESS HH

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 24 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

The pump discharge valve step controller can also be used for manual monitoring. Operator can start/stop BWTS on IAS when received BWTS Ballast Stripping
operations. In order to be able to activate this function, the valve needs to ready signal. Ballast pump running status and related valve open/close
be at 40% opening for 60 seconds. When this permissive is met, the signal will send from IAS to BWTS. An ESD signal will send to BWTS The water driven eductors QAA5A/QAA5B ensure the ballast tank
indication “Valve Controller Ready” will change to green on the “Ballast from IAS by software button. stripping.
Pump Control” mimic. The pump discharge valve can then be put to auto
mode. 7. Manual Ballast Control The operator chooses, through IAS, which tanks must be stripped by
opening the valve through the associated mimic.
5. Tank Level Handling In manual mode the operator can start/stop pumps and open/close valves
to ballast and de-ballast the ballast tanks. Pump valves network must be manually lined up.
The tank level sensors are wired to the IAS which displays the ballast
tank contents on the ballast mimic. Inert Gas Generator SW Supply The water driven ejectors QAA5A is fed by ballast pumps QAA1A or
QAA1B.
The level sensor inputs are also sent to the load calculator via a serial line
The ballast pumps can be selected used for Inert Gas Generator SW The water driven ejectors QAA5B is fed by ballast pumps QAA1B or
from the IAS. The tank volume is calculated by the load calculator and
supply. QAA1C.
sent to the IAS via the same serial line. If the serial line fails, an alarm is
activated, and the volume displayed in the mimic is then taken from the
Inert Gas and Ballast duties are managed simultaneously: Ballast tank stripping is a manual operation.
respective tank modules internal sounding table.
First operator must ensure that manual inert gas valve (INR1V) has been
locally opened and selected Inert Gas Feeding mode on the mimic 8. Automatic Ballast Control
Automatic ballast operations can be run regardless of the serial line status.
overlay.
Automatic mode is selected by the operator from the Ballast mimic. Port and
In addition to the ballast tank level, a secondary value can be displayed.
Only QAA1B could be selected for inert gas feeding in this case. starboard ballast operations run independently.
The secondary value can be selected by the operator on the ballast
system mimic.
Inert Gas duty only: At a time only ballasting(fill) or deballasting(empty) is allowed, Ballasting
First the operator must ensure that the manual inert gas valve supply or deballasting is selected by button on the mimic.
Selectable measurements:
(INR1V) has been locally opened. The operator chooses anyone of the
ballast pump for inert gas in this case. In automatic mode, the operator selects the tank to be ballasted, and activates
Operator input value Unit the FILL or EMPTY button on the respective tank. Corresponding line
1 Level (m) Inert Gas Generator SW Supply Interlock valves will automatically be opened and the pump started.
2 Ullage (m U)
3 Volume (m³) Any of the conditions listed below will interlock start of the ballast pump The operator can set the desired water level (m), volume (m3), volume
use for Inert Gas Generator sea water supply. percent (percentage filling) or weight if the tank is not to be completely
4 Volume (%)
filled or emptied. When the desired tank content is reached, the
5 Weight (t) corresponding tank valve will be closed, the stop sequence will be activated
<Ballast Tank Level Measurements Secondary Value>  Analogue value represents the limit value for the condition
if this is no other tanks in operation, otherwise the ballast pump and the other
description.
valves will be kept running and open.
The related ballast water density is being manually entered by the  Digital value represents the logic state for the condition
description. The operator can push the terminate button on the ballast mimic to
operator on the ballast mimic. The value will be common for all the
ballast tanks. automatically stop the pump and close valves.
Module Module Condition
Tag Description Value Prior to starting an automatic ballast operation, the operator sets alarm limits
When the ballast system is in manual and no automatic sequence is terminal type description
active, the operator can suppress the ballast tank level alarms. Ballast for the estimated trim and heel deviation from even keel. An audible alarm is
set ballast System in generated if the limits are exceeded during the operation.
BallAuto Out Logic Auto Ballast 1
auto
6. Ballast Water Treatment System Mode
Ballast Before an automatic ballast sequence can be started, the following start
set FSRU
FSRUAuto Out Logic System in 1
The Ballast Water Treatment System is interfaced to the IAS for auto FSRU Mode permissions must be set:

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 25 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

 Pump(s) selected Module Module Condition Ballast Fill Sequence (Port)

Tag Description Value
 Selected Pumps are available terminal type description
 Selected Pumps not in IGG mode Port side
Port side No Ballast
PSAutoInt ballast order from tank
 Sea Chest Valves Opened Y1 digicalc auto ballast
pumps 1
Calc interlock
 Not in FSRU mode selected Ballast Pump3 Ballast Pump2
Port side Selected Selected
Port side Check which
PSAutoInt digicalc_ Selected BP selected?
The tank throttle valves are controlled by the tank module for opening and Y2 auto ballast 1
dh pump not
Calc interlock Open BP3 SUCT. Open BP2 SUCT.
closing. The tank valve position is checked by the pump start sequence to available VV2545 VV2544
Port side Port side
ensure that one or several tank valves are opened before the pump starts PSAutoInt digicalc_ Open BP2 Dis VV
Y3 auto ballast Sea chest 1 2556V To Min Sp
dh
against the main ballast line. Calc interlock closed Open BP3 Dis VV
Open PS Disch VV2560
STBD side 2557V To Min Sp
STBD side
SBAutoInt No ballast
The pump discharge valve is limited to less than 20 % open until the active Y1 digicalc auto ballast 1
pumps
Calc interlock Yes No
tank valve or the sum of the active tank valves is greater than 90 % open. selected BWTS2
STBD side Selected ?
The set point is then increased. STBD side
SBAutoInt digicalc_ Selected
Y2 auto ballast 1
dh pump not Close PS Filter Bypass
Calc interlock VV2554
Close PS Filter Inlet
available VV2570
The operator can terminate an automatic ballast operation at any time by Close PS Filter Outlet
STBD side STBD side
pushing one of the terminate buttons on the Ballast mimic. A terminate SBAutoInt digicalc_ VV2552
Y3 auto ballast Sea chest 1 Open PS Filter Inlet
dh
action stops any sequence that is running and activates a stop sequence to Calc interlock closed VV2570

stop ballast pump and close all tank and line valves. set FSRU FSRU Mode
FSRUAuto Out Logic on 1 Open PS Filter Outlet Open PS Filter Bypass
auto VV2552 VV2554

 Terminate Port Closes port tank valves and starts the stop
sequence. Ballast/De-ballast Operation Flowchart Open PS ejector
bypass VV2536
 Terminate Starboard Closes stbd tank valves and starts the stop
Balla st op era tio n D e-ba llast
Open PS Discharge
sequence. initate d by
op erator
op eration in itia te d
by op era tor VV2532

Each tank has Ballast Pump3 Ballast Pump2

Duty selection for pump is carried out by the operator, from the Ballast Set th e w ante d vo lume this processing S et th e w ante d vo lume
Selected Selected
or level or w eig ht or level or w eig ht
respectivelly Check which
mimic. When pump no. 2 is selected, for example as port duty pump, it BP selected?
will be automatically deselected if pump no. 3 is selected. The same P re ss “ Fill” P re ss “ Empty ”
Start Ballast Pump No.3 Start Ballast Pump No.2
applies to starboard duty selection of pump no. 2 and 1.
Yes

When pumps no. 2 is selected for one side the button for the other side *Othe r t an ks
Yes
Open PS ISO
active *Othe r t an ks Overboard VV2540
active
will be disabled The operator selects which pump to be used for IGG
from the Ballast or IGG mimic. Pump duty selection is inhibited when an Open The tank valve
Initiate ”fill seq .”
automatic ballast operation or FSRU operation is in progress. Initiate ” em pty seq.”

Close PS Discharge
VV2532 Close PS
Automatic Ballast Control Start Interlock TK level
ejector bypass VV2536
TK level No
No <=
>=
targe t leve l targe t leve l
Ballast Pump3 Ballast Pump2
Any of the conditions listed below will interlock start of automatic Selected Selected
Check which
ballast control. BP selected
Yes *Othe r t an ks Yes *Othe r t an ks
active active Open 2557 to Max Open 2556 to Max

 Analogue value represents the limit value for the condition

description. Initiate ”sto p seq.”
A ctivate “ pu mp sto p Ballasting
seq.”
 Digital value represents the logic state for the condition
description. C lose TK su c./fill v alves
End Seq..
C lose TK su c./fill valves *Othe r tan ks using
this p ump

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 26 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Ballast Fill Sequence (STBD) Ballast Empty Sequence (Port) Ballast Empty Sequence (STBD)

Ballast Ballast Ballast

order from tank order from tank order from tank

Ballast Pump1 Ballast Pump2 Ballast Pump3 Ballast Pump2 Ballast Pump1 Ballast Pump2
Selected Selected Selected Selected Selected Selected
Check which Check which Check which
BP selected? BP selected? BP selected?

Open BP1 SUCT. Open BP2 SUCT. Open BP3 SUCT. Open BP2 SUCT. Open BP1 SUCT. Open BP2 SUCT.
VV2543 VV2544 VV2545 VV2544 VV2543 VV2544
Open BP2 Dis VV Open BP2 Dis VV Open BP2 Dis VV
2556V To Min Sp 2556V To Min Sp 2556V To Min Sp
Open BP1 Dis VV Open BP3 Dis VV Open BP1 Dis VV
Open SB Disch VV2559 Open PS Disch VV2560 Open SB Disch VV2559
2555V To Min Sp 2557V To Min Sp 2555V To Min Sp

Yes No Yes No Yes No

BWTS1 BWTS2 BWTS1
Selected ? Selected ? Selected ?

Close SB Filter Bypass Close SB Filter Bypass

VV2553 Close SB Filter Inlet Close PS Filter Bypass Close PS Filter Inlet VV2553 Close SB Filter Inlet
VV2569 VV2554 VV2570 VV2569
Close SB Filter Outlet Close PS Filter Outlet Close SB Filter Outlet
VV2551 VV2552 VV2551
Open SB Filter Inlet Open SB Filter Inlet
VV2569 Open PS Filter Inlet VV2569
VV2570

Open SB Filter Outlet Open SB Filter Bypass Open SB Filter Outlet Open SB Filter Bypass
VV2551 VV2553 Open PS Filter Outlet Open PS Filter Bypass VV2551 VV2553
VV2552 VV2554

Open SB ejector Open SB ejector

bypass VV2535 Open PS ejector bypass VV2535
bypass VV2536

Open SB Discharge Open SB Discharge

VV2531 Open PS Discharge VV2531
VV2532

Ballast Pump1 Ballast Pump2 Ballast Pump3 Ballast Pump2 Ballast Pump1 Ballast Pump2
Selected Check which Selected Selected Selected Selected Check which Selected
BP selected? Check which BP selected?
BP selected?

Start Ballast Pump No.1 Start Ballast Pump No.2 Start Ballast Pump No.1 Start Ballast Pump No.2
Start Ballast Pump No.3 Start Ballast Pump No.2

Open SB ISO Open SB VV2541，

Overboard VV2539 Open VV2542， VV2547
VV2547

Open The tank valve Open The tank valve

Open The tank valve

Close SB Discharge Ballast Pump1 Ballast Pump2

VV2531 Ballast Pump3 Ballast Pump2 Check which
Close SB ejector
Selected Selected
Selected Selected BP selected?
bypass VV2535 Check which
BP selected
Close Pump1 Suction Close Pump2 Suction
Ballast Pump1 Ballast Pump2 Close Pump3 Suction Close Pump2 Suction VV2543 VV2544
VV2545 VV2544
Selected Check which Selected
BP selected?

Open 2557 to Max Open 2556 to Max Open 2555 to Max Open 2556 to Max
Open 2555 to Max Open 2556 to Max

Ballasting DeBallasting DeBallasting

End Seq.. End Seq.. End Seq..

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 27 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Ballast Pump Stop Sequence Flowchart 9. Regasification (FSRU) Mode FSRU Auto Start Sequence

Stop sequence can be initiated by the operator activating Terminate, Two aux ballast pumps (QAA1D and QAA1E) realize the ballast Port STBD
Terminate PS/Terminate SB push button in ballast mimic. function for stabilizing the draft of the vessel. The operator selects the
Start sequ en ce in itia ted Start sequ en ce in itia ted
cargo tank which needs to do FSRU compensation by press the software
Stop sequence will be automatically activated if any of the steps in the button on the mimic. Two aux ballast pumps automatically start based on
pump ballast/de-ballast sequence fails to perform its action within a the operator selection and the cargo tank, related ballast tanks volumes.
Op en VV 25 71 Op en VV 25 72
predefined time.
When the regas tank volume(%)+ the associated ballast volume(%)<85%,
Ballasting Sto p Sequen ce Deballasting Stop Sequence Op en VV 25 74
start aux ballast pumps. When the regas tank volume(%)+ the associated Op en VV 25 73

ballast tank volume(%)=100%, stop aux ballast pumps.

Op en BW TS In let,Ou tle t o r Op en BW TS In let,Ou tle t o r
bypa ss valve ba se d on if bypa ss valve ba se d on if
Activate Stop Seq. Activate Stop Se q. FSRU Auto Ballast Operator Flowchart BWT S is ena ble d BWT S is ena ble d

Op erator Se lect Th e
C arg o Ta nk for Op en VV 25 36 Op en VV 2535
comp ensa tio n

Stop Ballast Pump Stop Balla st Pump

Op en VV 25 32 Op en VV 2531
R ega s Ta nk
Volu me(% )+Asso cia te d Balla st
Ta nk Vo lume (% )<85 %

Close all tank valve s C lose all tank valve s Start Aux Ba llast Pu mp2 Start Aux Ba llast Pu mp1

Initiate the FSR U Start

Seq ue nce Op en VV 25 40 Op en VV 25 39
C lose main pipe suction
C lose BP suction valve
valve
Op en Ba llast Ta nk Va lve s Op en Ba llast Ta nk Va lve s

TK Volum e
C lose BP discharge Close BP discharge No
=
C lose VV 25 32 C lose VV 2531
valve valve 10 0%

C lose VV 25 36 C lose VV 2535

Close BWTS inlet,outlet Close BWTS inlet,ou tlet Yes
Or bypass va lve s or bypass va lve s
C lose th e ba llast tan ks
valves
End Se qu ence End Se qu ence

Close PP inlet ISOL OB C lose ejctor b ypass

valve valve

Yes Othe r
comp ensa tio n
Close overbo ard va lve active ？
End
No

END Initiate FSR U sto p sequ en ce

End Se qu ence

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 28 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

FSRU Auto Ballast Stop Sequence

Stop sequence can be initiated by the operator by deselecting all the

cargo tank compensation.

Stop sequence will be automatically activated if any of the steps in the

pump ballast/de-ballast sequence fails to perform its action within a
predefined time.

Port STBD

Stop seq uen ce initiated Stop seq uen ce initiated

Stop Aux Ballast Pu mp2 Stop Aux Ballast Pu mp1

C lose Tan k valves C lose ta nk va lve s

C lose VV25 40 C lose VV25 39

C lose BWTS inle t， ou tle t o r C lose BWTS inle t， ou tle t o r

bypa ss valves bypa ss valves

C lose VV25 73 C lose VV25 74

C lose VV25 71 C lose VV25 72

End Se qu ence End Se qu ence

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 29 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.5.2a Ballast Water Treatment System

QAA916A QAA904V
Steam Condensate
QAA918V QAA844V M QAA906V QAA902V EQ24
TI

QAA920V QAA908V EQ25 EQ08

Pre-Heater HS

TI

IT
QAA956A
Instrument Air EQ07-2#

QAA912V
Instrument
QAA910V QAA960A
Key
IP
Air

QAA944V
QAA886V
QAA942V Junction Box
QAA934V
PV PI
Fresh Water Line
P

QAA892V QAA968V
Elect rolyzer
Sea Water Line
QAA850V M P
QAA840V Degas Un it ODU-2 Steam Line
Fresh Water Instrument Air QAA966V
QAA962A

QAA980V

QAA982V
QAA976V

Filter M PD A
QAA947V QAA2536V
Fresh Water
Drain to Bilge Tank P QAA864V P P
QAA974V Overboard
PT QAA2532V
P P Drain to Bilge Tank Form Sea Chest (P) 4608
QAA814V

818V 820V
QAA972V PI
PV PI 4606
QAA838V QAA816V
QAA938V
H QAA870V
QAA936V No.2 Ballast Stripping

QAA2570V
H
Educator
QAA2538V

P
QAA2552V
QAA810V
P PI PAH
PI
4602
4605 4604
4605
QAA808V

QAA2534V
QAA2570V PT
4617 PI PI

P
FT FI 4605
4604 4604
4605
QAA812V

QAA924V
QAA927V 6712 6712

QAA2540V
QAA923V
PI PT MC
4619 4619

P
QAA928V P PV
H H

QAA2573V QAA913V < PIC PT QAA2571V

4614 4611 4611

QAA826V
DPIC
QAA2560V

QAA2542V
4614
QAA831V

QAA825V
MC H
P

P
PI PT PI
P PV QAA2545V PT
PI PI
4614 4614
QAA832V 4616
4605 4616
4605
H P QAA922V

Fresh Water

QAA859V
QAA2557V QAA835V No.3 Ballast Pump QAA2548V
<
4613
PIC
4610
PT
4610
C

QAA824V
DPIC
Inert Gas
4614
Cooling System QAA829V MC

QAA823V
PI PT
P PV
AFT H
4613 4613
QAA830V
Peak Tank P

QAA846V
H

QAA2556V QAA834V No.2 Ballast Pump QAA2547V QAA978V

QAA2541V
H ANU
B

P
QAA2544V QAA979V
< PIC PT
4612 4611
4609 4611
4609
QAA2559V

QAA857V
QAA822V
Drain to Bilge Tank
QAA2565V

DPIC
D
P

4612
B QAA827V MC
P

QAA821V
PI PT
P PV
4612
4614 4612 QAA921V
QAA828V P
H
PT
PI PI
PI
4615
4605 4615
4605
QAA2555V QAA833V No.1 Ballast Pump QAA2546V
PT H
4618

QAA926V
QAA2543V
QAA930V MC

QAA925V
PI PT
P PV

QAA969V
4620
4614 4620
QAA920V PT

QAA2535V
FT FI
H H
4607

P
6711 6711 PAH
PI

QAA819V
QAA2574V QAA932V QAA2572V 4603
4605

P
H

QAA817V
QAA2553V QAA841V PI PI
QAA2569V

4605
4603 4603
4605
Instrument Air QAA813V
H

QAA849V QAA961A PI
H
H
4605
4601
QAA2537V No.1 Ballast Stripping
Educator
QAA2552V QAA837V
Fresh Water
Filter M
PD PV PI QAA869V QAA813V
PI

QAA977V
P 4605
QAA815V
Form Sea Chest (S)

P P
QAA847V
EQ24

QAA973V QAA937V
QAA843V

EQ25 EQ08 HS

EQ07-1# QAA956A
Instrument Air P P
QAA948V Instrument
Air
QAA943V

QAA959A QAA886V QAA2535V QAA2531V

QAA941V
Junction Box
PV PI
QAA858V QAA891V

QAA981V

QAA983V
P
Electrolyzer
QAA933V QAA969V
M A
QAA911V

P
IP QAA909V Degas Un it ODU-1
QAA966V

Pre-Heater
IT

Fresh Water
IT

QAA863V
QAA919V TI
QAA907V
QAA915A M
QAA904V QAA975V
Steam Condensate
QAA917V QAA913V QAA906V QAA902V Drain to Bilge Tank

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 30 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.5.2 Ballast Water Treatment System The electrolytic unit (EDU-01/02) takes seawater from the main pipe filtered
by AFU, which has 50 µm screen. The electrolytic unit extracts about
1. Specification (18~36) m3/h seawater to electrolyzer and generates oxidant (sodium
hypochlorite) and by-product hydrogen. The electrolyzed water contains
Maker: Sunrui Marine Environment Engineering sodium hypochlorite solution is injected back into the main ballast pipe. The
Model: BalClor BWMS BC-2500 biocide reacts in the pipe with both inorganic and organic species in the
Capacity: 2 x 2,500 m3/h ballast water to provide effective disinfection. The hydrogen is separated by
Humidity range: 0 ~ 95 % the cyclone, and then the hydrogen is diluted with air using a blower to a
Air condition: salt air (ocean atmosphere) safe level before it is released overboard.
Environment temp: 0 ~ 55 °C
Seawater temp: 0 ~ 35 °C Automatic Neutralization Unit (ANU)
Power supply: 440V x 60 Hz x 3 Ph

2. General Description

The treatment includes ballasting and deballasting. BWTS technology

applies a combination of filtration, disinfection and neutralization process. And they would not work during the deballasting process. During the filters
BWTS treats ballast water on board through filtration followed by were working, Sea water enters the filter inlet and passes through a stainless
disinfection with oxidant produced by an electrolytic process during steel screen. As the water went through the screen, solids and dirt particles
ballasting, and neutralization at deballasting. from a layer on the screen could improve the filtration efficiency of the filter.
The build-up or layer causes a small pressure differential across the screen.
When ballasting, filtration is finished by an automatic back-flushing filter, The differential is constantly monitored by a pressure differential (PD)
which removes large plankton and solid particles from ballast water. During switch. Once the pressure differential reaches a preset value, the controller
the disinfection process, a side stream of seawater flows through an activates a flush cycle.
electrolytic unit (EDU) to produce oxidant (sodium hypochlorite), which will
be injected back into the main ballast pipe and then into the ballast tanks to Electrolytic Unit (EDU-01/02)
kill the residual planktons, pathogens, larva or spores. Automatic neutralization unit (ANU) is used to neutralizing residual chlorite
in the treated ballast water during the deballasting process. The amount of
When deballasting, sodium thiosulfate solution is added into the treated neutralizer is controlled and adjusted according to the amount of flow of the
ballast water to neutralize the residual oxidants. The neutralization process ballast water in the main pipe and the TRO concentration in the ballast water
will be always running prior to discharge to ensure that no unacceptable risk measured by the first TRO analyzer.Na2S2O3 solution is used as the
is posed to the de-ballasting-water-receiving environment. neutralizer. NaCl and Na2SO4 produced in the neutralization reaction are
common in sea water; they will not result in marine pollution.
3. Main Equipment
Oxidant Dosing Units (ODU-01/02)
BWTS consists of AFU, EDU, ANU, TRO monitoring system, flow
measuring system and control system etc. Oxidant dosing units (ODU-01/02) were installed on the outlet of EDU.
They were used to pump the oxidant solution back to the main pipe. ODU
Automatic Back Flushing Filter (AFU-01/02) would be only working during the ballasting process together with EDU.
ODU was controlled by PLC automatically. The pipes used for ODU were
Automatic back-flushing filters (AFU-01/02) were the main equipment of anti-corrosion of NaClO solution. Also, the pipes and valves used between
BWMS. They were installed on the main ballast pipe. The filters would be EDU and injecting point (on the main pipe) should be PE coating or rubber-
only working during ballasting process. lined for anti-corrosion of oxidant solution.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 31 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

TRO Sampling Units (TSU-01 ~ 05) simultaneously transmits concentration signal to PLC in the control cabinet The Rectifier (EQ07)
and reme control panel. After compared with the preset signal, PLC transfers
TRO sampling units (TSU-01~05) were used for supplying sufficient the result signal to the rectifier. On the basis of the received signal, the The rectifier (EQ07) is a type of high-frequency switch rectifying power
seawater to TRO analyzers. Five sets of units were used on this vessel and rectifier will regulate the output current to control the amount of Sodium supply to convert AC into DC and provide DC power for the whole BWMS.
arranged near each sampling point. One pneumatic pump was used for taking Hypochlorite generated by the electrolytic cell to maintain TRO The rectifier is mainly composed of power modules, monitors and frames.
un-analyzed seawater and delivery to the TRO analyzer. concentration. Each power module works separately at average current in parallel operation.

