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Cargo Systems Operating Manual
Bilbao Knutsen
LIST OF CONTENTS ISSUE AND UPDATES PIPELINE BANDING COLOURS CARGO SYMBOLS AND COLOUR SCHEME ELECTRICAL AND INSTRUMENTATION SYMBOLS INTRODUCTION
Part 2: Properties of LNG 2.1
Principal Data 1.1.1 1.1.2 1.1.3 1.1.4
Principal Particulars of the Ship Principal Particulars of Cargo Equipment and Machinery General Arrangement Tanks Capacity Plan
1.2
Rules and Regulations
1.3
Cargo System Technology 1.3.1 Cargo Containment System Principle 1.3.2 Gaz Transport Cargo Containment
1.4
Hazardous Areas and Gas Dangerous Zone Plan
Properties of LNG 2.1.1 Physical Properties and Composition of LNG
2.2
Characteristics of LNG 2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures 2.2.2 Supplementary Characteristics
Part 1: Design Concept of the Vessel 1.1
3.2.2b 3.2.3a 3.2.3b 3.2.4a 3.3.1a 3.3.1b 3.3.1c 3.3.1d 3.3.2a 3.3.3a 3.3.4a
2.3
Health Hazards
Part 4: Cargo and Ballast System
Illustrations 2.1.1a 2.1.1b 2.1.1c 2.1.1d 2.1.1e 2.2.1a 2.2.2a
Physical Properties of LNG Composition of Typical LNG Properties of Methane Variation of Boiling Point of Methane with Pressure Relative Density of Methane and Air Flammability of Methane, Oxygen and Nitrogen Mixtures Structural Steel Ductile to Brittle Transition Curve
4.1
4.2
Cargo Control Room Arrangement
1.3.2c 1.3.2d 1.3.2e 1.3.2f 1.3.2g 1.4a
General Arrangement Tanks Capacity Plan Tanks Capacity Plan Cargo Tank Lining Reinforcement Construction of Containment System - Flat Area Construction of Containment System - Securing of Insulation Boxes Arrangement of Transverse Corner Longitudinal Dihedron Prefabricated Invar Tube Combined with Perlite Box Pump Column Base Support Hull Steel Grades Hazardous Areas and Gas Dangerous Zone Plan
3.2
Integrated Automation System (IAS) 3.2.1 3.2.2 3.2.3 3.2.4 3.2.5
3.3
IAS Overview IAS Operator Station Operations Screen Displays Watch Call System Total Boil-Off Gas Control System
4.3
Radar Gauges and CTS Float Level Gauge High Level and Overfill Alarm System Trim Indicator Loading Computer
Liquid Header Line Vapour Header Line Spray Header Line Gas Line (One Tank Operation) Fuel Gas Line Vent Line Inerting/Aeration Line
Cargo Pumps 4.3.1 Main Cargo Pumps 4.3.2 Stripping/Spray Pumps 4.3.3 Emergency Cargo Pump
4.4
Cargo Compressors 4.4.1 High Duty Compressor 4.4.2 Low Duty Compressor
Custody Transfer System (CTS) 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5
Cargo Piping System 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.2.7
Part 3: Integrated Automation System (IAS) 3.1
Cargo Containment System 4.1.1 Liquid Leakage Detection
Illustrations 1.1.3a 1.1.4a 1.1.4b 1.3.1a 1.3.2a 1.3.2b
Operation: Symbols and Views Screen Display Main Menu Screen Display Cargo Plant Watch Call Panels Saab Tank Level Monitor Display Saab Tank Radar Example of Custody Transfer Data Example of Certificate of Loading Whessoe Float Level Gauge High Level and Overfill Alarm System Trim and List Indicator
4.5
Boil-Off/Warm-Up Heaters
4.6
LNG Vaporiser
4.7
Forcing Vaporiser
Illustrations 3.1a 3.1b 3.2.1a 3.2.2a Issue: 1
Cargo Control Room Layout Cargo Control Room Console Integrated Automation System Overview IAS Operator Station Panel
Front Matter - Page 1 of 10
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Cargo Systems Operating Manual
Bilbao Knutsen
4.8
Nitrogen Generator
4.9
Inert Gas and Dry-Air Generator
4.10
Fixed Gas Detection System
4.11
Valve Remote Control and Emergency Shutdown System
4.12
Ship-Shore Link and Mooring Load Monitoring System