These units would be used during the ballasting & de-ballasting process. In de-ballasting, the control system will calculate the neutralizer dosage
automatically in accordance with the TRO level and flow rate.
TRO Drainage Units (TDU-01/02)
Sludge Pump (EQ02)
TRO drainage units (TDU-01/02) were used for pumping the drainage to the
ballasting main pipe. One pipe of compressed air should be supplied to this The sludge pump (EQ02) only works during the ballasting process. The
unit. During the working process of TRO, an amount of 24L/h drainage sludge pump is arranged on the back-flushing pipe of the filters and starts
would be accumulated in the TRO drainage buffer tank. TDU would start running when the filter’s back-flushing process.
running after the liquid level reached a high value. And stop running when
the liquid level reached a low value. The outlet of the sludge pump is to overboard. And the controlling of the
sludge pump is automatically by PLC of BWMS.
TRO Analyzer (TRO-01/02)
Booster Pumps (EQ04-01/02)

Booster pumps (EQ04-01/02) are used for supplying seawater to EDU and
only works during ballasting process. The booster pump is arranged on the
inlet pipe of EDU and works together with EDU. And the controlling of
booster pump is automatically by PLC of BWMS.
Control Cabinet (EQ08)
Heat Exchanger (EQ37-01/02)

TRO analyzer is an economical and low maintenance instrument for ballast

water to analyze total residual chlorine of the main pipe by use of the DPD
chemical colourimetric method. The reagents consist of two bottles. One Heat exchangers (EQ37-01/02) are used for rising seawater temperature
bottle has a buffer to control the pH, and the second has an indicator that before into EDU and only works during the ballasting process. The heat
contains DPD, which produces colour for chromogenic reaction. A green exchanger is arranged on the pipe between the EDU and the booster pump. A
LED provides the 515 nm source lamp, and the colourimeter compares pipe of steam should be supplied to the heat exchanger. Two thermometers
chroma of sample water with reference standards to obtain measurement are installed on heat exchangers for testing the temperature of the seawater
results. inlet and outlet. One thermometer is installed for the steam inlet.

In ballasting, the TRO analyzer measures the TRO concentration of ballast

water after fully mixed with sodium hypochlorite solution and

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 32 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

The system control cabinet (EQ08) is the control center of the BalClor® 4. System Description TRO Monitoring System
BWMS with steady performance and facilitating operation. The control
cabinet is composed of the cabinet, PLC, touch screen, intermediate Main equipment of BalClor® BWTS includes AFU, EDU, ANU, TRO TRO Monitoring system is used in ballast water to analyze total residual
relays, terminals, and contactor, etc. The remote control function of the monitoring system, flow measuring system, control system etc. In this chlorine of the main pipe by use of DPD chemical colorimetric method.
system is realized by the remote control box. The control cabinet supplies chapter, the main principle and function of equipment will be described. The reagents consist of two bottles. One bottle has a buffer solution to
AC power for meters and electric valves. The PLC in the cabinet controls control the PH; the second bottle has an indicator containing DPD, which
the rectifiers, electrolyzers, and electric valves to realize the electrolysis Automatic Back-Flushing Filter Unit produces colour for chromogenic reaction. A green LED provides the 515
and neutralization process. And all the operation can be conducted on the nm source lamp, and colorimeter compares chroma of sample water with
touch screen. The ballast filter is an automatic back-flushing filter; its flushing is done reference standards to obtain measurement results.
without interrupting operation and with a minimal pressure drop. The
Motor Control Cabinet (EQ25) filter has a 50 micron screen, which can effectively remove planktons During ballasting, TRO monitoring system measures TRO concentration
and solid particles whose size exceeds 50 micron. The automatic back- of ballast water after fully mixed with sodium hypochlorite solution and
flushing filter can continue to work even if the back-flushing process is simultaneously transmits concentration signal to PLC in the control
running. The back-flushing process has little influence on the pressure cabinet and remote control panel. After being compared with the preset
loss. signal, PLC transfers result signal to rectifier. On the basis of received
signal, rectifier will regulate output current to control amount of Sodium
When the differential pressure of the filter screen or the working time Hypochlorite generated by electrolytic cell to maintain TRO
achieves the setting value, the system will automatically start the self- concentration.
cleaning cycle, and then the dirty water will be drained.
During de-ballasting, TRO monitoring system sucks a tiny amount of
Electrolytic Disinfection Unit ballast water to detect the TRO level. And then the control system will
calculate neutralizer dosage automatically in accordance with TRO level
The electrolytic unit takes a stream of seawater to electrolyzer and and flow rate.
generates oxidant (sodium hypochlorite) and by-products. The
electrolyzed water containing sodium hypochlorite solution is injected TRO sensor has got strict requirements for inlet water and several sets of
back into the main ballast pipe. The biocide reacts in the pipe with both “TSU” (TRO sampling unit) were used for supplying sufficient flow rate
inorganic and organic species in the ballast water to provide effective and pressure to TRO. At the same time, 2 sets of TDU (TRO drainage
disinfection. unit) were used for the drainage of TRO.

The hydrogen, as the by-product, is separated by the cyclone, and then Flow Measuring System
the hydrogen is diluted with air by a blower to a safe level before it is
released overboard. Flow measuring system uses an electromagnetic flow meter to measure
the flow volume of ballast water. The electromagnetic measuring system
Automatic Neutralization Unit consists of one transmitter and one sensor.
The motor control cabinet (EQ25) is composed of the cabinet, PLC;
intermediate relays, terminals, motor breakers, and contactor, etc. The
Automatic neutralization unit is used to neutralizing residual chlorite in The measurement system is based on Faraday law on electromagnetic
control cabinet controls and supplies AC power for sludge pump-EQ02,
the treated ballast water during the deballasting process. The amount of induction; the flow of the seawater can be measured by voltage caused of
booster pump-EQ04, dosing pump-EQ14 and motors in the system.
neutralizer is controlled and adjusted according to the amount of flow of circulation of the water between the two internal electrodes.
the ballast water in the main pipe and the TRO concentration in the
Remote Control Panel (EQ24)
ballast water measured by the related TRO analyzer. During the ballasting process, the control system calculates the chlorine
production according to TRO concentration level and flow volume. And
The remote control panel (EQ24) is used to realize the remote control
Na2S2O3 solution is used as the neutralizer reagent. NaCl and Na2SO4 during the deballasting process, the dosing amount of sodium
function of the BalClor® BWMS. The remote control panel is composed
produced in the neutralization reaction are common in sea water; they thiosulphate is also determined by the two factors: TRO concentration
of the cabinet, PLC, and touch screen etc. The operating personnel can
will not result in marine pollution. level and flow volume.
through the remote operation panel control BalClor® BWMS.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 33 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual
Vent J/B
5. Operations solution should be prepared before dosing according to the Rectifier

Seawater Line
following procedures: Oxidant Dosing Pipe
J/B WP21

HV205
Vent Line J/B
HS21
Initial Startup Check Air Line TT21
Cable Line HV202

a) Drain the rest neutralizing solution in the tank.

MO MO
J/B J/B Electrolyzer 05A 05B
Before starting the BalClor® BWMS, take a few minutes to verify that b) Switch off the ANU power, open the tank lid and add about Blower Blower

Cyclone
Electrolyzer
J/B PT21
all components of the BWMS were intact. 290 kg sodium thiosulphate crystals (Hypo) into the tank. Electrolyzer
J/B

HV204
PV201

HV205
CM21
J/B CS21 J/B
HV201
Instrument Air
c) Add some fresh water into the tank and observe the water Sea Water FT21
Buffer LS21 HV206
Tank To Ballast Main Pipe
Inspect the unit to ensure all components are as they were originally level of the level meter, and stop adding fresh water when HV207

HV203
Drain

supplied. the water level reaches half the total height. Turn on the Flusing inlet
Flusing Outlet
ANU power and start the mixer to stir the solution. Drain

NOTE d) Turn off the mixer and cut off the ANU power after 30 <Initial Startup Check for EDU>
Inspect the reagents volume and validity in TRO analyzer. Please minutes’ blending, add fresh water to the 1150 mm and then
ANU Control Box
Power Supply
replace the buffer and indicator timely when needed. close the lid. Reconnect the power to switch on the mixer for To EQ-08 Vent Line
0.2~0.3 MPa SV301B
another 20 minutes. ~1m3/h
Fresh Water MO
11
Initial Startup Check for Ballasting Process HV306A
10 PI
02B
10 LS MO
XX L

HV301B

HV302B
NOTE HV303B
09B
M
10 LS 10 I
NOTE • The neutralizer solution will be only valid for one month Neutralizing Tank
Volume : 0.5 m 3
31 XX
Metering
BV301B EV307B
To Stripping Pipe

HV306B SV301A
Pump
Components including FT01/02, AFU01/02, EQ02, EQ04, EDU, ODU, after preparation. HV304 HV305 10 PI
02A
Y Type MO

HV301A

HV302A
TSU, TR01/02 and control system would be involved in the ballasting • The blender can be only operated locally at EQ23. Strainer
HV303A
09A
M
To Ballast Main Pipe
treatment process. Metering
BV301A EV307A

Pump

① Check the volume and validity of reagent of TRO

1) Inspect and tighten all loose terminals and cables in DC Rectifier analyzers before treatment. Drain

circuit. ② Verify the following valves are positioned according to <Initial Startup Check for ANU>
drawing below.
2) Ensure control cabinet is CLOSED before energizing unit. Ballasting Process Operation
2) Deballasting Process for WBT
3) Before starting the pump, check that: BalClor ® ballast water management system is designed based on human
• the shaft rotates freely without jarring sounds. Valves of pipe lines marked in green and red colour should be operation, it has two operation manners including local control and
• the pump casing and the suction line are filled with liquid. opened before deballasting process starts, and keep open until remote control. Local control model is operation by control system
• -Start the pump for a moment to check the direction of de-ballasting process finishes. control cabinet, the operation manner is used to equipment debugging
rotation. If the direction is correct (i.e. in the direction of the and overhauling. Remote control model is operating the system by
arrow), the pump may be started. NOTE controlling HMI, the HMI is on the wall of the cargo control room, and
• The TRO analyzers(TR01,TR02) drain water collected in the simple operation can control the system.
4) Verify relative valves are in correct O/C status according to the TRO drain tank shall be injected back to the main ballast line
colourful line which involved in the treatment process as bellow. by TDU or neutralized with sodium thiosulphate before The remote control is used to operating the system in normal conditions.
discharged overboard by TDU.
Initial Startup Check for Deballasting Process • Do not operate the valves of ANU after commissioning unless NOTE
maintenance of ANU is needed. And all the manual valves in Make sure the pipe is current, and the valve of EDU is on the right
NOTE ANU shall be switched to the original position after status before the system is running!
Components including ANU and TR01/02 would be involved in the maintenance.
deballasting treatment process. Check the quantity of the neutralization reagent and make sure the
reagent is in the using date (three months after dispense). Make sure the
1) Inspect liquid level of neutralizing tank to ensure there is TRO reagent is sufficient and available!
sufficient neutralizer before deballasting. The neutralizing

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 34 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Local Control of Ballasting Process The below picture is the interface of ballasting of No.1 BWT system.

1) Starting of Ballasting Process

Connect the power source of system control cabinet and enter the
interface after 10 seconds as followed.

<Blower Mode Control Interface>

c) Click or return ballasting process control interface

d) A Click the to choose the different ballast mode according

to the ship working condition.
Button area Description Button area Description
To information page
To ‘de-ballast’
of ‘rectifier’
page
To ‘home page’ To M-6
To information page To ‘ballast to
a) Click the button “AUTO” on the screen to inter automatic of ‘Alarm’ No.1/2 system’
running model. page
Start system Stop system
NOTE To ‘blower mode
To ‘ballast’ page
choose’ page
The system has two languages. Click the button on the screen Operation
Indication Close
to change language, If the system in automatic running model. presentation
for valves
N/A

Open
Stop
Detail
indication EQxx Running
A
<Ballast Mode Choose Interface>

b) Click the button to choose the control model of Blowers.

(the default model is Auto Control). e) After confirm the ballast mode, click the button to
start the system.
The sludge pump will start according to the differential pressure of
the AFU.
Crew can check the EDU and AFU parameters by click the “EDU
detail” and “AFU detail”.

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 TRANSGAS POWER Cargo Operating Manual

Click the button on the screen to enter alarm control interface. In addition, crew can click the , to check the equipment
code , system P&ID and control logic diagram.

<EDU01 Running Parameters>

Click the button “ACKNOWLEDGE” to eliminate the alarm sound. Pull the <Equipment Code List>
reset button for 5 seconds when the system alarms, and the alarm will stop.

The main alarm prompts as follows,

<AFU01 Running Parameters>

NOTE
The control system could detect the system automatically , the detecting
information include of whether power system is normal, whether power
supply of AFU and H2/Cl2 detector is normal, whether communication
of TRO, blower, flowmeter is normal, whether electric valve of EDU is
open. The information of system will be displayed on the screen as
“information bar”. As the system has independent logic control process
<Ballast Water System P&ID>
and interlock with the subproject, the screen will display the alarm
signal and happen time on “ALARM” control interface if abnormal
condition appears. The system will stop automatically until the faults is
overcome. The operator can operator the BWMS when the screen
display the information of “EDU ALREADY”.

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 TRANSGAS POWER Cargo Operating Manual

Remote Control of Ballasting Process

Control the ballasting process remotely by operating the HMI of remote

Control cabinet. Make sure the pipe is unimpeded and the power source is
adequate.

1) Starting of Ballasting Process

Adjust the “LOCAL/REMOTE” switch to “REMOTE” position on the local

cabinet before the system starts. Open HMI and inter the operating interface.

<Ballast Sequence> <EDU02+AFU02 Ballasting Process Control Interface>

The buttons on the below of the screen are “SET”, “RECORD”, “ALARM”,
“BALLASTEDU/01”, “BALLAST EDU/02”, “DEBALLAST ANU” and
“PID”.
<Local/Remote Control Switch on EQ08>
Set TRO on the screen (normal 7.5 ppm), the top and bottle of the screen are
display EDU control systems.

Click “START” button could operate the system automatically and the
operating data will display on the screen.

2) Stopping of Ballasting Process

Click the button “STOP” and shutoff the ballast pump to stop the system
after the ballasting process is over.

NOTE
Do not shutoff the power source after the system stop.
<Deballast Sequence>

De-Ballasting Process Operation

2) Stopping of Ballasting Process

NOTE
Click the button “STOP” and shutoff the ballast pump could stop the
<EDU01+AFU01 Ballasting Process Control Interface> Make sure the neutralization chemical in the neutralization tank is
system after the ballasting process is over.
sufficient and available. Make sure the TRO reagent is sufficient and
available.
NOTE
Please do not shutoff the power source after stop the system.

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 TRANSGAS POWER Cargo Operating Manual

Local Control of Deballasting Process a) Choose the deballast way then click the different buttons of 2) Stopping of De-ballasting Process
“START” to control the neutralization unit.
1) Starting of De-ballasting Process Click the button “STOP” to stop the system after the deballasting process.
At the start of de-ballast process, BalClor® BWMS put the Open the door of rectifier and shutoff the power source.
Open the system control cabin switch and adjust the “LOCAL/REMOTE” neutralization reagent sufficiently to the main pipe and inject
switch to “LOCAL” position, the display as followed. adequate reagent according to TRO. Remote Control of De-ballasting Process

The TRO analysis near the outlet of ballast water detect the TRO. If 1) Starting of De-ballasting Process
the TRO value is higher than the given value, the control panel will
display alarm signal. The seaman should shutoff the ballast pump Adjust the “LOCAL/REMOTE” switch to “REMOTE” position before the
after receive the alarm signal. system starts. Open HMI and inter the operating interface.

b) Click the button to choose the de-ballasting mode.

Enter automatic control interface by clicking “AUTO”, click the button

“DEBAL” to enter the interface of deballasting.

<Deballast Automatic Control Interface>

<Deballast Mode Choose>

Inject the neutralization reagent to B.W.T or APT as needed by clicking

“START” buttons.

2) Stopping of Deballasting Process

Stop the neutralization process by clicking “STOP” buttons and shutoff the
ballast pump as needed.

Data Recording

According to IMO requirement, the data of ballasting and de-ballasting

process need to be recorded for inspection.

<Deballast Automatic Control Interface>

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 TRANSGAS POWER Cargo Operating Manual

Click the button to check the data of equipment running. Emergency shutdown alarm and procedure

There is an emergency shutdown button fitted both on the system control

cabinet (EQ08) and remote control box (EQ24), as shown in the below photo.
Pressing this button will shutdown the operation of the system in case of
emergency and will trigger a emergency shutdown alarm which will be
automatically recorded in the alarm event log.

<Calibration Records of Instruments>

<Runing Parameters of Equipment> Alarm

By-pass alarm and procedure

Click the button to check the operation records.

There is a by-pass for the system or gravity filling of ballast tank, when the
by-pass valve is opened or any other situation of ballast water filling or <Emergency shutdown button>
discharge without treatment, the system will shut down with audible and
visual alarm, and by-pass operation will be recorded automatically into
historical data when by-pass operation is activated.

When the by-pass is activated, the system is completely separated from the
ballast system of ship; the crew may implements the suitable emergency
over –rides functions which protect ship and crew in emergency situations.
In the state of by-pass, the operation of the system (BWTS) should be shut
down, and the ballast water will be operated in the pipeline of the ballast
system of ship without treatment.

NOTE
The bypass of the system is strictly prohibited in normal treatment process
unless in case of emergency .The bypass of BalClor BWMS will trigger
immediate shutdown of the system and bypass operation will be
<Operation Records of System>
automatically recorded in the alarm event log.

Click the button to check the calibration records

of instruments.

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 TRANSGAS POWER Cargo Operating Manual

Illustration 5.5.2b Flow Chart of Ballast Operation

BalClor BWMS Crew Operation BalClor BWMS Crew Operation

Note Note
Balclor BWMS Ballast System Balclor BWMS
Ballast Mode Begin Begin This Operation Complete and Ballast Mode Begin This Operation Complete and
Checked by Crew as Operation Checked by Crew as Operation
Card and Manual Card and Manual

IAS Start Ballast

Ballast Pipeline & No Stop EDU at HMI or IAS
Open & Close Valve Crew Check Valve
Valve Ready?
Press “Stop” Button
on “Ball” Screen of
Yes Remote Panel
Wait IAS Ballast Pump
Run
Air Supply No
Open Air Pipe Valve Crew Check Air Supply No Crew Stop Ballast
Ready? Ballast Pump Stop?
Pump

Yes
Yes

Booster Pump Stop,Dosing Pump Stop,

Power Supply No
Switch Power On Crew Check Power Supply EDU Inlet/Outlet Valve Close,
Ready?
AFU Power Off, Tro Stop, IAS BWMS Stop
AFU Outlet Vlavleds Close,
Blower Delay Stop
Yes

Mode:1 Mode:2 Crew Check Valve

All Valve to Normal Crew Manual Close Air
Choose EQ04 Choose from Crew Choose “Seawater Position Pump and TRO Valve
from APT AFU Outlet Mode” and Check Vlave

Symbol List
Fill Fresh Water in ADU and
EDU as Manual, If Long Input
Choose No.1#/2# Ballast Pump for BWTS01 Time Out of Using
of 2/3# Ballast Pump for BWTS02 Output
Process
Begin/End
Ballast Pump to BWT or APT Ballast Stop
Decision

Display
IAS Start Ballast
Start BWMS at HMI or IAS

Press “Start” Button

on “Ball” Screen of
Remote Panel
AFU Outlet Valves Half Open, EDU
Inlet/Outlet Vlave Open, Blower Run,AFU Power ON

Wait IAS Ballast Pump

Run
Ballast Pump No
Crew Start B.P or G.S.P
Run?

Yes

Booster Pump Run,Dosing Pump Run,

IAS BWMS Run
Rectifer Run, TRO Run, AFU Outlet Valves
Abjusting

System Have Yes

Alarm?

No
IAS BWMS Alarm

Record BWMS Running

Date Alarm Content
Check the Valve and Pipe of Tro
Alarm Content Alarm Function Adjust Valve, Keep 34~36 m3/h
Tro-Error Sound and Light First, Stop Ballast Pump
Wait EDU Flow Alarm, System Still Run Then Check the Manual
and Solve Alarm
EDU-Flow-Low
Wind-Pressure-Low Check Manual and Solve Alarm
Sound and Light
EDU-PSU-Low
Alarm,Stop Machine
EDU-Pressure-High-High
Filter-Bypass
Others-Alarm Check Manual

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 40 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.5.2c Flow Chart of De-Ballast

BalClor BWMS Crew Operation BalClor BWMS Crew Operation

Note Note
Balclor BWMS DeBallast System Balclor BWMS
DeBallast Mode Begin Begin This Operation Complete and DeBallast Mode Stop This Operation Complete and
Checked by Crew as Operation Checked by Crew as Operation
Card and Manual Card and Manual

IAS Stop DeBallast

DeBallast Pipeline & No Stop BWMS at HMI or IAS
Open & Close Valve Crew Check Valve
Valve Ready?
Press “Stop” Button
on “DeBall” Screen of
Yes Remote Panel
Wait IAS Ballast Pump
Stop
Air Supply No
Open Air Pipe Valve Crew Check Air Supply Ballast Pump No Crew Stop Ballast
Ready?
Stop or Eductor

Yes Yes

Metering Pump Stop, ANU Valve Manual

Power Supply No IAS MWMS Stop
Switch Power On Crew Check Power Supply Close, Tro Stop, Air Pump Stop
Ready?

Crew Check Vlave

Crew Manual Close Air
All Valve to Normal
Pump and TRO Valve
Position
ANU Tank No Crew Manual Open Air
Make or Add New Solution Pump and TRO Valve
Solution Ok?
Symbol List
Ballast Stop
Input
Output
Mode:0 Mode:1
Process
Choose BWT Choose APT Crew Manual Open Air Pump Begin/End
DeBallast DeBallast and TRO Valve
Decision

Display

Choose No.1#/2# Ballast Pump for BWTS01

or 2/3# Ballast Pump for BWTS02

IAS Start DeBallast

Start BWMS at HMI or IAS

Press “Start” Button

on “DeBall” Screen of
Remote Panel
ANU Valve Manual Open

Wait IAS Ballast Pump

Run
Ballast Pump No
Crew Start Ballast Pump
Run?

Yes

Start No.1#/2#/3# Ballast Pump or

Eductor

Metering Pump Run,TRO Run IAS BWMS Run

System Have Yes

Alarm?
Crew Operation
No Check the Valve and Pipe of Tro
IAS BWMS Alarm Add New Solution
Record BWMS Check Manual and Solve Alarm
Running Date

Alarm Content Alarm Function

Tro-Error Sound and Light
ANU_Tank_Level_Low Alarm, System Still Run
Others-Alarm Check Manual

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 41 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.5.3a Remote Sounding and Draught Gauging System (1/2)

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 42 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.5.3 Remote Level and Draught Indicating System Illustration 5.5.3b Remote Sounding and Draught Gauging System (2/2)

1. Specification

Maker : HONEYWELL
Transmitter: CT801 SI -B electro-pneumatic type level transmitter
 Output signal: 4-20 mA
 Power supply: 12 to 28 Vdc
 Range: 0 to 4000 mbar
 Accuracy: ±0.3% FS at 20°C
 Operating temperature: -35°C +70°C
 Bubbling flow: 10l/h (automatic regulator)

2. General Description

The Level Transmitter CT801 Series is designed for measuring the level of all types of liquid products in all kinds
of tanks such as ballast tanks, service tanks,…, from the hydrostatic pressure of an air-flow bubbling through a
pipe that reaches the bottom of the tank. This pressure is transmitted to an electronic conditioner, including a
pressure sensor, providing an electrical analogue output signal.

The CT801-LB/S provides an electric current from 4 to 20 mA in the 24 Vdc typical power supply loop. Two
wires are necessary for the CT801-LB/S connection to the monitoring system.

The CT801 is fitted with a differential pressure sensor, so even if installed on a pressurised tank, the output signal
is a direct function of the liquid height. H1 H2(mm) H3 IAS
Item Tank Name Density Product
(mm) Overpressure (mm) (mmWC)

The CT801 is fitted with the following mechanical interface, for the best adaptation to all installation conditions: 8 NO.3 W.B.TK (PS) 26434 27250 60 30000 1.025 SEA WATER
9 NO.4 W.B.TK (SB) 26434 27250 60 30000 1.025 SEA WATER
 Suffix B : flange PN16 DN50 10 NO.4 W.B.TK (PS) 26434 27250 60 30000 1.025 SEA WATER
 Suffix R : female threaded coupling 1" BSP, with optional bracket 11 ER W.B.TK (SB) 15378 16138 60 20000 1.025 SEA WATER
 Suffix R1/4 : female threaded coupling 1/4" BSP, with optional bracket 12 ER W.B.TK (PS) 15378 16138 60 20000 1.025 SEA WATER
13 AFTER PEAK TANK 6991 12825 60 15000 1.025 SEA WATER
3. Tank Table NO.1 MDO/MGO STORE.
14 6436 22753 60 10000 0.9 DO & GO
TK
H1 H2(mm) H3 IAS NO.2 MDO/MGO STORE.
Item Tank Name Density Product 15 8485 16304 60 15000 0.9 DO & GO
(mm) Overpressure (mm) (mmWC) TK
1 FORE W.B.TK (SB) 21086 27350 60 30000 1.025 SEA WATER NO.3 MDO/MGO STORE.
16 5280 16304 60 10000 0.9 DO & GO
2 FORE W.B.TK (PS) 21086 27350 60 30000 1.025 SEA WATER TK
3 NO.1 W.B.TK (SB) 26434 27250 60 30000 1.025 SEA WATER 17 NO.1 MDO/MGO SERV. TK 4085 27124 60 10000 0.9 DO & GO
4 NO.1 W.B.TK (PS) 26434 27250 60 30000 1.025 SEA WATER 18 NO.2 MDO/MGO SERV. TK 4085 27124 60 10000 0.9 DO & GO
5 NO.2 W.B.TK (SB) 26434 27250 60 30000 1.025 SEA WATER NO.1 HFO SETTTLING
19 3205 26244 60 10000 0.99 HFO
6 NO.2 W.B.TK (PS) 26434 27250 60 30000 1.025 SEA WATER TANK
7 NO.3 W.B.TK (SB) 26434 27250 60 30000 1.025 SEA WATER NO.2 HFO SETTTLING
20 3205 26244 60 10000 0.99 HFO
TANK

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 TRANSGAS POWER Cargo Operating Manual

H1 H2(mm) H3 IAS 4. Operation

Item Tank Name Density Product
(mm) Overpressure (mm) (mmWC)
21 NO.1 HFO SERVICE TANK 3205 26244 60 10000 0.99 HFO The bubbling flow of air from the CT801 is driven by a bubbling line to the bottom of the tank, at a level which is
22 NO.2 HFO SERVICE TANK 3205 26244 60 10000 0.99 HFO considered as the reference level, in order to meet the hydrostatic pressure of the liquid in the tank at that location.
FORE HFO STOREGE In the case of a pressurised tank, the pressure over the liquid surface is connected to the low pressure inlet of the
23 18096 24385 60 30000 0.99 HFO
TANK(P) CT801. So, the electric output signal of the CT801 transmitter is the direct function of the hydrostatic pressure of
FORE HFO STOREGE the liquid itself at the outlet of the bubbling line.
24 18096 24385 60 30000 0.99 HFO
TANK(S)
25 NO.1 MGE LO SUMP. TANK 1000 33410 60 2000 0.85 LUB OIL
26 NO.2 MGE LO SUMP. TANK 1000 33410 60 2000 0.85 LUB OIL
27 NO.3 MGE LO SUMP. TANK 1000 33410 60 2000 0.85 LUB OIL
28 NO.4 MGE LO SUMP. TANK 1000 33410 60 2000 0.85 LUB OIL
29 H.BN LO STOR. TANK 4085 27124 60 10000 0.85 LUB OIL
30 H.BN LO SETT. TANK 4085 11024 60 10000 0.85 LUB OIL
31 L.BN LO STOR. TANK 4085 27124 60 10000 0.85 LUB OIL
32 L.BN LO SETT. TANK 4085 11024 60 10000 0.85 LUB OIL
33 R/G LO STORAGE TANK 4085 11024 60 10000 0.85 LUB OIL
34 S/T LO STORAGE TANK 4085 11024 60 10000 0.85 LUB OIL
35 SEPARATED OIL TANK 1870 27250 60 5000 0.85 LUB OIL
36 P.O. CIRC. TK(S) 980 38677 60 2000 0.85 LUB OIL
37 P.O. CIRC. TK(P) 980 38677 60 2000 0.85 LUB OIL
FRESH
38 FRESH WATER TANK(S) 4860 5620 100 7000 1
WATER Then, the calculation formula for getting the level from the hydrostatic pressure measured by the CT801
FRESH transmitter is:
39 FRESH WATER TANK(P) 4860 5620 100 7000 1
WATER
GLYCOL WATER FRESH Measured Level "H" = (hydrostatic pressure) / 9.81 / density x 100000 + Zero Line "h"
40 4860 5620 100 7000 1
CIRCULATION TANK WATER with :
DISTILLED WATER FRESH
41 4860 5620 100 7000 1
TANK(P) WATER  Measured level "H" in mm
FRESH  Pressure in mbar
42 GLYCOL WATER DRAIN 2970 27250 100 7000 1
WATER  Density of the liquid in kg/m3
MGE LEAKAGE OIL  Zero line "h" in mm is the distance between the extremity of the bubbling line and the tank bottom
43 1870 27250 60 5000 0.99 MISC.
COLLECTION TK
44 FO OVERFLOW TK 1870 27250 60 5000 0.99 MISC. In the case of a pressurised tank, the hydrostatic pressure is the pressure of the liquid at the outlet of the bubbling
45 FO DRAIN TANK 1870 27250 60 5000 0.99 MISC. probe, minus the pressure over the liquid surface, connected to the low pressure inlet connection of the CT801
46 BILGE HOLDING TANK 1870 27250 60 5000 1 MISC. transmitter.
47 FORT DRAFT 13000 13000 3660 14000 1.025 SEA WATER
48 AFT DRAFT 13000 13000 3660 14000 1.025 SEA WATER Thanks to the bubbling air process, the CT801 transmitter can be placed anywhere, even below or far from the
49 MIDSHIP STBD DRAFT 13000 13000 4200 14000 1.025 SEA WATER tank, since its location has no influence on the measurement process : due to the regulated low flow, the pressure
50 MIDSHIP PS DRAFT 13000 13000 4200 14000 1.025 SEA WATER drop in the bubbling line is negligible, no matter the line profile.

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 TRANSGAS POWER Cargo Operating Manual

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 45 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.6 Loading Computer desired floating position. The module is integrated into K-Load to ensure  Views
that the proposed ballast distribution complies with the vessel’s stability and  Status Bar
1. General Description strength requirements.

The loading computer is situated on a desktop in the cargo control room K-Load Office
(CCR), along with a printer. The computer has an ullage input from the tank
radar system for the cargo, ballast and fuel oil tanks, enabling the computer The K-Load Office system contains the entire fleet of ships grouped, for
to be used in ‘on-line’ mode during loading or discharging. example, according to vessel class. The system is particularly designed for
easy access to the various ships and to easily exchange loading conditions
 Software: K-Load Loading Computer between ship and shore through a two-way communication link. The office
 System producer: Kongsberg Maritime AS system is running the same Loading Computer software as each particular
ship, consequently, identical results are obtained for each particular loading
The K-Load Loading Computer program is a computerised system for condition.
planning and evaluating ship loading. It quickly and precisely calculates ship
stability and stress characteristics based on any loading condition specified K-Load’s main features
by the user.
 Calculation of dead weight and displacement
Menu
K-Load system is a modern online loading instrument that is based on a 3D  Calculation and monitoring of floating position
geometric model of the vessel's hull and inner structure. Tanks and  Calculation and monitoring of intact stability
The Menu Bar is located in the upper left part of the screen.
compartments are displayed with the graded colour of their content and show  Calculation and monitoring of longitudinal and local strength
the exact filling levels.  Calculation of damage stability
 Extensive cargo calculations for oil and gas
K-Load is always connected to the tank gauging system, giving the operator  Extensive reporting functionality
full control of the cargo, ballast and fuel flow. The loading computer is  Calculation of crane stability Explanation of the different menu options follows below.
online in the Online Condition mode, and the operator can also choose to  Online interface to K-Chief
work offline in the Planning Condition mode to carry out simulations or  Online interfaces to 3rd party tank level gauging systems and File Menu
planning. The operator can easily transfer data between the two modes. other ship systems
 Planning whilst running the online condition continuously in the Menu entry Description Comment
The Direct Damage Stability module calculates the effect of all relevant background Select to create a new
New
damages on the vessel’s floating position and stability characteristics.  All calculations carried out on the basis of a 3D geometric and blank loading
Condition
Starting from the ship's current loading condition, the operator may trigger a model of the hull and its inner structure condition for planning
calculation of all predefined damage cases as given by the approved Damage  Office solutions providing the possibility to easily switch Select to open an Loading condition files
Open
Stability information. between the various ships, exchanging loading conditions on existing loading condition have extension .clc.
Condition
individual ships and accurately reproducing the onboard loading file Short-cut:CTRL+O.
2. Available Add-On Modules conditions Save Select to save the
Short-cut:CTRL+S
Condition loading condition to file
K-Load Trim Optimisation 3. Display Items Select to go to the online
View OCL See Automatic logging of
condition logging folder
folder loading conditions
The add-on module is a tool to aid the operator in operating the ship in Display Items Overview in Windows Explorer
optimal trim with regards to fuel consumption. The module is integrated into Select to see a list of the
K-Load to ensure safe operation (stability, strength and damage stability) The main display elements are described in the following sections, see also Recent seven most recently
and is an efficient planning tool for both trim and displacement. the drawing below: Conditions used loading condition
files
K-Load Water Ballast Control  Menu Select to terminate the
 Result Panel Exit K-Load Short-cut:ALT+F4
LCS software
The add-on module calculates the water ballast distribution, which yields a  Input Grids

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 46 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Options Menu NOTE Calculation Status Description

Online condition status is only available for loading computers connected comprehensive and cannot run all the
Menu entry Description Comment to tank gauging system. time. The calculation is only performed
Select to display the upon user request.
Options Options window
Draught Select to display the
Draught survey tool Clicking on the Need calc. button will
survey tool
initiate the calculations directly.
Alternatively the user can go directly into
Reports Menu
Calculation Status the function (e.g., Direct Damage
Stability) and perform the calculation and
Menu entry Description Comment thus this orange calculation status goes to
The Loading Report Status on calculations applicable for the vessel, both for Planning and Online
Loading Select to display the contains stability and condition. gray and OK again as long as the criteria
Report Loading Report longitudinal strength is met.
results and more
The Gas Report contains
Select to display the Clicking the Need calc. button will give a
Gas Report detailed cargo
Gas Report progress bar above informing of what are
information
The Ballast and being calculation, e.g., damage stability:
Consumables Report
Ballast and Select to display the contains detailed
Consumables information of ballast The vessels applicable requirements are
Ballast and
Report Consumables Report and the various not met and the vessel condition is
categories of Failed.
consumables
The Characteristic Data
Report contains
<Calculation Status All OK>
Select to display the hydrostatics,
Characteristic
Characteristic Data compartment
Data Report Trim and List
Report characteristics, The calculation status boxes are gray and shows OK when the applicable
longitudinal strength limit requirements for the vessel are satisfied. The boxes will turn orange or red
sets and more Graphical information of the trim and list of the vessel.
according to the table below, if the requirements are not satisfied.

Help Menu
Calculation Status Description
The vessels applicable requirements are
Menu entry Description Comment
met and the vessel condition is OK.
The About K-Load box
Select to display the
About contains K-Load version
About K-Load box
information and more
Also available by
Select to display the K-
User manual pressing F1 on the
Load Operator Manual
keyboard This status is only applicable to the
Planning condition, where one or more
Result Panel quantities (e.g., ullage/level, filling, weight,
<Trim and List graphics>
etc.) are changed, and calculations of
The Results Panel contains the most critical information needed when special criteria need to be performed.
operating a loading computer.  Trim in meter followed by the letter A (trim by the stern) or F
(trim by the bow)
A good example is calculations of direct
The different sections in the Result Panel are described in this chapter.  Heel in degrees followed by the letter P (heel to port) or S (heel
damage stability applicable for tank and
to starboard)
gas vessels. This calculation is

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 47 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Draft and displacement Calculation Bar  By clicking the star in the upper left corner,* , the grid columns
displayed can be customized according to your preference.
Graphical information of the draft and displacement of the vessel. The calculation bar is displayed above the  By clicking each grid header the contents are sorted accordingly.
Calculation Status at the upper left corner  Maneuvering between the cells can be performed bymeans of
when K-Load is recalculating. arrow keys and TAB key.
 Enter quantities and strike ENTER to apply.
A new calculation of the results is triggered whenever there has been a  Grey cells are not editable.
change in tank levels or other deadweight items pertaining to the currently  The font size is adjustable by the function keys F6, F7 and F8,
active loading condition. see Keyboard Short-cuts.

Input Grids Cargo Tanks Input Grid

Common features The input grid for cargo contains the following columns:
<Draft and Displacement graphic>

To switch between the different input grids, click in the drop-down menu to  Compartment number
 All drafts (fore, aft, port, stbd) are in meters.
the right of 'Select  Online status flag, if applicable (only for the Online condition)
 The displacement and the median draft mid is shown below the
view' and select the desired view. See picture Input Grid - Select view below.  Compartment name
vessel.
For all loading computers, the minimum available input grid views are:  Cargo category (grade – colour coded)
Cargo, Other tanks, Selected tanks and Stores. The available input views  Observed ullage
NOTE
can vary for different systems.  Corrected ullage
All draught values refer to the perpendiculars.  Observed volume Liquid
NOTE  Average temperature Liquid
Results  Density Liquid
For simpler systems like OSV, the Cargo and Other tanks might be grouped
together to, i.e., ‘Tanks and decks’.  Reduction Factor Liquid
Graphical information of the most important requirements to be checked for  Weight Liquid Vacuum
the vessel is shown in the right part of the Result Panel. This information is  Filling Percent Liquid
typically requirements related to KG, share forces or bending moments, but  Rate, if applicable (only for the Online condition)
can also be other vessel specific requirements. Other vessel specific  Observed volume Vapour
requirements will be shown in the Notification Center. All relevant  Absolute or Relative pressure Vapour
quantities are checked against permissible values and if the permissible  Molweight
values are exceeded the Notification Center will pop out from the left side of <Input Grid - Select view>  Average temperature Vapour
the screen showing the exceeded value.  Density Vapour
Switch between the Volume or Weight radio button to enter volume or  Weight Vapour Vacuum
weight quantities in the grid. When altering the litre-weight when Volume is  Total Weight Vacuum
selected, the weight is modified and vice versa.  Total Weight Air

Select the Cargo sum. check-box to display a cargo summary list at the Input Cargo Tanks grid
upper part of the grid. The Cargo sum list contains cargo name, standard Column header Designation Comment
volume, observed volume, weight in air and weight in a vacuum. No Compartment number
Only for Online
The loading computer features several input grids intended for the input of Onl. Online status
Condition
various deadweight. The input grids have several common features:
Compt. Compartment
Cargo Cargo category See Liquid Cargo Def.
 The unit of measurement used for each quantity is displayed in
Obs.U. Observed Ullage
square brackets on the grid header.

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 TRANSGAS POWER Cargo Operating Manual

Input Cargo Tanks grid The input grid for other tanks contains: selected tanks to add tanks to the Selected Tanks grid.
Column header Designation Comment
Corr.U. Corrected Ullage Input Other Tanks grid Stores Input Grid
Obs.L. Observed level Column header Designation Comment
Corr.L. Corrected level No Compartment number
Obs.Vol. Observed volume Reflecting compartment
Colour code category
T.Av. Average temperature
Only for Online
Density Density Onl. Online status flag
Condition
Weight Weight
Compt. Compartment name
Filling Filling percentage
Obs.L. Observed level <Stores input grid>
Filling volume rate Only for Online
Rate (volume per hour) Corr.L. Corrected level
Condition
Obs.Vol. Observed volume Click Add Item to add deadweight items and Delete to delete selected
Abs. Pres Absolute Pressure deadweight items.
LWt. Litre-weight
Rel. Pres Relative pressure
Weight Weight
Molweight Molecular weight WARNING
FS Mom. Free Surface Moment
Filling Filling percentage The user should be absolutely sure to specify a correct weight extension
Click the or radio button to enter weight or volume in the (Ext.Aft. can not be equal to Ext.Fore). If this rule will not be observed, the
Filling volume rate Only for Online
grid. When altering the Density when is selected, the weight is Rate (volume per hour) program can not calculate strength values in a proper way.
Condition
modified and vice versa.
Selected Tanks Input Grid The stores grid contains:
Other Tanks Input Grid
The selected tanks input grid gives a smart way of storing preferred tanks in Stores input grid
To see the input grid for the other tanks (water ballast, fuel oil, fresh water, Column header Designation Comment
one list.
etc.), make sure that the ‘Select view:’ is set to Other tanks in the drop- Item Item name
down list. Selected the upper left part of the figure is below. Weight Weight of the item
To see the input grid for the selected tanks, make sure that the ‘Select view:’
is set to Selected tanks in the drop-down list. Selected the upper left part of LCG LCG of the item
Use the ‘Selected types:’ drop down list to filter the deadweight categories
the figure is below. TCG TCG of the item
for display in the input grid. Un-check all to revert to the All categories
VCG VCG of the item
display.
Ext.aft. Aft extension
Ext.fore Fore extension

Views

The View section is placed to the right of the Input Grids, and the different
views can be selected from the drop-down list right of ‘Select view:’. See the
upper part of the figure below.