4.7b Screen Shot Forcing Vaporiser 4.8a Nitrogen Generator System 4.9a Inert Gas and Dry-Air Generator 4.10a Fixed Gas Sampling System 4.10b Fixed Gas Sampling System 4.10c Fixed Gas Sampling System 4.11a Cargo Valves Remote Control System 4.11b Ballast, Diesel and Fuel Oil Valves Remote Control System 4.12.1a Ship Shore Link 4.13.1a Cargo Tank Relief Valve Function 4.13.2a Insulation Space Relief Valve 4.13.2b Liquid Dome Vent 4.14.1a Ballast System 4.14.2a Remote Sounding and Draught Gauging System 4.14.2b Types of Gauging 4.14.3a Ballast Exchange Flow Chart
4.12.1 Ship Shore Link - Fibre Optic 4.12.2 Ship Shore Link - Electrical 4.13
Relief Systems 4.13.1 Cargo Tank Relief Valves 4.13.2 Insulation Space Relief Valves 4.13.3 Pipeline Relief Valves
4.14
Ballast Level and Draught Gauging System 4.14.1 Ballast Piping System 4.14.2 Remote Level and Draught Indicating System 4.14.3 Ballast Water Management
4.15
Part 5: Cargo Auxiliary and Deck System 5.1
Temperature Monitoring System
5.2
Primary and Secondary Insulation Space Nitrogen Pressurisation and Control System
5.3
Cofferdam Heating System 5.3.1 Glycol Water Heater 5.3.2 Cofferdam Heating and Control 5.3.3 Hull Ventilation
Vacuum Pumps
Illustrations 4.1a 4.2a 4.2b 4.3.1a 4.3.1b 4.3.2a 4.3.2b 4.3.3a 4.4.1a 4.4.1b 4.4.2a 4.4.2b 4.4.2c 4.5a 4.5b 4.6a 4.7a Issue: 1
Leakage Pipe Cargo Piping System Liquid Dome and Vapour Dome Main Cargo Pumps Four Step Cargo Pump Start Sequence Stripping/Spray Pumps Spray Pump Start Sequence Emergency Cargo Pump High Duty Compressor Screen Shot High Duty Compressor Low Duty Compressor Screen Shot Low Duty Compressor Low Duty Compressor Alarm and Trip Set Point List Boil-Off/Warm-Up Heaters Screen Shot Boil-Off/Warm-Up Heaters Screen Shot LNG Vaporiser Forcing Vaporiser
5.4
Fire Fighting Systems 5.4.1 5.4.2 5.4.3 5.4.4 5.4.5 5.4.6 5.4.7 5.4.8 5.4.9 5.4.10
5.5
Deck and Accommodation Fire Main System Deck Water Spray System Emergency Fire Pump System CO2 Extinguishing System Fire Detection System Fixed Dry Powder Fire Fighting System Quick-Closing Valves and Fire Dampers Engine Room Fire Main System Water Fog Fire Extinguishing System Engine Room Hot Foam Fire Extinguishing System
5.6
Forward Bilge System
Illustrations 5.1a 5.1b 5.2a 5.3.1a 5.3.2a 5.4.1a 5.4.1b 5.4.2a 5.4.4a 5.4.5a 5.4.5b
Temperature Sensors on Double Hull Bulkhead Temperature Sensors on Secondary Barrier Nitrogen Pressurisation and Control Glycol Water Heater Cofferdam Heating System Deck Fire Main System Accommodation Fire Main System Deck Water Spray System CO2 System Fire Detection Panel Fire Detection Equipment and Alarms on Bridge Deck and E Deck 5.4.5c Fire Detection Equipment and Alarms on C and D Decks 5.4.5d Fire Detection Equipment and Alarms on A and B Decks 5.4.5e Fire Detection Equipment and Alarms on Main Deck and Cargo Machinery Room 5.4.5f Fire Detection Equipment and Alarms on Engine Room 21800mm Deck and Bow Thruster Room 5.4.5g Fire Detection Equipment and Alarms on Engine Room 2nd Flat 5.4.5h Fire Detection Equipment and Alarms on Engine Room 1st Flat 5.4.5i Fire Detection Equipment and Alarms on Engine Room Floor and Turbine Mezzanine Deck 5.4.5j Fire Detection Equipment and Alarms on 29600mm, 35200mm and 40100mm Decks 5.4.6a Fixed Dry Powder Fire Fighting System 5.4.7a Quick-Closing Valves and Fire Dampers System 5.4.8a Engine Room Fire Main System 5.4.9a Engine Room Water Fog Fire Extinguishing System 5.4.10aEngine Room Hot Foam Fire Extinguishing System 5.5a Cargo Machinery Fresh Water Cooling System 5.6a Forward Bilge System