<Selected Tanks input grid>

<Other Tanks input grid> Right-click any line in the grid and select Remove from selected tanks to
remove tanks from the Selected Tanks grid, or click Clear selected tanks to
remove all tanks from the list. Right-click any line in the Cargo Tanks or
Other Tanks grid and select Add to selected tanks or Add by grade to <Views - Select view>

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 TRANSGAS POWER Cargo Operating Manual

3D Model View transparency, click the View button several times.

In the 3D model view, the floating position of the vessel is displayed three- Compartment View
dimensionally with the possibility to change the transparency level of the The contents of the compartments are displayed. The filling levels of the
model. compartments are displayed in colour relevant to each cargo type (as defined
in the Condition Options). If the cursor is positioned over a compartment, a
tool tip is displayed containing detailed information. If a single line is
selected in the Cargo Tanks or Other Tanks grid, the relevant compartment is
highlighted on display.

<Load Plan for a gas carrier>

In the upper part of the load-plan a 3D model of the vessel is available. Refer
to 3D Model View for view controls.

<3D Model View gas carrier>

<Compartment View for a general gas carrier>
View Controls
Use the arrow keys to change the position of the camera and to zoom in and Load Plan View
out:
↓ (or S) Zoom out In the Load Plan view, the filling levels of the compartments are displayed
↑ (or W) Zoom in by means of bar graphs accompanied by a two-dimensional, horizontal
compartment view. The filling levels of the compartments are displayed in
→ (or D) Move the camera and camera focus point rightwards
colour relevant to each cargo type (as defined in the Condition Options). If
← (or A) Move the camera and camera focus point leftwards the cursor is positioned over a compartment, a tool tip is displayed
containing detailed information. If a single line is selected in the Cargo
Right click in the display and drag the mouse to observe the vessel from Tanks or Other Tanks grid, the relevant compartment is highlighted on
different angles. You can always return to the initial position by clicking , display. The load or discharge rate, in volume per hour, is displayed on the
bar graphs.
or . Use the scrolling wheel to zoom in and out. To toggle

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 TRANSGAS POWER Cargo Operating Manual

Stability View (GZ Graph) (BM) calculated by the LCS relative to the selected set of permissible values. The display contains the following elements:
The ratio of calculated shear force and bending moment to the permissible
The GZ graph view contains the curve of statical stability, in which the heel value is listed in per cent. If the percentage equals or exceeds 100% it means Element Description
dependent righting lever arm is displayed. The GZ values and relevant that the permissible value is exceeded. Solid blue line Shear forces
stability requirements are also presented. The down flooding angle is marked Dashed blue line Allowable shear forces
with a red vertical line in the view, if applicable. NOTE Solid red line Bending moments
There may very well be other locations at which the shear force or bending Dashed red line Allowable bending moments
moments has a larger absolute value, but a larger relative margin towards Selected compartment’s
Solid bold blue line
the permissible value. extensions

Right-click in the view to get the following menu: Deadweight Details View

The Deadweight Details View shows the totalweight in each deadweight

category. Additionally, the total deadweight and displacement is displayed.

Click Show/ hide weight and buoyancy pr. meter to toggle display of the
weight and buoyancy distribution graph.

You can switch between seagoing limits and harbour limits by clicking
Switch between sea and harbour limits.

<Deadweight Details View>

<Stability View (GZ Graph)> Status Bar

Longitudinal Strength View

The longitudinal strength view shows shear forces and bending moments
calculated by the LCS graphically as a function of frame number. The The Status Bar is divided into two parts.
allowable shear forces and bending moments as given by the approved
stability information are displayed by means of dashed lines (SFLim and 1) On the left-hand side is information about the selected load line
BMLim). The longitudinal extension of any compartment or compartments mark for the current condition and the sea-water litre-weight.
being currently selected in an input grid (Input Cargo Tanks grid, Input
Other Tanks grid etc.) is displayed on the longitudinal axis (Blue line). 2) On the right-hand side is information about the connection to the
gauging system. The status lamp is either green (means all OK) or
The units of measurement are according to those selected in the Program red (means no connection or sensor error). The table below gives a
Options. detailed explanation of the different status lamps.

The longitudinal strength results are displayed numerically below the graph.
This section shows the most severe shear forces (SF) and bending moments <Longitudinal Strength View>

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 TRANSGAS POWER Cargo Operating Manual

Status lamp Description Follow these steps to switch an online tank into offline mode: to the Online Condition.
The loading computer is connected to the tank
gauging system and is operational. 1) Right-click on a tank in the Input grid (for example, the Cargo Automatic logging of loading conditions
The connection to the tank gauging system is Tanks grid)
lost. The LCS automatically saves the online loading conditions at start-up and
Please check the interface cable or contact 2) Select subsequently every 30 minutes. The loading condition files (.clc) are
KongsbergMaritime support for further accompanied by a textual summary report having the exact same name but a
assistance. 3) Modify the tank’s quantities by entering values directly in the grid different extension (.log). The files are stored in the \Conditions\OCL\ sub
The loading computer is connected to the tank folder (sub folder to the LCS installation path, normally
gauging system, but there are one or more Follow these steps to switch an online tank that has been temporarily set to C:\Kongsberg\KLoad, see Installation of the Loading Computer).
sensors that are not updated in the loading offline back online:
computer. NOTE
1) Right-click on a tank in the Input grid (for example, the Cargo Loading conditions files are stored for a week whereupon they are
NOTE Tanks grid) automatically deleted by the LCS. If one or more of the files shall be stored
Online condition status is only available for loading computers connected permanently they must be copied from the OCL-folder.
to the tank gauging system. 2) Select
File names and storage paths
4. Loading Conditions The online status flag can be as follows:
The online loading condition files automatically saved by the LCS are built
Planning Online status flag up by the following elements:
Flag Designation Comment
The Planning condition is a loading condition in which all deadweight items  OCL (standard prefix)
The tank is online No interface errors
are entered manually by the operator. In the Planning condition, you can  Date
produce reports and calculate direct damage stability based on the current No readings are collected  Time
The tank is set offline by
loading condition. from the level gauging  Online (standard phrase only at start-up)
the user
system  Failed (status phrase not included when all requirements are met)
Online
The tank is offline There are interface errors
The various elements are separated by an underscore, for example:
The Online condition is a loading condition in which tank levels and other The tank does not have
No flag (blank)
quantities are automatically read from the tank level gauging system. The online capability OCL__20180802_103932.clc and OCL_DYP_20180802_103932.log
online condition can be inspected by clicking the Online condition button in
the left-hand side menu. As readings are collected from the tank level NOTE NOTE
gauging systems’ quantities such as weight, volume, ullage (observed and/or When offline mode is selected, the last readings are maintained. The trailing status phrase ‘failed’ is included only for those online loading
corrected), fillings and loading/discharging rates are continuously updated. conditions in which one or more stability and strength requirements are
Copy to planning condition breached.
NOTE
Readings continue to be updated even if the Planning Condition is selected. Click Copy to Planning button in the left-hand side menu to copy a The loading condition files are stored in the \Conditions\OCL\Conditions-
The same applies to quantities being transmitted from the LCS. snapshot of the entire Online Condition to the Planning Condition. Select folder, whereas the textual reports are stored in the
Planning Condition to continue working with the loading condition. \Conditions\OCL\CalcResults-folder. A portfolio of folders based on date is
Setting individual tanks offline established in each of the sub folders.
Get from planning condition
Individual tanks or sensors might be set offline, meaning that readings are no
longer collected from the tank level gauging system. Click the Get from Planning button in the left-hand side menu to copy
quantities that do not have online connections from the Planning Condition

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 TRANSGAS POWER Cargo Operating Manual

5. Direct Damage Stability Notification Center The compartments are highlighted on the Model view when selected in the
grid. Click the check boxes to include one or more compartments in the user-
Damage stability status in the Notification Center defined damage. The selected rooms are added to the list ofDamaged
Background Compartments.
Status text Comment
colour
The damage stability status has Click Evaluate to calculate the damage. Click Clear all to clear the damage
Not Calculated Orange not yet been investigated
case entirely.
All predefined damages have
been calculated and found to
NOTE
Evaluated OK (No colour) comply with the requirements.
Only rooms and compartments subject to pre-defined damage are available
There is no info in the
for the user’s configuration of arbitrary damage.
Notification Center.
All predefined damages have
been calculated. There are one Tips
or more damage cases that do
Evaluated NOT
Red not comply with the
OK  Manoeuvre up and down in the list by using arrow keys (↓ and
requirements. Click on the
Direct damage stability button ↑)
to investigate in more detail.
The direct damage stability calculations are available from the Planning  Select compartments by clicking the space bar
condition only. The direct damage stability calculations are started at the  Start evaluation by clicking ENTER
operator’s request. The calculations are performed for a number of pre- NOTE
The Damage stability status in the Result Panel is applicable to the pre-
defined damage cases. Additionally, a damage case can be defined by the Fast and easy re-evaluation of failing loading conditions
defined damage cases only.
operator.
User-defined damage calculations The User defined Damage Stability feature enables the user to swiftly
 Pre-defined damage calculations evaluate a single damage case. This is useful for example, when a loading
 User-defined damage calculations condition fails to comply with the required damage stability criteria, in
Click and select the User defined tab on the Damage Stability pane. The grid
contains a list of all rooms and compartments which are subject to pre- which case the following steps may be followed:
Pre-defined damage calculations
defined damages. They are sorted based on their longitudinal extensions
counting from the bow and backwards. The following columns are available 1) Configure the damage case by checking all compartments to be
When in the Planning condition, click Direct damage stability button in the included.
in the grid:
left-hand side menu in order to enter the damage stability window. In this
window, make sure to be in the pre-defined tab. This is the damage cases 2) Click Evaluate to evaluate the damage case and inspect the
Column header Designation Comment
defined in the vessels damage stability manual. Click the Evaluate button to The colours are damage stability results.
calculate all damage cases. Compartment category according to the
None (blank) colour code Program Options –
3) If necessary, modify the loading condition* and click Evaluate.
Group Defaults
Status on the Results Panel Repeat until all the required damage stability requirements are
NO. Compartment number
Checkbox for including or Unchecked = not complied with.
Given that the vessel condition is OK, but damage stability is not calculated, None (blank) excluding a compartment included
the PLANNING condition status will turn orange in the Calculation Status from the damage case Checked = included 4) Go to Pre-defined damage calculations and evaluate all pre-defined
part of the Result Panel. The damage stability calculations can then be Name Compartment name damages.
started by clicking the PLANNING condition status button. This button will The compartment
ExtAft Extension aft extends from this aft
turn to orange whenever there has been a change in tank levels or other most coordinate 5) If there are damage cases that are still not ok, repeat the procedure
deadweight items pertaining to the currently active loading condition. The compartment from point 1.
ExtFore Extension fore extends from this fore
most coordinate You can start configuring the damage case from scratch by clicking Clear
The calculation bar for damage stability is displayed above the Calculation all.
Status at the upper left corner when K-Load is recalculating.

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 TRANSGAS POWER Cargo Operating Manual

* Click Close, modify the loading condition and click Direct damage The stability properties and accompanying Class requirements, see the A few examples of openings are shown below.
stability again to enter the damage stability dialogue box. damage GZ-curve.

Calculation Details Click Close to leave the damage stability section. Any ongoing damage
stability calculations will continue in the background.
The Damage stability calculations details can be inspected by clicking in the
button many to the left of the screen. <Tips> Damage Stability Results
 Manoeuvre up and down in the list by using arrow keys (↓ and
The following screen elements related to the damaged stability is displayed: ↑) The Damage Stability Results pane contains the following quantities:

 User-defined  Triminmeter followed by the letter A (trim by the stern) or F

The Damage stability calculations can be started by clicking Evaluate. (trim by the bow)
 Heel in degrees followed by the letter P (heel to port) or S (heel
The following results applicable to the vessel after damage can be inspected to starboard)
numerically and graphically:  Draught fore, mid and aft in meters
 Displacement in tonne
 The floating position, see the damage stability results.  Lost buoyancy in a cubic meter
 The stability properties and accompanying Class requirements,  Lost weight in a tonne
see the damage GZ-curve.  GZ in meter for a range of heel angles
 Down-flooding angle in degrees – required and actual,
Click Close to leave the damage stability section. Any ongoing damage respectively
stability calculations will continue in the background.  Margin (vertical distance to water plane) in meter for the worst-
off opening
 Model  Heel - required and actual, respectively
Damage Stability  GZ Area - required and actual, respectively
The model view displays the floating position of the vessel after damage.
The vessel hull is displayed with solid surfaces in a transparent manner. The  GZ Range - required and actual, respectively
 Pre-defined  Max GZ - required and actual, respectively
damaged compartments are marked with a brown color. See model view
The Damage stability calculations can be started by clicking Evaluate.
controls for information on how to manoeuvre in the view.
The above-listed quantities are given for the damage case selected for
The calculation results are categorized according to the following: display in the Damage Stability pane.
The critical openings are displayed as bullets with green, yellow and red
colors. Hold the mouse pointer over the bullets to see details about the
 Approved (marked with green bullets)  Damage GZ-curve
opening.
 Not approved (marked with red bullets) The GZ – curve view contains the heel dependent righting lever curve. The
Openings curve is drawn towards the vessel’s side of the list. The down-flooding angle
The categories can be expanded to see the damage cases belonging to each is marked with a red vertical line on the view.
Vertical distance to
of them. By clicking a damage case, the damaged compartments and result Bullet colour Comment
waterline
details can be inspected. These results can be seen both numerically and The distance to the waterline is 6. Options
graphically. Green > 1.0 m sufficient
The distance to the waterline is
Yellow ≤ 1.0 m but > 0.0 m Program Options
low
The following results applicable to the vessel after damage can be inspected:
The distance to the waterline is
Red ≤ 0.0 m
insufficient The Program Options settings are grouped together with Condition
 The floating position, see the damage stability results. Options and are available from the Options button on the left part of the
screen or from the Options Menu.

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 TRANSGAS POWER Cargo Operating Manual

Units and Measurement interfaces towards other equipment. The Trace section contains a list of all 1) Click the Set this computer to be Slave button
serial communication events. Both sections are initially empty, however; a 2) Click Yes on the Confirmation dialogue box
The LCS allows you to select units of measurement for the following logging sequence is automatically started at the start-up of the LCS. The 3) Stop the LCS software
quantities: start-up logging sequence continues for a period of 60 seconds whereupon 4) Start the LCS
the results are displayed on the Online Logging pane.
 Shear Force To switch a computer to Master configuration, do the following:
 Volume (on both cargo input and ullage report units) A logging sequence can be started at any time by clicking Start logging. The
 Temperature (on both cargo input and ullage report units) results can be displayed on the Online Logging by clicking Refresh Log and 1) Click the Set this computer to be Master button
Trace. Stop the logging by clicking Stop online logging. The results are 2) Click Yes on the Confirmation dialogue box
You can customize the units by selecting from the drop-down lists for each displayed automatically when the logging sequence is stopped. The Log- and 3) Stop the LCS software
quantity. Trace files can be saved by clicking Save. Browse to a suitable folder and 4) Start the LCS
save the file.
Units of measurement To switch a computer to User interface only, do the following:
Quantity Default unit Additional available units  Online Protocols
Shear Force kilo Newton Metric tonne force Name and settings for communication protocols. The Online Protocols tab is 1) Click the Set this computer to be User Interface only button
Volume Cubic meters Barrels intended for advanced users only and is password protected. The information 2) Click Yes on the Confirmation dialogue box
Temperature Celsius Fahrenheit listed on the tab is essential for the workings of interfaces towards other 3) Stop the LCS software
equipment such as the tank level gauging system and shall not be altered 4) Start the LCS
The selected set of units is used consistently in all parts of the LCS. The after the commissioning. Online Addresses The Online Addresses tab is
selected units are displayed in square brackets beside the various quantities. intended for advanced users only and is password protected. The information A slave computer is a separate calculation unit that can work on separate
listed on the tab is essential for the workings of interfaces towards other conditions. A User interface computer displays the GUI of the Master
Group Defaults equipment such as the tank level gauging system and shall not be altered computer and is a remote operating unit for the Master computer.
after the commissioning.
The LCS allows you the select default litre-weights for various deadweight NOTE
groups. Click the litre-weight cell for a group and enter the new default NOTE The Master/Slave configuration shall be changed only when this operation
The online address list shall be modified only when this operation has been has been authorized by Kongsberg Maritime.
weight.
authorized by Kongsberg Maritime.
Graphics and sounds
Network and Communication (Advanced users only)
 Online Options
Number of ullage/level values used for rate calculation. A higher value gives When clicking the Graphics and sounds tab there are two sections available.
When clicking the Network and Communication tab the following categories
more constant rates.
are available:
 Graphics settings
 LAN Settings  Enable dusk mode
 Online Logging (Master computer only)
LAN settings are applicable to the communication between Loading The LCS allows you to toggle between day and night mode. In
 Online protocols
Computers in a server-client setup. The LAN settings tab contains night mode, the display is subdued. Night mode can also be toggled
 Online Addresses (Master computer only)
information about the IP addresses and ports for the different part of the LCS. by the function key F12.
 Online options
 Showprog. Window frame
 LAN Settings
The Loading Computer Master displays all its clients, whereas the clients This setting can also be toggled by pressing F11 on the keyboard.
display the Master computer only.  Use textured water
 Online Logging
Requires more computer power.
The online logging tab contains two sections:
The Master/Slave/User Interface configuration may be changed easily by the  Showcargo in a separate grid
single click of a button. A restart of the software is required in order to make Willmerge the Cargo Tanks or Other Tanks input grid, resulting in
 Log
the settings take effect. To switch a computer to Slave configuration, do the only one Tanks input grid.
 Trace (applicable to serial communication only)
following:  ShowOnline Condition on startup
The Log section contains a list of selected events connected to online
Will start the program in Online condition.

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 TRANSGAS POWER Cargo Operating Manual

 Sound settings Click to add a cargo definition that contains the following quantities: Condition Header
The LCS issues simple audio signals to notify the operator of important
events. The following events are accompanied by audio signals:  Specify the cargo name The Condition Header tab allows you to specify the following loading
 Select grade mode condition properties:
 A quantity fails to comply with Class requirements  Enter the mass per unit volume
 Enter the mol weight  Condition Name
Whenever an audio signal sounds, an accompanying message is displayed on  Enter the cargo reference temperature, if applicable  Port/location
the warning pop-up window.  Select volume correction method  Date
 Enter the volume correction factor, if applicable  Time
NOTE  Port of load
Audio signals can be muted by checking the Mute all sounds checkbox on  Port of discharge All of the listed entries are used to identify the loading condition and are
the Program Options – Graphics and sounds page.  Select the grade colour displayed on various reports. Additionally, the condition name is displayed
on the LCS’s title bar.
Directories Gas Cargo Definitions grid
Column header Designation Comment Ullage Options
The LCS allows you to specify the default directory for saving loading
Name Name of the grade
conditions. Click to browse for a folder. See the Available gravity The Ullage Options tab allows you to specify the following properties
Mode Grade mode modes table below related to the Ullage Report:
NOTE The mass per unit volume
The mass per unit
Gravity according to the selected
An empty (blank) path makes the LCS use the factory default directory. volume grade mode  Terminal
Molweight Molweight  Destination
 Edit local program options (for expert users)
The cargo  Voyage no.
Cargo temp reference  Print legends on gas report
NOTE  Trim
temperature
All settings are stored and are automatically being used again if the LCS is
restarted. Volume correction  Heel
Vol. corr See Volume corrections
method  Draft mid
Condition Options
Applicable only when the  This report covers
Volume correction volume correction method is  Vessel Experience Factor
Corr. Factor ‘Corr per deg’, see Fixed
factor  Weight in air/vacuum
When clicking the Condition Options button, the following categories are correction factor
available: Name of port for  Comments
Port of load  Selected cargo
loading
 Gas Cargo Def. Name of port for
Port of discharge Ullage Options
 Condition Header discharge
 Ullage Options Select among a number of Option Designation Comment
Colour Cargo colour predefined colours or define The terminal is
 Environment Options custom colours printed on the Ullage
Terminal
 Condition Ports Report
The destination is
Available gravity modes printed on the Ullage
Close the Condition Options panel for the changes to take effect. Destination
Gravity Designation Report
Density Mass per unit volume measured in vacuum The voyage number
Gas Cargo Definition Voyage No. is printed on the
Litreweight Mass per unit volume measured in air Ullage Report
Manual Manual measurement This trim value is WhenManual is selected,
used for Ullage click
Trim calculations and is
printed on the Ullage to
report. get calculated trim and heel.

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 TRANSGAS POWER Cargo Operating Manual

Ullage Options Draught Survey Tool 7. Reports

Option Designation Comment
This heel value is The Draught Survey is a tool for comparing the real deadweight against the Toolbar and Shortcuts
used for Ullage
deadweight entered into the loading program.
Heel calculations and is
printed on the Ullage All the reports have headers printed on every page containing at least the
report. following elements:
The following options are
available:
 Before Loading  The company logo, or if no such logo has been supplied; the K-
 Before Reloading Load logo
The loading stage for
This report  Before Discharging  Vessel’s name
which the Ullage
covers  Before Linedisplacement
report applies.
 After Loading
 Report’s name
 After Reloading  Current page and total page numbers
 After Discharging  Current date
 After Linedisplacement
The factor is used for
Repor short-cuts
Vessel Gain/Loss The factor is not calculated
Keys Designation
Experience calculations in automatically but can be
CTRL+S Save the report
Factor connection with Ship- entered by the operator.
CTRL+P Print the report
shore reconciliation.
Select which cargo All cargo's defined on the CTRL+F4 Close the report
Selected cargo items to include on Liquid Cargo Def. tab is
the Ullage Report. listed. Loading Report

Selected Cargo Options The Loading Report contains detailed calculation results for
Option Designation Comment
The cargo’s name as  Deadweight
Cargo specified on the Gas This field is fixed. Environment Options
Cargo Def. tab.  Floating Position
The Weight for each  Intact stability, if applicable
Weight This field is fixed. The Environment Options tab allows you to specify the following properties
cargo.  Longitudinal strength, if applicable
The weight reported related to the loading condition:
Surv. Fig.  Damage stability, if applicable
by the surveyor.
The Weight prior to
Prev. Weight  Draught limits, if applicable
loading or discharge. The report contains the following sections:
 Sea water litre-weight
 Atmospheric pressure, if applicable
Environment Options  Result summary (floating position, strength and stability
calculations)
NOTE
Environment Options  Deadweight
The sea water litre weight is displayed on the Condition title bar.
Option Designation Comment  Deadweight summary
Choose appropriate  Floating position
Draught limits draught limit set Environment Options
 Intact stability
Sea water litre The sea water litre Option Designation Comment
Choose appropriate
 Longitudinal strength
weight weight
Draught limits draught limit set
Atmospheric The atmospheric
Sea water litre The sea water litre NOTE
pressure pressure
weight weight The maximum capacity of the compartments is according to the trim and
stability information.
Atmospheric The atmospheric
pressure pressure

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 57 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Gas Report The report contains the following sections: 8. Corrections, Warnings & Conditions

The Gas Report contains detailed cargo information for all cargo carrying  Tank properties at maximum filling, including: Help
compartments, such as: - Maximum capacity
- LCG Help Contents
 Ullage (level) – observed and corrected - TCG
 Observed temperature – liquid and vapour - VCG This Operator Manual accompanies the LCS and can be read on the
 Density - liquid and vapour - FS screen by selecting Help –Contents from the Menu bar. Alternatively,
 Correction factor - liquid and vapour - Extensions you can click F1.
 Observed volume - liquid and vapour - Permeability
 Standard volume - liquid and vapour  Tank properties at various fillings, including: Help About
 Weight in air vacuum- liquid and vapour - Capacity
The Help – About dialogue box contains the following information:
- LCG
The report contains the following sections:
- TCG
 K-Load version and version date
- VCG
 Cargo details  K-Load build date and ID
- FS
 Vapour details  References used for configuring the LCS
 Longitudinal strength limits
 Grade summary - Trim and Stability information
 Bonjean curves
 Ship-shore reconciliation - Damage Stability information, if applicable
 Stability hull overview
 Vessel ID
 Lightship weight distribution
NOTE - Name
 Hydrostatics at various draughts1), including
The maximum capacity of the compartments is according to the Ullage or - IMO number
- Displacement
sounding tables. - Class and Class ID
- LCB
- Yard and build number
- LCF
Ballast & Consumables Report  KongsbergMaritime contact information
- MCT
- KMT
The Ballast and Consumables Report contains detailed information of Warning Pop-Up Window
- VCB
ballast and consumables, such as:
 Cross Curves2)
Warnings and messages are communicated via a warning pop-up window.
 Damage cases, if applicable
 Level – observed and corrected In the event that a warning message is issued by the LCS, the pop-up
 Openings, if applicable
 Filling percentage window appears accompanied by an audio signal. Other messages that
 References used for the configuration of the LCS
 Litre-weight are for information only are communicated mutely.
 Volume
 Weight NOTE
The warning pop-up window remains open for a relatively short period
 The maximum capacity of the compartments are according to the
of time, but it can be reopened by clicking on the status bar.
The report is divided into sections according to the various groups of trim and stability information
consumables. Total volume and weight within each group are displayed.  The preparation of the Characteristic Data Report may take several
The list contains a limited history of messages with the most recent
minutes to complete. It is, however; possible to continue working
message listed on top.
Characteristic Data Report with the LCS while this is ongoing.

The messages carry the following information:

1)
The Characteristic Data Report contains a comprehensive listing of For a limited number of pre-defined draughts and trims
2) For a limited number of pre-defined heel angles and trims
vessel properties extracted from the LCS configuration, such as  Date
hydrostatics, compartment characteristics, longitudinal strength limit sets,  Time
lightship weight distribution and more.  Exclamation mark, if applicable

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 58 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

 Message text Sub-Alarms the File Menu.

Message Status Connected to Notes
New messages pertaining to the stability and strength requirements have Switch automatically to Red NOTE
Green / Floating
Trim when the allowable trim
the exclamation mark in front of the message text, for example: Red Position value is exceeded.
 All test conditions approved by Class have been registered by
Switch automatically to Red entering deadweight items by means of their weights. The same
Green / Floating
DraftM whenMaxMidship draught is approach shall be followed when reproducing loading conditions
Red Position
exceeded. from the approved stability information.
Switch automatically to Red
When the erroneous situation is rectified, a similar message is displayed when allowable MaxKG is  By entering deadweight items by means of Ullage, level or filling,
without the exclamation mark: Green / exceeded. you will not be able to reproduce loading conditions exactly due to
The warning is given when resolution issues.
KGMargin Orange / Int.&Dam.Stab
98% of allowable MaxKG is
Red reached.
Warning is given by orange The loading condition results of the Class approved Test Conditions can
The status bar contains an information field pertaining to the warning colour. be reproduced by one of the following approaches:
pop-up window in which the date and time of the last message issued are
listed. Alarms/Warnings in the Status Bar  Select File – Open Condition from the File Menu and select the
desired loading condition
List of Warnings These Warning Pop-Up Window messages are likely to be encountered  Select File – Open Condition from the File Menu and select the
during operation: desired loading condition. Select one or more deadweight items
Alarms/Warnings in the Results View and nil them. Re-enter the original deadweight items by means
Warnings of their weights.
Several quantities calculated by the LCS are subject to verification Message Proposed subsequent action  Select File – New Condition from the File Menu and enter all
against Class requirements. ONLINE/PLANNING Redistribute deadweight items to reduce deadweight items precisely as given by the approved test
Stability FAILED the VCG conditions. All items shall be entered by means of weight.
These quantities are given a green or red background colour in the Redistribute deadweight items to reduce
Results View. The background colours have the following meaning: ONLINE/PLANNING the strain on the ship hull girder. Use the The results calculated by the LCS shall be identical to those of the Class
Longitudinal Strength Longitudinal Strength View and the approved Test Conditions.
 Red: The quantity does not comply with Class requirement(s) FAILED Longitudinal Strength section of the
 Orange: The quantity is close to exceeding the Class Results pane as guidance.
requirement(s)
 Green: The quantity complies with Class requirement(s) Loading Condition Files

On hard copy printouts, breach of Class compliance is notified by means The LCS loading condition files have file extension .CLC. The .CLC-
of a written message, e.g., The intact stability requirements are NOT met. files are encrypted and contain deadweight information such as liter-
weight, volumes, temperatures, grade names and more.
Below some examples of alarms and warnings.
NOTE
Main Alarms The loading condition files contain no pre-calculated results. This means
Message Status Connected to Notes that K-Load recalculates all results for intact stability, damage stability,
"OK" status highlighted by longitudinal strength and more when the loading condition file is opened.
Floating "OK" / Trim and green colour, "Not OK"
position "Not OK" Midship draft status highlighted by red
colour. Test Conditions
Loading Calculated VCG is checked
Int.&Dam. "OK" /
condition against selected MaxKG
Stab "Not OK" corrected VCG limit curve(s)
The test conditions approved by Class, if applicable, are permanently
stored in the LCS installation. The loading conditions can be opened via

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 59 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

This page is intentionally blank.

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 60 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.7 Steam Condensate System

illustration 5.7a Cargo Steam System (1/4)

Automation

Elec. Motor Room Cargo Machinery Room

CLG3C
LD Compressor Forcing Vaporiser
HD Heater
TC TI TAL
Key LAHH LS XXXX XXXX
XXXX XXXX
Steam Line
LAH LS TT
Condensate Line XXXX XXXX XXXX

TAII TS
XXXX XXXX

CLG3B
LD Compressor
TC
Forcing Vaporiser
LD Heater
TI TAL
LAHH LS XXXX XXXX
XXXX XXXX

LAH LS TT
XXXX XXXX XXXX
CLG3A
TAII TS
LD Compressor XXXX XXXX

TC
TIC
3772
TT
3772 Forcing
Forcing Vaporiser
Vaporiser
TV3766 TI TAL
LAHH LS XXXX XXXX
XXXX XXXX
FC
CLG4B LAH LS TT
HD Compressor XXXX XXXX XXXX
PRC2B
TC TAII TS
XXXX XXXX

TIC
3771
TT
3771

TV3765
LNG
Forcing Vaporiser
FC Vaporiser
CLG4A
HD Compressor LAHH LS
TI
XXXX
TAL
XXXX
PRC2A TC
XXXX XXXX

LAH LS TT
601V XXXX XXXX XXXX

TAII TS
XXXX XXXX
From E/R.
Steam Service
Piping System

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 61 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.7b Cargo Steam System (2/4)

Elec. Motor Room TV3772 TIC PRC Cargo Machinery Room

3772 From/To Forcing From HD
VCN621AVCN621V VCN655V Vaporiser Compressor

VCN629V
FC Key VCN680V
TT PRC
3772 PI Steam Line VCN

VC
681A

N6
Condensate Line

23
TI PI VCN682V

V
VCN628V 8611 VCN681V
No.2 Water
Forcing Glycol
Vaporiser

VCN623A
Steam Heater LG
VCN683A
VCN627V
TI
TI VCN683V VCN693V
HD Heater
Forcing Vaporiser
VCN622V

VCN620V
TI TAL

VCN668V VCN625V
LAHH LS XXXX XXXX
XXXX XXXX
LI
LAH LS TT
XXXX XXXX XXXX

TAII TS
VCN686V VCN686A VCN685V
XXXX XXXX

VCN687V VCN687A VCN689V

VCN626A

VCN606V
VCN626V
VCN624V
VCN688V VCN688A

Outside VCN5V
the Room VCN7V
TV3771 TIC PRC
3771
Gas Exchanger VCN630V
VCN611A VCN611V VCN653V Forcing Vaporiser
Drain Cooler VCN

VCN619V
FC To be LED on Deck PI 631A
TT PRC To a Safe Position Gas Detection 8612

VCN11V
3771 PI VCN632V
VC

AAH AI VCN634V
6848 6848 VCN631V
N6
13

TI VCN633A

VCN604V
V

VCN618V
No.1 Water Glycol AT
VCN613V

Forcing Vaporiser LG 6821

Steam Heater VCN633V VCN692V
LNG

VCN4V
VCN617V Forcing Vaporiser

VCN6V
TI Vaporiser
TI TI TAL
LAH LS LAHH LS XXXX XXXX
5899 5899 Drain XXXX XXXX
LI
VCN601V

VCN612V

VCN610V

VCN615V

LG
VCN3V Degasing 9195 LAH LS TT
Tank XXXX XXXX XXXX

VCN15V
VCN636V VCN636A VCN635V

VCN8V

VCN9V
TAII TS
XXXX XXXX
VCN667V

VCN637V VCN637A VCN639V

VCN616A

VCN616V

Outside the Room VCN638V VCN638A

VCN614V

To the Nearest
Scupper

VCN602V
To Gascade Tank
VCN608V
From E/R.
Steam Service Piping System VCN657A

VCN659V VCN657V

To Cargo VCN658V
Drain Cooler

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 62 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.7c Cargo Steam System (3/4)

Cargo Machinery Room

PI
8616

TCV
VCN

809V
VCN
742A VCN663V

VCN660V
LD Compressor
Steam Supply
from Valve 602V

VCN650V
PI
8615

VCN603V
VCN640V
TCV
VCN VCN

803V
VCN
743A VCN654V PI 640A
8613

VCN644V
VCN641V VCN642V
VCN656V
LD Compressor VCN643A

VCN643V VCN691V
Forcing
Vaporiser
TI TAL

VCN605V
LAHH LS XXXX XXXX
PI XXXX XXXX
8614
LI
LAH LS TT
TCV XXXX XXXX XXXX
VCN 801V
VCN

744A VCN652V TAII TS VCN646V VCN646A VCN645V

XXXX XXXX

VCN651V VCN647V VCN647A VCN649V

LD Compressor

VCN648V VCN648A

PI
VCN695V
8618

TCV VCN670V
VCN
807V

VCN
VCN

745A VCN664V
PI 671A
8610

VCN674V
VCN671V VCN672V
VNC666V
HD Compressor VCN673A

VCN673V VCN694V
Forcing Vaporiser
LD Heater
TI TAL
PI LAHH LS XXXX XXXX
8617 XXXX XXXX
LI
LAH LS TT
TCV XXXX XXXX XXXX
VCN
805V
VCN

746A VCN662V VNC676V VNC676A VNC675V

TAII TS
XXXX XXXX

VCN661V VNC677V VNC677A VNC679V

HD Compressor

VCN678V VCN678A
Key
To Cargo Steam Line
Drain Cooler Condensate Line
To Gas Exchange
Drain Cooler

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 63 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.7d Cargo Steam System (4/4)

To Cargo
Drain Cooler
VCN401V

VCN301V

VCN201V

VCN101V
VCN703V
To HFO FWD Storage Tanks
VCN704V

VCN741V
To HFO Filling From HFO FWD Storage Tanks
VCN726V
Set:45˚C
TC

VCN742V
VCN741A
VNC724V

VCN725V
TV
VCN761V
VCN743V

3844
VCN
VCN762V VCN723V VCN721V
721A
To Cargo
Drain Cooler VCN763V
VCN402V

VCN302V

VCN202V

VCN102V

VCN764V VCN722V

VCN770V VCN765V
To HFO Filling

VCN727V
VCN767V
7VCN69V VCN766V

VCN768V

VCN729V
VCN727A
To Bilge
Well

VCN728V
Fore HFO Storage Tank (P)

Fore HFO Storage Tank (S)

VCN18V
VCN717A

VCN719V
To Bilge
Well

VCN717V
VCN757V
VCN756V

VCN760V VCN755V

VCN759V VCN754V

VCN758V VCN753V VCN712V VCN701V VCN02V

To EMCY Sea Chest
Key VCN752V VCN710V

Steam Line VCN751V VCN11V

TV VCN715V
3843
VCN713V

Set:45˚C
TC
714V

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 64 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.8 Bilge and Scupper System

Illustration 5.8a Cofferdam System

Key

Bilge Water Line

Cargo
Elecctric Machinery
Motor Room Room

Cofferdam 5 Cofferdam 4 Cofferdam 3 Cofferdam 2 Cofferdam 1

See 5070119F
To E/R Bilge

Tank 4 Tank 3 Tank 2 Tank 1

LAH LAH LAH LAH LAH
5805 5804 5803 5802 5801

LS LS LS LS LAH
511V

LS 5800
5805 5804 5803 5802 5801
LAH
5806 H H H H
H
LS
5800
LS 501V 2655V 401V 2654V 301V 2653V 201V 2652V 101V 2651V
5806

507V 507V 510V 510V

To E/R
5070119F
H H
Arrange One Expansion
Pipe Duct Bend Every 30m

To Be isconnected
When Not In Use

Suction Pipe Principle (Mud Box) Suction Pipe Principle (Mud Box)

Bilge Pipe Bilge Pipe

20-30mm
20-30mm

10-15mm

Deck Plate Deck

Deck Plate
Plate

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 65 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.8b Cargo Machinery Room & Passage Way Bilge System

Gooseneck

Ovbd Dish. For Side Ovbd Dish. For Side Electric Motor Room Bilge Cargo Machinery Room
Passage Fore (P) B/G Passage Fore (S) B/G Tank
(0.5m3)

108A 107A
Compressed
Air

610A 610V 525A

106A 106V 105V 105A 611V 606V 612V

606A
609V 603V
LAH LAH 609A
5818 5817 605A 526A
LAH
LS LS 605V 524A 5827
5818 5817
LS
5827

604V

Ovbd Dish. For Side Ovbd Dish. For Side

Passage AFT (P) B/G Passage AFT () B/G
To E/R Bilge Passageway (S)

508A 507A

LAH LAH
5824 5822

LS LS
506A 506V 505V 505A 5824 5822
LAH LAH
5820 5819

LS LS
5820 5819
Electric Motor Room Cargo Machinery Room

LAH LAH
Key 5823 5821

Bilge Water Line LS LS

5823 5821

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 66 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.8c Bosun Store & Fore/AFT Peak Tank Bilge System

LAH
5810
704V
LS
LAH 5810
5812
704A
LAH
LS 5808 Key
5812 702A
Fresh
Steering Gear Room

702V
Bosun Store LS Chain Water Tank (P)
Bilge Water Line
5808 Locker

LAH
4620

To fore Peak Tank

719V
LAH
From fore 5825
Peak Tank 705V LAH AFT Peak Tank
LS 5828
5825
707V
LAH LS
5807 5828
Chain Rope Store
711V

Locker LS
LAH 5807

701V
5809

LAH 701A
LS
5811 5809
E/R Bilge
703A LAH
LS 5827 Piping System
5811
703V
LAH Fore HFO Pump & EMER LS
5814 Fire Pump Room 5827

LS
5814

Bosun Store Rope Store

LAH
0.5m 5816
731V
LS
Fore HFO Tk (P&S) 5816
706V
712V

No.1 Chain
Compressed

Locker

708V
Air

No.2 709V
Fore WB Tk (P&S) 801V
Muffler
PI
325A 326A 4619
724V 728V

721A 723V 727V 725A PI

4619
710V

722V 726V LAH Fore

5813
721V 725V Peak
730V

722A 724A
LS Tank
5813
(Void Space)
LAH
5826
710A
LS LAH
LAH LS 5826 LAH LS 5815
5814 5814 731A 5828 5828
LS
LAH LS LAH LS 5815
5825 5825 5827 5827

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 67 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.9 Instrument Air System

Illustration 5.9a Instrument Air System (1/3)

To Mid
Draft
To Tank Level To Tank Level To Tank Level Remote To Tank Level
Gauging Gauging Gauging Gauging Gauging

No.4 WBT (P) No.3 WBT (P) No.2 WBT (P)

SAD324V
SAD2634V SAD2604V SAD2606V SAD2632V No.1 WBT (P) SAD127V
P
To
Regasigication
SAD SAD SAD SAD SAD SAD SAD SAD SAD Plant
SAD
406V 422V 302V 304V 308V 306V 202V 204V 222V CLG
424V
From E/R 102V
Main Deck
SAD408V

SAD206V

SAD130V
SAD416V SAD208V
SAD31V

SAD120V

SAD121V
SAD423V To Bosun
SAD417V Store
SAD210V
P
SAD414V SAD418V SAD32V
P
SAD414V P
SAD212V SAD104V
SAD422V P SAD126V To
SAD SAD33V
SAD418V 428V SAD105V Regasigication
SAD132V Plant
P
SAD416V SAD417V P
SAD415V SAD3V
SAD412V P P SAD106V
SAD134V
SAD421V SAD SAD SAD
419V 410V 426V P
No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
SAD107V

No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank

SAD409V SAD307V SAD207V SAD113V

SAD SAD SAD3131V SAD3113V
3165V 3148V

SAD411V SAD309V SAD209V SAD115V SAD107V

SAD SAD SAD3132V SAD3114V SAD3119V
3166V 3149V

SAD413V SAD311V SAD211V SAD117V SAD109V

SAD SAD To STS SAD3120V
3176V 3159V HPU SAD3142V SAD3125V

SAD105V
To ESDS
SAD415V 0.2MPa
For El. Motor Room SAD313V SAD213V SAD119V
SAD315V

& Cargo Mach. Room

SAD PAL SAD
SAD3143V SAD3126V To Bosun
TV3160V Cargp
4750
3177V Store
Store
PS
4750
SAD407V

SAD205V

SAD111V
V305V

SAD
681V SAD SAD
SAD 601V 602V
From E/R 680V
Main Deck SAD PI
SAD SAD125V
SAD SAD SAD SAD SAD SAD SAD SAD
423V
4750
SAD 101V
405V 686V 421V 301V 303V 317V 201V 203V 221V
P
Elec. Cargo
Motor Room Machinery Room SAD2633V SAD2603V SAD323V SAD2631V No.1 WBT (S)
No.4 WBT (S) No.3 WBT (S) No.2 WBT (S)

Key
To Tank Level To Tank Level To Tank Level To Mid Draft To Tank Level
Compressed Air Line
Gauging Gauging Gauging Remote Gauging Gauging

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 68 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.9b Instrument Air System (2/3)

To Tank Level To Tank Level

Gauging Gauging

From E/R
Main Deck

SAD SAD
702V 704V

SAD708V
SAD712V
SAD
2622V SAD710V
SAD714V
SAD
2624V Low Point
Drain
No.1 Cofferdam

SAD
From E/R
Main Deck 2626V
Rope Store
SAD709V Fore HFO
SAD Pump Room
2621V
To Fore Draft SAD711V
Remote Gauging
SAD SAD705V
2623V

SAD Low Point

2625V Drain
SAD707V

SAD
717V

CLG SAD
701V 703V

From E/R
Main Deck
Key
Compressed Air Line
To Tank Level To Tank Level
Gauging Gauging

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 69 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Illustration 5.9c Instrument Air System (3/3) )

LNG Vaporiser Cargo Machinery Room

651V

652V

653V
SAD

SAD

SAD
SAD634V
SAD637V Pneumatic Shut-Off
Air Lock

SAD604V

SAD605V

SAD606V
SAD627V

SAD629V
MD SAD628V
No.2 Vacum Pump

SAD674V
SAD625V
SAD668V

SAD668V
Drain
No.3 LD Compressor

SAD626V
SAD672V

No.1 Vacum Pump

SAD615V
SAD614V
Drain PI SAD624V HD Heater
4751
SAD667V SAD614V
SAD
687V PI SAD615V
From Electric 4752
Motor Room No.2 LD Compressor SAD
688V
From Electric SAD612V
Motor Room SAD616V
SAD623V
SAD611V LD Heater
SAD621V SAD617V
Glycol SAD666V SAD637V
Water SAD654V SAD636V NBO Mist
Heaters SAD604V Separator
& No.1 LD Compressor SAD635V
Pump SAD608V
Unit SAD650V
SAD602V
SAD652V FBO Mist
SAD612V Separator
SAD653V
SAD SAD620V SAD614V
SAD
TV3771 TV3772
SAD619V
SAD647V

SAD After Heater/Cooler

SAD648V

604V
After Heater/Cooler
No.2 HD Compressor SAD632V
SAD671V

SAD633V
SAD618V SAD606V
SAD631V
SAD617V SAD605V
Drain SAD Forcing Vaporiser
603V
SAD609V
No.1 HD Compressor SAD
SAD645V

SAD646V

SAD603V
622V
SAD608V
SAD SAD602V LNG Vaporiser

SAD610V
607V
SAD673V

Key
Drain Compressed Air Line

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 70 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

5.10 Cargo Cooling Fresh Water System

Illustration 5.10a Cargo Cooling Fresh Water System

PI
TI
6B
8562 SDH739V SDH731V
Oil TI SDH733
Cooler 6A

SDH741V
No.3 Low Duty
Compressor PI
SDH735V
8567 SDH43V

Motor
Cooler SDH737V

SDH745V

SHD722V
SHD721V
F

PI SHD723V SHD
TI 8561 SDH04V SDH02V 724V
6B

Oil TI SDH706
Cooler 6A
LAL LS Fresh Water LG
5611 5611
Expansion Tank 9011
SDH708V SHD787V
No.2 Low Duty
Compressor PI
SDH710V SHD788V
8566 SDH12V

Motor LC
Cooler SDH714V

SDH716V SHD632V SHD

634V No.2 Vacuum
Pumps

PI
TI 8560 SDH703V SDH701V
6B
SHD636V Oil Cooler
Oil TI SDH705V
Cooler 6A

SHD638V
SDH707V
No.1 Low Duty
Compressor PI
8565 SDH711V SDH709V
SHD
SHD631V No.1 Vacuum
Motor 633V
Cooler SDH713V Pumps

SDH715V
SHD635V Oil Cooler
PI
TI 8564 SDH606V SDH604V
6B
SHD637V
Oil TI SDH608V
Cooler 6A

SDH610V
Lead to
No.2 High Duty PI Bilge Well
Compressor PI
SHD622V
8552
8569 SHD624V
SHD618V
Motor CLG11B
Cooler SHD626V TAL After Heater / Cooler
SHD613V Lead to 3702
Bilge Well PI
8553 TI
3702
SHD628V
Gas SHD601V SHD619V TT
3702
Exchanger
TI
PI
8563 SHD605V SHD603V Drain
6B Cooler
Oil SHD607V
Lead to
TI PI
Cooler 6A SHD602V 8551
Bilge Well

SHD616V
SHD609V CLG11A
No.1 High Duty TAL After Heater / Cooler
Compressor PI 3702
8568 SHD623V SHD621V TI
3701
Motor SHD617V TT
Cooler SHD625V 3701

SHD627V

Trunk Deck SHD641V

From Cargo Cooling
FW Pump
SHD642V
To Cargo Cooling
FW Pump
SHD655V SHD656V
Key To be Located
To Cargo Cooling Outside Gas
FW System Outside Deck Fresh Water Line
Hazardous Area

IMO No. 9861809 / 2nd Draft (2021.04.09) 5 - 71 Part 5 Cargo Auxiliary, Ballast and Deck System
 TRANSGAS POWER Cargo Operating Manual

Part 6: Cargo Operations 6.2.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage......6 - 29
6.1 Post Dry Dock Operation.............................................................6 - 3 6.3.1a Preparations for Loading .......................................................6 - 33
6.1.1 Insulation Space Inerting ..................................................6 - 3 6.3.2a Cargo Lines Cooldown..........................................................6 - 37
6.1.2 Drying Cargo Tanks with Bottom Filling after Dry Dock6 - 10 6.3.3a Loading with Vapour Return to Shore ...................................6 - 39
6.1.3 Drying Cargo Tanks with Top Filling after Dry Dock....6 - 12 6.4.1a Gas Burning without Forcing Vaporizer................................6 - 45
6.1.4 Inerting Cargo Tanks after Dry Dock .............................6 - 14 6.4.2a Gas Burning with Forcing Vaporizer.....................................6 - 47
6.1.5 Drying and Inerting Cargo Tanks Using Liquid Nitrogen ....... 6.4.2b LNG Vaporiser Back-Up of Forcing Vaporiser .....................6 - 49
.................................................................................................6 - 16 6.5.1a Preparations for Discharging .................................................6 - 51
6.1.6 Gassing-up Cargo Tanks.................................................6 - 18 6.5.2a Liquid Line Cooldown before Discharging...........................6 - 55
6.1.7 Initial Cooling Down Cargo Tanks.................................6 - 24 6.5.2b Arms Cooldown before Discharging .....................................6 - 57
6.2 Ballast Voyage............................................................................6 - 28 6.5.3a Discharging with Gas Return from Shore .............................6 - 59
6.2.1 Cooling Down Tanks Prior to Arrival.............................6 - 30 6.5.4a Discharging without Gas Return from Shore ........................6 - 63
6.3 Loading ......................................................................................6 - 34 6.5.4b Draining Manifolds and Discharge Arms..............................6 - 67
6.3.1 Preparations for Loading.................................................6 - 34 6.6.1a Stripping ................................................................................6 - 69
6.3.2 Cargo Lines Cooldown ...................................................6 - 38 6.6.2a Tanks Warm Up with Venting – 1st Step ...............................6 - 73
6.3.3 Loading with Vapour Return to Shore ............................6 - 40 6.6.2b Tanks Warm Up with Venting – 2nd Step..............................6 - 75
6.4 Loaded Voyage with Fuel Gas Burning .....................................6 - 46 6.6.2c Tanks Warm Up with Gas Burning to GCU ..........................6 - 77
6.4.1 Gas Burning without Forcing Vaporizer.........................6 - 46 6.6.3a Inerting ..................................................................................6 - 79
6.4.2 Gas Burning with Forcing Vaporizer..............................6 - 48 6.6.3b Inerting with Ambient inert Gas (at sea or to shore) .............6 - 81
6.5 Discharging ................................................................................6 - 52 6.6.4a Aeration .................................................................................6 - 83
6.5.1 Preparations for Unloading ..........................................6 - 52
6.5.2 Liquid Lines & Arms Cooldown before Discharging.....6 - 56
6.5.3 Discharging with Gas Return from Shore.......................6 - 60
6.5.4 Discharging without Gas Return from Shore..................6 - 64
6.6 Pre Dry Dock Operations...........................................................6 - 70
6.6.1 Stripping and Line Draining ...........................................6 - 70
6.6.2 Tanks Warm Up..............................................................6 - 74
6.6.3 Inerting............................................................................6 - 80
6.6.4 Aeration ..........................................................................6 - 84

Illustrations
6.1.1a Insulation Space Inerting (First Step)......................................6 - 1
6.1.1b Insulation Space Inerting (Vacuum Process)...........................6 - 2
6.1.1c Insulation Space Inerting with Nitrogen (Inerting Process) ....6 - 5
6.1.2a Drying Cargo Tanks (Sumer time in that case dry air is heavier
than ambient air) ................................................................................6 - 9
6.1.3a Drying Cargo Tanks (wintertime in that case dry air is lighter
than ambient air) .............................................................................. 6 - 11
6.1.4a Inerting Cargo Tanks after Dry Dock....................................6 - 13
6.1.5a Drying and Inerting Cargo Tanks Using Liquid Nitrogen.....6 - 15
6.1.6a Gassing-Up Cargo Tanks (First Step)....................................6 - 17
6.1.6b Gassing-Up Cargo Tanks (Second Step with Gas Return to
Part 6
Shore)...............................................................................................6 - 19
6.1.6c Gassing-up with GCU Burning .............................................6 - 21
6.1.7a Initial Cooling Down Cargo Tanks........................................6 - 23
Cargo Operations
IMO No. 9861809 / 2nd Draft (2021.04.09) Part 6 Cargo Operations
 TRANSGAS POWER Cargo Operating Manual
Illustration 6.1.1a Insulation Space Inerting (First Step)

CN936V CN937V CN938V

CN903V (40) Key
(50) N2 Storage From N2 Purge for Regas Boilers
CN4V CN3V CN5V CN8V Tank N2 Generator CN953V CN954V CN955V Nitrogen Main Line
(4773) System (40)
N2 Purge for MGE Fuel Gas Line
(0.5MPa 1.0MPa) Secondary Insulation Space
Set at
0.9MPa CN933V CN934V CN935V Primary Insulation Space
(40)
CN906V N2 Purge for Regas Boilers Fuel Gas Line
CN904V CN900V CN930V CN921 CN922V CN923V
(50) (40)
N2 Purge for MGE
(1MPa 0.8MPa)
CN927V CN928V CN929V
(40)
CN931V CN901aV CN932V N2 Purge for GCU
(25)

(0.5MPa 0.8MPa)

Manifold Platform (P)

CN496V CN806V CN802V CN396V CN296V

CN256V

CN266V
PSV (15) (40) (15) PSV
PSV

CN166V
0.6MPa

(25)

(25)
CN10V CN172V

(25)
(15) (15)
(15)
(25) N2 for
CN494V CN394V CN294V Purging Regas
(50) (50) (50) Module Train #3

(15)
(150)
(150) (150) CN174V
CN1V Pressure Gaseous Nitrogen in Passage-way
(25)
N2 for WG Expansion
(80) (50) CN510V (25)
Tanks Train #3
CN2V
CN196V
PSV

(25)
CN481V
(250) (25)
(15)
CN498V

(25)
(50) CN194V
PSV
Secondary Barrier Pressurization (50)

(50)
(200) (250) (150)
CN493V

(15)
(150)
(15)
(250) Primary Barrier Pressurization (250) (250)

CN155V
(15)
CN432V

(250)

(250)

CN202V

CN153V
(15)
(15)

CN451V (15)
CN25V CN26V

(200)

(200)

(200)

CN201V

CN101V
LC LC

H
CN351V

CN22V

CN24V
CN483V CN482V

(15)

(15)
CN382V Regas Vent Mast CN131V
(250)

(250)
(50)

(80)

CN455V

CN31V

CN32V

CN33V
Vent Mast (150)
Secondary Barrier

Secondary Barrier

Secondary Barrier
CN431V

CN332V

CN331V

CN232V

CN231V

CN132V
Primary Barrier

Primary Barrier
CP471V CN355V CN255V
Primary Barrier

Casing CN151V
(150)

(150)

Purge CN383V

Secondary Barrier
Inlet

CN253V

Primary Barrier
CN453V

CN21V

CN20V

CN23V
(150) (150) (150)
CN371V CN182V
CN462V CN401V

CN499V CN398V CN399V CN298V CN299V CN198V CN199V

H

Casing

CN353V
PSV
(150)
PSV PSV
Purge (150)
PSV PSV
CN251V (150)
PSV PSV
CN183V (150)
Inlet

(150)
(150)

(150)

(25)

(150)

(25)

(150)

(150)
CN491V CN391V CN291V CN191V

(250)

(250)
CN464V

(150)

(150)

(150)
Liquid Liquid Liquid CN282V Liquid
LO

Dome Dome Dome Dome

CN463V

CN364V
CN492V

CN393V

CN293V

CN193V
CN263V

CN164V

CN163V
CN392V CN292V CN192V

CN363V

CN264V
(50)
Vent Mast Vent Mast CN283V Vent Mast
(15)

(15)

(15)

(15)
(15)
CN424V CN344V CN324V CN244V CN224V CN144V CN171V CN124V

(15)
CN444V
CN469V

CN479V

CP654V CP655V CN271V (250)

CN620V

CN179V
To NBO MS CN379V CN279V Casing
(50)

Drain Pot Casing Purge

CN625V N2 from CN650V Purge Inlet
Vaporizers Inlet

(50)
CN646V (40)
to Insulated
Spaces LC CN170V
CN624V (25)
CN639V

CN123V
CN121V
CN122V
CN442V
CN441V
CN443V

CN423V
CN421V
CN422V

CN342V
CN341V
CN343V

CN323V
CN321V
CN322V

CN242V
CN241V
CN243V

CN223V
CN221V
CN222V

CN142V
CN141V
CN143V
(250)
(40) N2 for Purging
CN617V CN357V Suction Drum
CN623V (250)
CN412V

(15)
CN312V

CN212V

CN112V
CN600V

LC
(40)
CN616V CN615V
CN622V CN197V
(50)

(50)

(50)

(50)
LC LC PSV
CN411V

CN311V

CN211V

CN111V
CN614V

CN612V
CN641V

(25)
(200)

CN397V CN297V
CN621V CN640V

(25)
(15)
PSV PSV

CN497V CN195V
(200)

CN653V

CN652V

CN651V

(25) (50)
(4776)

(4775)

(4774)

(150)
CN606V

CN173V

(25)
PSV
(15)

(25)
(15)
CN705V CN701V (25)
N2 for WG Expansion
Elec. Motor (15) (15) CN395V CN295V
Room (50) Tanks Train #1 & #2
(25)

(15) (50)
(40)
(150) (150) CN171V
CN602V
CN613V

CN610V

CN611V

(25)
CN495V N2 for Purging Regas
(50)
(150) Module Train
Manifold Platform (S)
CN605V

No.2 Vacuum (80) #1 & #2

Pump CN604V CN643V

CN601V
(200) (200)

No.1 Vacuum
Pump CN603V Cargo Machinery Room

IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 1 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

Illustration 6.1.1b Insulation Space Inerting (Vacuum Process)

Key
Gaseous Nitrogen
Production Plant Atmospheric Air

Cargo Auxiliaries Room

From Stripping Line

LNG
Vaporiser

To Vapor Main Line

Venting to Gas Mast Vacuum Pumps

GD GD GD GD
SIS SIS SIS SIS
PIS VM PIS VM PIS VM PIS VM

Tank 4 Tank 3 Tank 2 Tank 1

IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 2 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

Part 6: Cargo Operations 2. Operating Procedure 7) Close valves CN112V, 212V, 312V, and 412V on the trunk deck.

6.1 Post Dry Dock Operation General notes on the vacuum pumps: 8) On each tank, open the valves for connection to the
pressurisation header with the FWD/AFT transverse of the
6.1.1 Insulation Space Inerting  Ensure that auxiliary fresh water for the auxiliary freshwater primary insulation spaces.
cooler is available and on.
1. First Step: Evacuation of Insulation Space  Ensure that the LO tank is full and the power supply to the Valve Description Position
pumps is available. CN131V No.1 tank primary insulation space FWD Open
CAUTION  Ensure that the bulkhead seal system is full.
CN132V No.1 tank primary insulation space AFT Open
To avoid major damage to the secondary barrier, never evacuate a  Ensure that the pumps are free to rotate.
primary insulation space while leaving the associated secondary space  Ensure that LO is feeding the lubrication points. CN231V No.2 tank primary insulation space FWD Open
under pressure and never fill a secondary space while the primary space  Close the pump drains. CN232V No.2 tank primary insulation space AFT Open
is under a vacuum. CN331V No.3 tank primary insulation space FWD Open
All valves are assumed shut.
CN332V No.3 tank primary insulation space AFT Open
Before putting a cargo tank into service initially, or after dry docking, it
1) Isolate any pressure gauge, transducer, or instrument which CN431V No.4 tank primary insulation space FWD Open
is necessary to replace the ambient humid air in the insulation space with
dry nitrogen. could be damaged by the vacuum and install temporary No.4 tank primary insulation space AFT
CN432V Open
manometers to allow pressures in the insulation spaces to be
CN163V No.1 tank primary insulation space FWD Open
This is done by evacuating the insulation spaces with the vacuum pumps monitored.
and refilling them with nitrogen. The procedure is repeated until the CN164V No.1 tank primary insulation space AFT Open
oxygen content is reduced to less than 2 %. 2) On each tank, open the valves for connecting the pressurisation CN263V No.2 tank primary insulation space FWD Open
header with the feeder columns of the secondary insulation
CN264V No.2 tank primary insulation space AFT Open
Evacuation of all the insulation spaces takes approximately 15 hours. spaces.
CN363V No.3 tank primary insulation space FWD Open
Three cycles are usually necessary to reduce the oxygen to less than 2 %
by volume. Valve Description Position CN364V No.3 tank primary insulation space AFT Open
CN112V No.1 tank secondary insulation space feed Open CN463V No.4 tank primary insulation space FWD Open
CAUTION
CN212V No.2 tank secondary insulation space feed Open CN464V No.4 tank primary insulation space AFT Open
Changes in temperature or barometric pressure can produce differentials
CN312V No.3 tank secondary insulation space feed Open
far over 3 kPa in insulation spaces which are shut-in. With the cargo
9) Open valve CN617V, the vacuum pumps suction from the
system out of service and during inerting, always maintain the secondary CN412V No.4 tank secondary insulation space feed Open
primary pressurisation header.
insulation space pressure at or below the primary insulation space
pressure. Severe damage to the membranes will result if the differentials 3) Set up the suction valves of vacuum pumps in the cargo
10) Start both vacuum pumps.
exceed 3 kPa. machinery room.
11) Monitor the primary insulation space pressure. When it has been
Before refilling with nitrogen, the insulation spaces are evacuated to 20 Valve Description Position reduced to 20 kPaA in all the spaces, stop the vacuum pumps.
kPa absolute pressures. The evacuation of the insulation spaces is also CN601V No.1 vacuum pump suction valve Open
used to check the integrity of the barriers during periodical tests. 12) Close valves CN131V, 132V, 231V, 232V, 331V, 332V, 431V
CN602V No.2 vacuum pump suction valve Open
and CN432V,163V,164V,263V,264V,363V,364V,463V,464V on
To avoid possible damage to the secondary membrane, the secondary CN600V Isolation vacuum pumps Open
the trunk deck.
insulation spaces must be evacuated before the primary insulation spaces.
4) Prepare the vacuum pumps for use. 13) Close valves CN600V, CN617V, and valves CN601V, CN602V
The pipework at the vacuum pump’s suction has been designed to ensure
that the evacuation of the primary spaces cannot take place without at the vacuum pump suction.
5) Start both vacuum pumps.
having first evacuated the secondary spaces, or ensuring that they will be
During the evacuation of the insulation spaces, the tightness of the
both evacuated simultaneously. 6) Monitor the secondary insulation space pressure; when it has
primary and secondary insulation spaces relief valves has to be
been reduced to 20 kPaA in all the spaces, stop the vacuum
Two electrically driven vacuum pumps, cooled by freshwater, are confirmed and if suspected of leaking, blanked until the operation is
pumps.
installed in the cargo machinery room. They draw from the pressurisation completed. Blanks must be marked and notices posted or a temporary
headers and discharge to the No.4 vent mast. relief valve fitted.

IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 3 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

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IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 4 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

Illustration 6.1.1c Insulation Space Inerting with Nitrogen (Inerting Process)

Key
Gaseous Nitrogen
Liquid Nitrogen
Production Plant
Gaseous Nitrogen

Cargo Auxiliaries Room

From Stripping Line

LNG
Vaporiser

To Vapor Main Line

Venting to Gas Mast Vacuum Pumps

GD GD GD GD
SIS SIS SIS SIS
PIS VM PIS VM PIS VM PIS VM

Tank 4 Tank 3 Tank 2 Tank 1

IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 5 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

3. Second Step: Initial Filling with Nitrogen 4. Operating Procedure for the Completion of Nitrogen Filling Both primary and secondary insulation spaces of each tank are provided
with a pair of pressure relief valves that open at a pressure of 1 kPa
After the evacuation, the next step consists of filling the insulation spaces 1) The final filling criteria of the insulation spaces are 0.4 kPag for above the atmospheric level in each space. A manual bypass with a
with nitrogen. The cycle is repeated until the oxygen content in the primary insulation space and 0.2 kPag for secondary insulation cutout valve (CN191V, CN291V, CN391V, CN491V) and a ball valve is
spaces is less than 2 %. space with a reduced flow rate. Three cycles are usually provided from the primary space to the N 2 vent mast for local venting
necessary. and sweeping of space if required.
Liquid N2 is supplied by the shore to the liquid manifold where it passes
to the stripping/spray header via the appropriate manifold shore 2) After the final filling, check the oxygen content in all the spaces. 1) At the cargo machinery room ensure that the valves CN611V,
connection liquid valve. It is then fed to the LNG vaporiser and N2 gas If it is higher than 2 %, repeat the above inerting operation. CN612V, CN613V, and CN614V are open.
produced is entered into each insulation space with the temperature at There is also the possibility to check the O2 content at the
+20 °C. At this stage, the ship’s N2 generators are not used due to the vacuum pump discharge. 2) Adjust the set point of the nitrogen supply regulating valve
required capacity for initial filling. CN653V to the secondary header at 0.2 kPa and the regulating
3) Do not shut down the LNG vaporiser until it has been warmed valve CN651V to the primary header at 0.4 kPa.
It is assumed, though unlikely in practice, that all valves are closed through to the ambient temperature.
before use. 3) At the forward part of the trunk deck, ensure that the valves
4) The LNG vaporizer shall be tripped at -5kPag by insulation CN21V, CN22V, CN23V, and CN24V are open.
1) Install the spool piece on the LNG vaporiser outlet to insulation space header pressure.
spaces. 4) Adjust the set point of the nitrogen exhaust regulating valve
CAUTION CN31V for primary barrier space at 0.6 kPa and regulating
2) Prepare the LNG vaporiser for use. Changes in temperature or barometric pressure can produce differentials valve CN33V for secondary barrier space at 0.4 kPa.
far over 3 kPa in the insulation spaces which are shut-in. With the cargo
3) Adjust the set point of the temperature control valve of the LNG system out of service and during inerting, always maintain the primary The nitrogen supply to the insulation spaces has a stand-by regulating
vaporizer to +20 °C. insulation space pressure at, or below, tank pressure, and always valve CN652V, which can be connected to either the primary or
maintain the secondary insulation space pressure at or below the primary secondary system in the event of failure of one of the master regulating
4) Open the related valves from the liquid manifold to the LNG
insulation space pressure. valves.
vaporiser through the stripping/spray header and carry out line
cooldown operation. For safety reasons, ensure that the hull 5. Procedure for Normal Inerting There is a stand-by exhaust regulating valve CN32V, which can be
water curtain on the connected side is working. connected to either the primary barrier or secondary barrier system in the
The primary and secondary insulation spaces are filled with dry nitrogen event of failure of one of the master regulating valves.
5) Set the opening of the control valves CN31V, CN33V at 0.4 kPa. gas which is automatically maintained by alternate relief and make-up
valves as the atmospheric pressure or the temperature rises and falls, CAUTION
6) Open the isolation valves CN21V, CN22V, CN23V, and CN24V
under a pressure of between 0.2 kPa and 0.4 kPa above atmospheric If gas is detected through a micro-leakage of the membrane in any of the
for the insulation spaces exhaust control system.
pressure. insulation spaces, space should be continuously swept with nitrogen.
7) Crack open the primary insulation space supply isolation branch This can be accomplished by opening the exhaust valve from the space
The nitrogen provides a dry and inert medium for the following and allowing a controlled purge. Closely monitor the gas analyser on the
valve CN432V, CN332V, CN232V and CN132V CN163V,
purposes: affected space during purging.
CN164V,CN263V,CN264V,CN363V,CN364V,CN463V,CN464
V,CN231V,CN031V,CN41V on each tank.  To prevent the formation of a flammable mixture in the event of
an LNG leak.
8) Adjust the opening of the primary insulation space supply
 To permit easy detection of an LNG leak through a barrier.
valves for balancing the pressure rise in all the spaces. During
 To prevent corrosion.
filling, always maintain the pressure in the primary space at 0.1
kPa above the secondary space. Nitrogen, produced by the two N2 generators and stored in a pressurised
buffer tank, is supplied to the pressurisation headers through make-up
9) When the pressure in the primary spaces reaches 30 kPaA (10 regulating valves located in the cargo machinery room. From the headers,
kPa above the pressure in the secondary spaces), crack open the branches are led to the primary and secondary insulation spaces of each
secondary space supply valves CN412V, CN312V, CN212V, tank. Excess nitrogen from the insulation spaces is vented to mast No.2,
and CN112V on each tank. Adjust the opening of these valves through the exhaust regulating valves.
for balancing the pressure rise in all the spaces.

IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 6 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual
If the pressure temporarily falls below atmospheric pressure, the
condition is not critical insofar as the differential pressure (Ps - Pp)
between the secondary spaces pressure (Ps) and the primary space
pressure (Pp) does not exceed 3 kPa. (Ps - Pp) ≤ 3 kPa

WARNING
When the vacuum in the primary insulation spaces, relative to the
secondary insulation spaces, reaches 3 kPa the two insulation spaces
shall be immediately inter-connected - which will involve a manual
operation.

When put in communication, and therefore subjected to the same

nitrogen pressure, the primary and secondary insulation spaces can
withstand a large depressurisation without any damage.

It should be noted that even with the tanks fully loaded, a pressure lower
than atmospheric pressure in the primary insulation spaces is not harmful
to the primary membrane. In this respect, it should be noted that this
membrane is subjected to a -80 kPa vacuum pressure, both during global
testing at the construction stage and also for the insulation spaces’ cycles
purging.

IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 7 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

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IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 8 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

Illustration 6.1.2a Drying Cargo Tanks (Sumer time in that case dry air is heavier than ambient air)

(250) Key

CG421V
(250) Cargo Machinery Room Dry Air
CG407V CG637V No.3 LD Compressor CG653V
CG646V CG648V CG645V
To No.1
H H ESD (250)
H
(250) (200)
H (250) Atmospheric Air
Regas
CG405V CG635V CG662V H CG656V CG668V CG665V

(250)
Boiler
(200) H No.2 After (100)
Heater/Cooler H CG659V

(200)
(400)
H

(400)

(400)

(400)

(400)

(400)
To No.2 H
No.2 LD Compressor CG652V
Regas CG661V H (200) (250)
Boiler CG408V Buffer Tank
H
CG633V

CG801V
ESD

ESD

ESD

ESD

ESD
CL804V

CL803V

CL802V

CL801V
CS804V

CS803V

CS802V

CS802V

CS801V
CG658V CG655V CG667V CG664V

RG802V

RG801V
(300)

ESD

ESD
CG643V
CG448V

CG644V
CG422V

(100)

H
(200) H

H
H

H
CG412V CG636V No.1 LD Compressor CG651V (25)

CG473V
ESD H CG642V CG641V CG660V H
(80) (80) (80) (80)

(300)

(300)
To DF H H (250) (200) (200) H (250)

CS814V
CL814V

CL813V

CS813V

CS812V

CL812V
CS811V

CL811V
Engine
CG406V H CG657V CG654V CG666V CG663V

(400)
(200)
No.1 After (100)
CG411V CG632V CG619V CG647V FC Heater/Cooler
(80) (80)

(400)

(400)

(400)
To DF (250)

(500)
RG107V
H
(100) CG604V
Engine CS822V CS821V
CG634V

(100) (50)
CG423V

(300)
H
CG617V (80) (80)
LD Spray NBO Spray FBO
H

CG613V CG608V CG602V BDV RG109V

Heater No.2 HD Comp. Pipe Pipe (700) (500)

Crossover
FC

(200)

(250)
CG628V Mist. Mist. FO

(650) Vapour
(300)

(600)
H
ESD (200) Sepa. Sepa. Gas
H
H (300)
To GCU

(700)
CG616V CG606V CG603V Metering

(700)
CG409V CG618V

(400)

(150)
CG620V

CL604V
Unit

CL613V
(200)
FC

CL603V
(750) (300)

CG611V

FO
(500) CG601V (650)

CL614V
(500)
CG607V No.1 HD Comp.

FO
(750)

(80)
CG615V H (600)

Export Gas Header

HD (300)
Heater FC CG612V CG605V CG609V (700)

(25)

(40)

(50)
CG629V H (700)
(500) (600) (650)
H
CG621V

(500)
CG614V

(50)
(150) (500) (500)
(80)

CL601V CL602V

CL611V CL612V
CL605V

CL615V
(40) CG627V CG625V
CG623V

FC
(400) CS603V (150) H CS722V CS721V

0
FC

0)
CG610V
CG622V Spray Pipe

7
CG626V

(200)
(100)
LNG Forcing (80) (80)

CL714V

CS714V
CL713V

CS713V

CS712V

CL712V
CS711V

CL711V
(65)
Vaporiser Vaporiser

RG105V
(750)

(200)

P
CS602V CF605V

Stripping & Spraying Header

CF620V

(500)
H H (80) (80) (80) (80)

CG450V CG449V
(50) (65) (50)

(750)

(400)

RG104V
Vapour Crossover
CL606V
FC FC

H
Liquid Crossover

Liquid Crossover
CS601V CF604V

CG701V
ESD

ESD

ESD

ESD

ESD
CL704V

CL703V

CL702V

CL701V
CG702V

P
CS704V

CS703V

CS702V

CS701V
RG106V

H
605A CF041V

H
(65)

(65)
CS611V CS612V CF621V CF622V (100) (50) H
Regas

CL607V
(25)
(50) BDV RG108V Vent Mast
To Insulated FO

(400)

(400)

(400)

(400)

(400)
Spaces Regas Vent Header
CS613V CS614V CF623V CF624V (500) (600)
(500)
K.O
Drum
Regas Plant

0)
(750) (600) (600)

CS071V

70
(600)
CG467V CG464V Regas Suction Regas

(
CG466V

H
16V

401A
(500)

(750)

Module Drum Module

(65)

(65)

(300) (300) M03 M02 M01

CS461V CG031V

RS

(65)
CG469V

CG462V

CG468V
CG461V

CG465V

CL462V

3V 14V BOG to Regas Plant

(300) Gas Header (300) (300)

4V 607A
(400) (750) (650) Vapour Header (500) (400)

Inert (450) (600) Liquid Header (700) (600) (450)

Gas
CS041V CS031V CS072V CS011V
(65) (80) Stripping & Spraying Header (100) (80) (80) (40)

(300)
(400) Regas Feed Header (400) (400)

(100)

(400)

(200)
Fuel Gas Header (65) (100) Liquid & Vapour Return (100)
CL405V

CL409V

CL418V from Regas Plant

CF040V CF030V

(200)
(400)
(400)

(450)

(400)

(450)

CL118V

CG105V
(65)

CL011V
(65)

(65)
(40)

(40)
Heavier Return Line
H

(200)
(400)
NO

CS204V

CS104V
CL404V

CL205V

CL209V

CL105V

CL109V
(450)
(200)
(400)

(65)

CG104V
CL218V
CL416V

CL309V

CS304V
CL305V

NO
H

H
H

H
CL053V
CS405V
CF404V
H

NO
CG404V

CG304V

CG204V

CG107V
H

(400)

CS305V

CS205V

CS105V
H

CF304V
CL415V

CL119V
NO

NO

NO
(450)

(65)

CL311V CL211V CL111V

H

H
H

CL411V

(400)

(400)
101A

H
(40) (40) (40) (40)
(400)

(400)

CL312V CL112V

CL219V
CL212V
406A

CL414V CL314V CL214V CL114V

CL315V CL316V

H H H CL213V H

H
(400) (450) (400) (450) (450) (450)

CG106V
(400) (400) CL113V
(65)

(40)

(40)

(40)
H

(300)
(400) (400)
H H 111A
CL412V 411A 311A 211A

H
(400) (400)
404A

CL304V

CL303V

(65)
(65)
CL404V

CL403V

CL204V

CL203V

CL104V

CL103V
No.4 No.3 (200) No.2 (200) No.1
CL408V

CL308V

CL208V

CL108V
H

H
CS403V

CF402V

Vent Mast Vent Mast Vent Mast Vent Mast

H

H
CS303V

CF302V
H

H
H CL407V

H CL207V

H CL107V

CS103V
CL203V
H CS402V

H CS302V

H CS202V

H CS102V
H
CL417V

CL317V

CL217V

CL117V
(65)
H
H CL307V

H
CL413V CS408V

CS407V

CL313V CS308V

CS307V

CS208V

CS207V

CS108V

CS107V
CF401V

(65)
H

H
CF403V

CG403V

CG303V

CG203V

CG103V
CF303V

CF301V

(400)
CL406V

CL206V

CL106V
CS401V

CS301V

CS201V

CS101V
NO
NO

NO

NO
H

(200) (200)
H

H
CL306V
(300)

(300)
(300)

(400)

(300)

(400)

(300)

(300)

(400)

(300)

(300)

(400)
(50)
CS411V

CS211V

CS111V
CS311V
(40)

(50)

(40)

(50) (50)
H

H
H H H H
H
H

(40) (40) (40) (40)

CS412V CS312V CS212V CS112V
(200)

(200)

(200)

(200)
Top Filling Line

Top Filling Line

Top Filling Line

Top Filling Line

Filling Line
(400) Filling Line

(400) Filling Line

(400) Filling Line

(25)

(25)

(25)

(25)

(25)

(25)

(25)

(25)
Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

(600)

(600)
(400)

(400)

(400)

(400)

(400)
(65)

(65)
(600)

(400)

(600)

(400)
(400)

(400)
(65)

(40)

(65)

(40)

(3 (3 (3 (3 (3 (3 (3 (3
50 50 50 50 50 50 50 50
) ) ) ) ) ) ) )
CL402V

CL401V

CL302V

CL301V

CL202V

CL201V

CL102V

CL101V
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
(80)

(50)

(80)

(50)

(80)

(80)
No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ No.2 No.1 Stripping/
Cargo Cargo Spray Gas Cargo Cargo Spray Gas Cargo Cargo Spray Cargo Cargo Spray
Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump

IMO No. 9861809 / 2nd Draft (2021.04.09) 6- 9 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual
6.1.2 Drying Cargo Tanks with Bottom Filling after Dry Dock 2. Operating Procedure for Drying Tanks 4) Open valve CG105V to vent through the No.1 vent mast.
Eventually, tank pressure is controlled via the regulating valve
1. General Description
- Replace atmospheric air with dry air CG106V, set at 10 kPa of the setpoint of the controller on the
Anytime the cargo tanks have been opened during dry-docking or for Purpose - Dew point of dry air is lower than -45°C IAS.
maintenance or inspection, the humid air which has entered in tanks must from IGG
5) Open the valve IGP14V, downstream of the two non-return
be dried. This is mainly to prevent the formation of ice when the tanks Performance criteria Cargo tanks dew point: Lower than -20°C
valves on the inert gas/dry air discharge line.
are later cooled down for cargo operations but are also to avoid the Inert gas plant ( Dry air mode)
Auxiliaries involved
sulphur and nitrogen oxides (which the inert gas may have contained) - Flow rate: 15,000 Nm3/h 6) Start the IGG with the dry air production mode. When the dew
from combining with the humidity to form corrosive agents. Operation duration Approximately 23 hours point is -45 °C, Open the IGG deck delivery valve to deliver dry
- Dew point in tank by sampling at the air to distribution.
The tanks are therefore inerted to prevent a potential flammable LNG/air top of gas dome and sampling lines in
mixture. In this process, dry air is used to displace the normal humid air, 7) Monitor the dew point of each tank by taking a sample at the
the tank
and the inert gas produced from the inert gas/dry air generator is then vapour domes. When the dew point is -20 °C or less, close the
- Operating condition of IGG
used to displace the dry air within the tanks. The operation takes Check points filling and vapour valves of the tank.
- Monitoring of safety device & related
approximately 23 hours to reduce the dew point to lower than -20 °C and sensors 8) Wet air which may be contained in the discharge lines from the
can be carried out either while in the port or at sea. - Temperature of seawater and cargo pumps, float level gauge piping, and any associated
atmosphere, atmosphere pressure pipework in the cargo machinery room must be purged with dry
In summer, the dry air is likely to be heavier than the ambient air, so the Necessary device Portable dew point meter air.
filling pipes at the bottom of the tanks are used to introduce the dry air to
the tanks. From the top of each tank, the ambient air is displaced through It is assumed that all the valves are closed before drying operations. 9) When all the tanks are dried to a dew point below -20 °C;
the vapour header and then vented to the atmosphere from the vent mast
at the No. 1 Tank. This is followed by introducing inert gas to the tanks 1) Prepare the inert gas/dry air generator for use in the dry air  Stop the IGG.
mode. Install the spool pieces 607A & 401A to connect the inert  Close the supply valve CG466V, CG467V, and CL462V to the
using the same piping route and displacement method.
gas/dry air feeder line to the liquid header. liquid header and disconnect spool pieces
 The No.1 vent mast valve CG105V is to be left open at all times,
Inert gas is also used to dry to a dew point of below -45°C and inert all
2) Open valves CG466V, CG467V, and CL462V to supply dry air except for isolation or maintenance.
the other LNG and vapour pipework. This is done when the inert gas
to the liquid header.
plant is operating for use in drying and inerting the tanks.
NOTE
3) Open the filling valves and vapour outlet valves on each tank.
It is necessary to lower the tank’s dew point by dry air to at least -20 °C,
NOTE
Valve Description Position
before feeding tanks with inert gas to avoid the formation of corrosive
Any pipe-work not purged with inert gas must be purged with nitrogen
agents.
before the introduction of LNG liquid or vapour. CL109V No.1 tank liquid branch valve Open
CL209V No.2 tank liquid branch valve Open
The main qualities of the dry air produced by the inert gas/dry air CL309V No.3 tank liquid branch valve Open
generator are:
CL409V No.4 tank liquid branch valve Open
CL108V No.1 tank filling valve Open
 Dew point of -45 °C
 The discharge pressure of 25 kPa CL208V No.2 tank filling valve Open
 A flow rate of 15,000 Nm3/h CL308V No.3 tank filling valve Open
CL408V No.4 tank filling valve Open
NOTE
CG103V,104V No.1 tank vapour outlet valves Open
No. 1 Cargo Tank should be the final tank processed to ensure that the
CG203V,204V No.2 tank vapour outlet valves Open
system is always full of dry air.
CG303V,304V No.3 tank vapour outlet valves Open
CG403V,404V No.4 tank vapour outlet valves Open

IMO No. 9861809 / 2nd Draft (2021.04.09) 6 - 10 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

Illustration 6.1.3a Drying Cargo Tanks (wintertime in that case dry air is lighter than ambient air)

(250) Key

CG421V
(250) Cargo Machinery Room Dry Air
CG407V CG637V No.3 LD Compressor CG653V
CG646V CG648V CG645V
To No.1
H H ESD (250)
H
(250) (200)
H (250) Atmospheric Air
Regas
CG405V CG635V CG662V H CG656V CG668V CG665V

(250)
Boiler
(200) H No.2 After (100)
Heater/Cooler H CG659V (400)

(200)
H

(400)

(400)

(400)

(400)

(400)
To No.2 H
No.2 LD Compressor CG652V
Regas CG661V H (200) (250)
Boiler CG408V Buffer Tank
H
CG633V

CG801V
ESD

ESD

ESD

ESD

ESD
CL804V

CL803V

CL802V

CL801V
CS804V

CS803V

CS802V

CS802V

CS801V
CG658V CG655V CG667V CG664V

RG802V

RG801V
(300)

ESD

ESD
CG643V
CG448V

CG644V
CG422V

(100)

H
(200) H

H
H

H
CG412V CG636V No.1 LD Compressor CG651V (25)

CG473V
ESD H CG642V CG641V CG660V H
(80) (80) (80) (80)

(300)

(300)
To DF H H (250) (200) (200) H (250)

CS814V
CL814V

CL813V

CS813V

CS812V

CL812V
CS811V

CL811V
Engine
CG406V H CG657V CG654V CG666V CG663V

(400)
(200)
No.1 After (100)
CG411V CG632V CG619V CG647V FC Heater/Cooler
(80) (80)

(400)

(400)

(400)
To DF (250)

(500)
RG107V
H
(100) CG604V
Engine CS822V CS821V
CG634V

(100) (50)
CG423V

(300)
H
CG617V (80) (80)
LD Spray NBO Spray FBO
H

CG613V CG608V CG602V BDV RG109V

Heater No.2 HD Comp. Pipe Pipe (700) (500)

Crossover
FC

(200)

(250)
CG628V Mist. Mist. FO

(650) Vapour
(300)

(600)
H
ESD (200) Sepa. Sepa. Gas
H
H (300)
To GCU

(700)
CG616V CG606V CG603V Metering

(700)
CG409V CG618V

(400)

(150)
CG620V

CL604V
Unit

CL613V
(200)
FC

CL603V
(750) (300)

CG611V

FO
(500) CG601V (650)

CL614V
(500)
CG607V No.1 HD Comp.

FO
(750)

(80)
CG615V H (600)

Export Gas Header

HD (300)
Heater FC CG612V CG605V CG609V (700)

(25)

(40)

(50)
CG629V H (700)
(500) (600) (650)
H
CG621V

(500)
CG614V

(50)
(150) (500) (500)
(80)

CL601V CL602V

CL611V CL612V
CL605V

CL615V
(40) CG627V CG625V
CG623V

FC
(400) CS603V (150) H CS722V CS721V

0
FC

0)
CG610V
CG622V Spray Pipe

7
CG626V

(200)
(100)
LNG Forcing (80) (80)

CL714V

CS714V
CL713V

CS713V

CS712V

CL712V
CS711V

CL711V
(65)
Vaporiser Vaporiser

RG105V
(750)

(200)

P
CS602V CF605V

Stripping & Spraying Header

CF620V

(500)
H H (80) (80) (80) (80)

CG450V CG449V
(50) (65) (50)

(750)

(400)

RG104V
Vapour Crossover
CL606V
FC FC

H
Liquid Crossover

Liquid Crossover
CS601V CF604V

CG701V
ESD

ESD

ESD

ESD

ESD
CL704V

CL703V

CL702V

CL701V
CG702V

P
CS704V

CS703V

CS702V

CS701V
RG106V

H
605A CF041V

H
(65)

(65)
CS611V CS612V CF621V CF622V (100) (50) H
Regas

CL607V
(25)
(50) BDV RG108V Vent Mast
To Insulated FO

(400)

(400)

(400)

(400)

(400)
Spaces Regas Vent Header
CS613V CS614V CF623V CF624V (500) (600)
(500)
K.O
Drum
Regas Plant

0)
(750) (600) (600)

CS071V

70
(600)
CG467V CG464V Regas Suction Regas

(
CG466V

H
16V

401A
(500)

(750)

Module Drum Module

(65)

(65)

(300) (300) M03 M02 M01

CS461V CG031V

RS

(65)
CG469V

CG462V

CG468V
CG461V

CG465V

CL462V

3V 14V BOG to Regas Plant

(300) Gas Header (300) (300)

4V 607A
(400) (750) (650) Vapour Header (500) (400)

Inert (450) (600) Liquid Header (700) (600) (450)

Gas
CS041V CS031V CS072V CS011V
(65) (80) Stripping & Spraying Header (100) (80) (80) (40)

(300)
(400) Regas Feed Header (400) (400)

(100)

(400)

(200)
Fuel Gas Header (65) (100) Liquid & Vapour Return (100)
CL405V

CL409V

CL418V from Regas Plant

CF040V CF030V

(200)
(400)
(400)

(450)

(400)

(450)

CL118V

CG105V
(65)

(65)

(65)

CL011V
(40)

(40)
Heavier Return Line
H

(200)
(400)
NO

CS204V

CS104V
CL404V

CL205V

CL209V

CL105V

CL109V
(450)
(200)
(400)

CG104V
(65)

CL218V
CL416V

CL309V

CS304V
CL305V

NO
H

H
H

H
CL053V
CS405V
CF404V
H

NO
CG404V

CG304V

CG204V

CG107V
H

(400)

CS305V

CS205V

CS105V
H

CF304V
CL415V

CL119V
NO

NO

NO
(450)

(65)

CL311V CL211V CL111V

H

H
H

CL411V

(400)

(400)
101A

H
(40) (40) (40) (40)
(400)

(400)

CL312V CL112V

CL219V
CL212V
406A

CL414V CL314V CL214V CL114V

CL315V CL316V

H H H CL213V H

H
(400) (450) (400) (450) (450) (450)

CG106V
(400) (400) CL113V
(65)

(40)

(40)

(40)
H

(300)
(400) (400)
H H 111A
CL412V 411A 311A 211A

H
(400) (400)
404A

CL304V

CL303V

(65)
(65)
CL404V

CL403V

CL204V

CL203V

CL104V

CL103V
No.4 No.3 (200) No.2 (200) No.1
CL408V

CL308V

CL208V

CL108V
H

H
CS403V

CF402V

Vent Mast Vent Mast Vent Mast Vent Mast

H

H
CS303V

CF302V
H

H
H CL407V

H CL207V

H CL107V

CS103V
CL203V
H CS402V

H CS302V

H CS202V

H CS102V
H
CL417V

CL317V

CL217V

CL117V
(65)
H
H CL307V

H
CL413V CS408V

CS407V

CL313V CS308V

CS307V

CS208V

CS207V

CS108V

CS107V
CF401V

(65)
H

H
CF403V

CG403V

CG303V

CG203V

CG103V
CF303V

CF301V

(400)
CL406V

CL206V

CL106V
CS401V

CS301V

CS201V

CS101V
NO
NO

NO

NO
H

(200) (200)
H

H
CL306V
(300)

(300)
(300)

(400)

(300)

(400)

(300)

(300)

(400)

(300)

(300)

(400)
(50)
CS411V

CS211V

CS111V
CS311V
(40)

(50)

(40)

(50) (50)
H

H
H H H H
H
H

(40) (40) (40) (40)

CS412V CS312V CS212V CS112V
(200)

(200)

(200)

(200)
Top Filling Line

Top Filling Line

Top Filling Line

Top Filling Line

Filling Line
(400) Filling Line

(400) Filling Line

(400) Filling Line

(25)

(25)

(25)

(25)

(25)

(25)

(25)

(25)
Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

(600)

(600)
(400)

(400)

(400)

(400)

(400)
(65)

(65)
(600)

(400)

(600)

(400)
(400)

(400)
(65)

(40)

(65)

(40)

(3 (3 (3 (3 (3 (3 (3 (3
50 50 50 50 50 50 50 50
) ) ) ) ) ) ) )
CL402V

CL401V

CL302V

CL301V

CL202V

CL201V

CL102V

CL101V
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
(80)

(50)

(80)

(50)

(80)

(80)
No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ No.2 No.1 Stripping/
Cargo Cargo Spray Gas Cargo Cargo Spray Gas Cargo Cargo Spray Cargo Cargo Spray
Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump

IMO No. 9861809 / 2nd Draft (2021.04.09) 6 - 11 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual
6.1.3 Drying Cargo Tanks with Top Filling after Dry Dock It is assumed that all valves are closed and spool pieces are also removed 10) Monitor the dew point of each tank by taking a sample at the
before drying operations. bottom sampling line. When the dew point is -20 °C or less,
1. General Description
close the filling and vapour valves of the tank.
1) Prepare the inert gas/dry air generator for use in the dry air
In winter the dry air can be lighter than ambient air and in this case, the
mode. 11) Wet air that may be contained in the discharge lines from the
dry air is introduced at the top of the tanks through the vapour dome. The
cargo pumps, float level gauge piping, and any associated
ambient air is displaced up the filling line into the liquid header and then 2) Install the spool pieces 607A to connect the inert gas/dry air pipework in the cargo machinery room must be purged with dry
vented to the atmosphere through the No.1 vent mast riser. feeder line to the vapour header. air; this is normally carried out in conjunction with the drying of
The operation carried out from shore or at sea, will take approximately 3) Install the spool piece 101A to connect the liquid header to the the cargo tanks. Section 6.6.3 of this manual provides a detailed
23 hours to reduce the dew point to less than -20 °C. No.1 vent mast riser. procedure on this, simply substitute dry air for inert gas.

The inert gas generator produces dry air with a dew point of below - 4) Open valves CG466V and CG461V to supply dry air to the 12) When all the tanks are dried to a dew point below -20 °C;
45 °C and can supply dry air to the cargo piping network. This is done vapour header.  Stop the IGG.
during the time that the inert gas plant is operating with air production  Close the supply valve IGP14V, CG466V and CG461V to
mode for use in drying cargo tanks. 5) Open the blind flange valve to connect the inert gas/dry air
the vapour header and disconnect spool piece 607A.
feeder line to the vapour header.
 Close the valve CL011V then remove the spool piece 101A.
The main qualities of the dry air produced by the inert gas/dry air
generator are: 6) Open the vapour valves and loading valves on each tank.
CAUTION
 Dew point of -45 °C Valve Description Position To prevent the formation of corrosive agents within the tank,
 Discharge pressure of 25 kPa CG103V,104V No.1 tank vapour outlet valves Open ensure that the dry air has reduced the dew point in the tank to at
 Flow rate of 15,000 Nm3/h No.2 tank vapour outlet valves least -20 °C before supplying inert gas to the tanks.
CG203V,204V Open
2. Operating Procedure for Drying Tanks CG303V,304V No.3 tank vapour outlet valves Open
CG403V,404V No.4 tank vapour outlet valves Open
- Replace atmospheric air in cargo tanks
CL109V No.1 tank liquid branch valve Open
by dry air
Purpose CL209V No.2 tank liquid branch valve Open
- Dew point of dry air is lower than -45°C
from IGG CL309V No.3 tank liquid branch valve Open
Performance criteria Cargo tanks dew point: Lower than -20°C CL409V No.4 tank liquid branch valve Open
Inert gas plant ( Dry air mode) CL108V No.1 tank filling valve Open
Auxiliaries involved
- Flow rate: 15,000 Nm3/h CL208V No.2 tank filling valve Open
Operation duration Approximately 20 hours CL308V No.3 tank filling valve Open
- Dew point in tank by sampling at top of CL408V No.4 tank filling valve Open
gas dome and sampling lines in liquid
dome 7) Open valve CL011V to vent through the No.1 vent mast.
- Operating condition of IGG Eventually, tank pressure is controlled via the regulating valve
Check points
- Monitoring of safety device & related CG106V, set at 10 kPa of the setpoint of the controller on the
sensors IAS.
- Temperature of sea water and
atmosphere, atmosphere pressure 8) Open the valve IGP14V, downstream of the two non-return
valves on the inert gas/dry air discharge line.
Necessary device Portable dew point meter
9) Start the IGG with the dry air production mode. When the dew
Dry air, with a dew point of -45°C, is produced by the IGG at a flow rate
point is -45 °C, Open the IGG deck delivery valve to deliver dry
of 15,000 Nm3/h.
air to distribution.

IMO No. 9861809 / 2nd Draft (2021.04.09) 6 - 12 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual

Illustration 6.1.4a Inerting Cargo Tanks after Dry Dock

(250) Key

CG421V
(250) Cargo Machinery Room Dry Air
CG407V CG637V No.3 LD Compressor CG653V
CG646V CG648V CG645V
To No.1 H H ESD (250)
H
(250) (200)
H
(250) Inert Gas
Regas
CG405V CG635V CG662V H CG656V CG668V CG665V

(250)
Boiler
(200) H No.2 After (100)
Heater/Cooler H CG659V (400)

(200)
H

(400)

(400)

(400)

(400)

(400)
To No.2 H
No.2 LD Compressor CG652V
Regas CG661V H (250)
Boiler CG408V Buffer Tank (200) H
CG633V

CG801V
ESD

ESD

ESD

ESD

ESD
CL804V

CL803V

CL802V

CL801V
CG658V CG655V

CS804V

CS803V

CS802V

CS802V

CS801V
CG667V CG664V

RG802V

RG801V
(300)

ESD

ESD
CG643V
CG448V

CG644V
CG422V

(100)

H
(200) H

H
H

H
CG412V CG636V No.1 LD Compressor CG651V (25)

CG473V
ESD H CG642V CG641V CG660V H
(80) (80) (80) (80)

(300)

(300)
To DF H H (250) (200) (200) H (250)

CS814V
CL814V

CL813V

CS813V

CS812V

CL812V
CS811V

CL811V
Engine
CG406V H CG657V CG654V CG666V CG663V

(400)
(200)
No.1 After (100)
CG411V CG632V CG619V CG647V FC Heater/Cooler
(80) (80)

(400)

(400)

(400)
To DF (250)

(500)
RG107V
H
(100) CG604V
Engine CS822V CS821V
CG634V

(100) (50)
CG423V

(300)
H
CG617V (80) (80)
LD Spray NBO Spray FBO
H

CG613V CG608V CG602V BDV RG109V

Heater No.2 HD Comp. Pipe Pipe (700) (500)

Crossover
FC

(200)

(250)
CG628V Mist. Mist. FO

(650) Vapour
(300)

(600)
H
ESD (200) Sepa. Sepa. Gas
H
H (300)
To GCU

(700)
CG616V CG606V CG603V Metering

(700)
CG409V CG618V

(400)

(150)
CG620V

CL604V
Unit

CL613V
(200)
FC

CL603V
(750) (300)

CG611V

FO
(500) CG601V (650)

CL614V
(500)
CG607V No.1 HD Comp.

FO
(750)

(80)
CG615V H (600)

Export Gas Header

HD (300)
Heater FC CG612V CG605V CG609V (700)

(25)

(40)

(50)
CG629V H (700)
(500) (600) (650)
H
CG621V

(500)
CG614V

(50)
(150) (500) (500)
(80)

CL601V CL602V

CL611V CL612V
CL605V

CL615V
(40) CG627V CG625V
CG623V

FC
(400) CS603V (150) H CS722V CS721V

0
FC

0)
CG610V
CG622V Spray Pipe

7
CG626V

(200)
(100)
LNG Forcing (80) (80)

CL714V

CS714V
CL713V

CS713V

CS712V

CL712V
CS711V

CL711V
(65)
Vaporiser Vaporiser

RG105V
(750)

(200)

P
CS602V CF605V

Stripping & Spraying Header

CF620V

(500)
H H (80) (80) (80) (80)

CG450V CG449V
(50) (65) (50)

(750)

(400)

RG104V
Vapour Crossover
CL606V
FC FC

H
Liquid Crossover

Liquid Crossover
CS601V CF604V

CG701V
ESD

ESD

ESD

ESD

ESD
CL704V

CL703V

CL702V

CL701V

P
CG702V
CS704V

CS703V

CS702V

CS701V
RG106V

H
605A CF041V

H
CS611V CS612V CF621V CF622V
(65)

(65)
(100) (50) H
Regas

CL607V
(25)
(50) BDV RG108V Vent Mast
To Insulated FO

(400)

(400)

(400)

(400)

(400)
Spaces CS613V CS614V CF623V CF624V Regas Vent Header (500) (600)
(500)
K.O
Drum
Regas Plant

0)
(750) (600) (600)

CS071V

70
(600)
CG467V CG464V Regas Suction Regas

(
CG466V

H
16V

401A
(500)

(750)

Module Drum Module

(65)

(65)

(300) (300) M03 M02 M01

CS461V CG031V

RS

(65)
CG469V

CG462V

CG468V
CG461V

CG465V

CL462V

3V 14V BOG to Regas Plant

(300) Gas Header (300) (300)

4V 607A
(400) (750) (650) Vapour Header (500) (400)

Inert (450) (600) Liquid Header (700) (600) (450)

Gas
CS041V CS031V CS072V CS011V
(65) (80) Stripping & Spraying Header (100) (80) (80) (40)

(300)
(400) Regas Feed Header (400) (400)

(100)

(400)

(200)
Fuel Gas Header (65) (100) Liquid & Vapour Return (100)
CL405V

CL409V

CL418V from Regas Plant

CF040V CF030V

(200)
(400)
(400)

(450)

(400)

(450)

CL118V

CG105V
(65)

(65)

(65)

CL011V
(40)

(40)
Heavier Return Line
H

(200)
(400)
NO

CL209V

CS204V

CL109V

CS104V
CL404V

CL205V

CL105V
(450)
(200)
(400)

(65)

CG104V
CL218V
CL416V

CL305V

CL309V

CS304V

NO
H

H
CL053V
CS405V
CF404V
H

NO
CG404V

CG304V

CG204V

CG107V
H
H

(400)

CS305V

CS205V

CS105V
H

CF304V
CL415V

CL119V
NO

NO

NO
(450)

(65)

CL311V CL211V CL111V

H

H
H

CL411V

(400)

(400)
101A

H
(40) (40) (40) (40)
(400)

(400)

CL312V CL212V CL112V

CL219V
406A

CL414V CL314V CL214V CL114V

CL315V CL316V

H H H CL213V H

H
(400) (450) (400) (450) (400) (450) (400) (450) CL113V

CG106V
(65)

(40)

(40)

(40)
H

(300)
(400) (400)
H H 111A
CL412V 411A 311A 211A

H
(400) (400)
404A

CL304V

CL303V

(65)
(65)
CL404V

CL403V

CL204V

CL203V

CL104V

CL103V
No.4 No.3 (200) No.2 (200) No.1
CL408V

CL308V

CL208V

CL108V
H

H
CS403V

CF402V

Vent Mast Vent Mast Vent Mast Vent Mast

H

H
CS303V

CF302V
H

H
H CL407V

H CL207V

H CL107V

CS103V
CL203V
H CS402V

H CS302V

H CS202V

H CS102V
H
CL417V

(65)
CL317V

CL217V

CL117V
H
H CL307V

H
CL413V CS408V

CS407V

CL313V CS308V

CS307V

CS208V

CS207V

CS108V

CS107V
CF401V

(65)
H

H
CF403V

CG403V

CG303V

CG203V

CG103V
CF303V

CF301V

(400)
CL406V

CL206V

CL106V
CS401V

CS301V

CS201V

CS101V
NO
NO

NO

NO
H

(200) (200)
H

H
CL306V
(300)

(400)

(300)

(400)
(300)

(300)

(300)

(300)

(400)

(300)

(300)

(400)
(50)
CS411V

CS211V

CS111V
(40)

CS311V
(50)

(40)

(50) (50)
H

H
H H H H
H
H

(40) (40) (40) (40)

CS412V CS312V CS212V CS112V
(200)

(200)

(200)

(200)
Top Filling Line

Top Filling Line

Top Filling Line

Top Filling Line

Filling Line
(400) Filling Line

(400) Filling Line

(400) Filling Line

(25)

(25)

(25)

(25)

(25)

(25)

(25)

(25)
Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

Regas Feed Pump Column

(600)

(600)
(400)

(400)

(400)

(400)

(400)
(65)

(65)
(600)

(400)

(600)

(400)
(400)

(400)
(65)

(40)

(65)

(40)

(3 (3 (3 (3 (3 (3 (3 (3
50 50 50 50 50 50 50 50
) ) ) ) ) ) ) )
CL402V

CL401V

CL302V

CL301V

CL202V

CL201V

CL102V

CL101V
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
(80)

(50)

(80)

(50)

(80)

(80)
No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ Fuel No.2 No.1 Stripping/ No.2 No.1 Stripping/
Cargo Cargo Spray Gas Cargo Cargo Spray Gas Cargo Cargo Spray Cargo Cargo Spray
Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump Pump

IMO No. 9861809 / 2nd Draft (2021.04.09) 6 - 13 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual
6.1.4 Inerting Cargo Tanks after Dry Dock - Operating condition of IGG 8) During tank inerting, purge the air contained in the lines and
- Monitoring of safety device and related equipment by using valves and purge sample points for enough
1. General Description
sensors time to ensure that the O2 content is below 2%.
Inert gas is introduced at the bottom of the tanks through the filling - Temperature of sea water and
9) When the operation is completed, stop the supply of inert gas
piping. The dry-air is displaced from the top of each tank through the atmosphere, atmosphere pressure
and close valves IGP14V and CG466V, CL462V, CG467
vapour dome and the vapour header and is discharged from the No.1 vent - Portable dew point meter
Necessary device CL409V, CL309V, CL209V, CL109V, CL408V, CL308V,
mast riser. - Portable oxygen meter
CL208V CL108V, CG404V, CG403V, CG304V, CG303V,
Inert gas, with an oxygen content of less than 2.0 % and a dew point of CG204V, CG203V, CG104V, CG103V, CG106, CG105 and
It is assumed that all valves are closed prior to inerting operations.
-45°C, is produced by the IGG with a flow rate of 15,000 Nm3/h. disconnect the spool pieces 607A and 401A
1) Prepare the IGG for use in the inert gas mode.
NOTE
NOTE
2) Install the spool piece 607A and 401A to connect the inert gas Until the ship is ready to load LNG for gas filling, the tanks may
To prevent the backflow of cargo vapour into the inert gas system, two feeder line to the liquid header. be maintained under inert gas as long as necessary. If required,
non-return valves and a removable spool piece have to be fitted in the pressurise the tanks to 10 kPa above atmospheric pressure and,
inert gas main in the cargo area. When not in use, the inert gas system 3) Open valves CG466V, CG467V, and CL462V to supply inert isolate all the valves at the forward venting system.
shall be made separate from the cargo system in the cargo area except for gas to the liquid header.
connections to the hold spaces or interbarrier spaces.
4) Open the filling valves and vapour outlet valves on each tank.
Regas feed pump columns have to be inerted (by purge cock) with Valve Description Position
nitrogen before inerting the cargo tanks.
CL109V No.1 tank liquid branch valve Open
CL209V No.2 tank liquid branch valve Open
NOTE
CL309V No.3 tank liquid branch valve Open
When purging (i.e., drying and inerting all the cargo pumps), the pumps
CL409V No.4 tank liquid branch valve Open
must not be allowed to turn to prevent damage to the dry bearings. Pump
inerting must be carried out only via the small sample lines. Upon CL108V No.1 tank filling valve Open
completion of the drying/inerting of tanks, all the pipelines should also CL208V No.2 tank filling valve Open
be purged. CL308V No.3 tank filling valve Open
CL408V No.4 tank filling valve Open
CAUTION CG103V,104V No.1 tank vapour outlet valves Open
The inert gas from this generator and pure nitrogen will not sustain life. CG203V,204V No.2 tank vapour outlet valves Open
Great care must be taken to ensure the safety of all the personnel CG303V,304V No.3 tank vapour outlet valves Open
involved in any operation using inert gas of any description, to prevent CG403V,404V No.4 tank vapour outlet valves Open
asphyxiation due to oxygen depletion.
5) Open valve CG105V to vent through the No.1 vent mast.
2. Operating Procedures Eventually, tank pressure is controlled via the regulating valve
CG106V, set at 10 kPa of the setpoint of the controller on the
Replace dry air by inert gas (dew point of
Purpose IAS.
inert gas is lower than -45°C from IGG)
Cargo tanks O2 content : less than 2% in 6) Open the valve IGP14V, downstream of the two non-return
Performance criteria volume valves on the inert gas/dry air discharge line.
Cargo tanks dew point : lower than -40°C
Auxiliaries involved Inert gas generator ( Inert gas mode) 7) By sampling at the vapour dome, check the atmosphere of each
Operation duration Approximately 23 hours tank using the portable oxygen analyser. O 2 content is to be less
- Dew point in tank by sampling at top of than 2 % and the dew point lower than -40 °C.
Check points
gas dome and sampling lines in tank

IMO No. 9861809 / 2nd Draft (2021.04.09) 6 - 14 Part 6 Cargo Operations

 TRANSGAS POWER Cargo Operating Manual
Illustration 6.1.5a Drying and Inerting Cargo Tanks Using Liquid Nitrogen

(250) Key

CG421V
(250) Cargo Machinery Room Atmospheric Air
CG407V CG637V No.3 LD Compressor CG653V
CG646V CG648V CG645V H
To No.1
H H ESD (250) (250) (200)
H (250) Liquid Nitrogen
Regas
CG405V CG635V CG662V H CG656V CG668V CG665V Gaseous Nitrogen

(250)
Boiler
(200) H No.2 After (100)
Heater/Cooler H CG659V (400)

(200)
H

(400)

(400)

(400)

(400)

(400)
To No.2 H