Cargo Machinery Fresh Water Cooling System
Front Matter - Page 2 of 10
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Part 6: Cargo Operations 6.1
Cargo Systems Operating Manual
Bilbao Knutsen Illustrations 6.1.1a 6.2.1a 6.2.2a 6.2.3a 6.2.3b 6.2.4a
Insulation Space Pressurisation 6.1.1 Insulation Space Inerting 6.1.2 In-Service Tests
6.2
Post Dry Dock Operation 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5
6.3
6.2.4b
Initial Insulation Space Inerting Drying Cargo Tanks Inerting Cargo Tanks Gassing-Up Cargo Tanks Cooling Down Cargo Tanks
6.2.4c 6.2.5a 6.3.1a
Ballast Passage
6.3.2a
6.3.1 Cooling Down Cargo Tanks Prior to Arrival 6.3.2 Spraying During Ballast Voyage, Single Tank 6.4
6.4.1a 6.4.2a 6.4.3a
Loading
6.4.3b 6.4.4a 6.4.4b 6.5.1a 6.5.2a 6.6.1a 6.6.2a 6.6.3a 6.6.4a 6.6.4b 6.6.5a 6.7.1a 6.7.1b 6.7.2a 6.7.2b 6.7.3a 6.7.3b 6.7.3c 6.7.4a
6.4.1 Preparations for Loading 6.4.2 Cargo Lines Cooldown 6.4.3 To Load Cargo with Vapour Return to Shore via the High Duty Compressor 6.4.4 Deballasting 6.5
Loaded Voyage With Boil-Off Gas Burning 6.5.1 Loaded Voyage with Normal Boil-Off Gas Burning 6.5.2 Loaded Voyage with Forced Boil-Off Gas Burning
6.6
Discharging with Vapour Return from Shore 6.6.1 6.6.2 6.6.3 6.6.4 6.6.5
6.7
Preparation for Discharging Liquid Line Cooldown Before Discharging Arm Cooldown Before Discharging Discharging with Vapour Return from Shore Ballasting
Pre Dry Dock Operations 6.7.1 6.7.2 6.7.3 6.7.4
Issue: 1
Stripping and Line Draining Tank Warm Up Gas Freeing Aerating
Initial Inerting of Insulation Spaces Filling From Shore Nitrogen Supply Drying Cargo Tanks Inerting Cargo Tanks Drying and Inerting Cargo Tanks using Liquid Nitrogen Purging with Nitrogen before Gas Filling with LNG Vapour Displacing Inert Gas (Gas Filling) with LNG Vapour Venting Displacing Inert Gas with LNG Vapour - Discharging to Shore Tank Cooldown with Return through Vapour Header Cooling Down Cargo Tanks Prior to Arrival on Ballast Voyage Cooling Down One Cargo Tank Prior to Arrival on Ballast Voyage Preparations for Loading Cargo Lines Cooldown Loading With Vapour Return to Shore via High Duty Compressor Nitrogen Set Up During Loading Deballasting Use of Stripping Eductor Loaded Voyage with Normal Boil-Off Gas Burning Loaded Voyage with Forced Boil-Off Gas Burning Preparation for Discharging Liquid Line Cooldown Before Discharging Shore Arm Cooldown Before Discharging Discharging Procedure Discharging with Vapour Return From Shore Ballasting Stripping to No.4 Cargo Tank Stripping and Line Draining Tank Warm Up - Venting - 1st Step Tank Warm Up - Venting - 2nd Step Gas Freeing Cargo Tanks Inerting Cargo Tank Pipelines Inerting Cargo Machinery Spaces Aerating Cargo Tanks
Part 7: Emergency Procedures 7.1
LNG Vapour Leakage to Barrier
7.2
LNG Liquid Leakage to Primary Barrier
7.3
Water Leakage to Barrier
7.4
Failure of Cargo Pumps - Emergency Cargo Pump Installation
7.5
Fire and Emergency Breakaway
7.6
One Tank Operation 7.6.1 7.6.2 7.6.3 7.6.4 7.6.5
7.7
Ship to Ship Transfer 7.7.1 7.7.2 7.7.3 7.7.4 7.7.5
7.8
One Tank Warm-Up One Tank Gas Freeing One Tank Aerating One Tank Drying/Inerting One Tank Gassing Up and Cooling Down
General Safety Pre-mooring Preparations Mooring Transfer Operations Un-mooring
LNG Jettison
Illustrations 7.1a 7.1b 7.2a 7.3a 7.3b 7.4a 7.6.1a 7.6.2a 7.6.3a 7.6.4a 7.6.4b 7.6.5a 7.6.5b
Cleansing of Primary Insulation Space of One Tank Vacuum Process Cleansing of Primary Insulation Space of One Tank Filling Process Barrier Punch Water Evacuation from Insulation Space Water Evacuation from Cofferdam Space Emergency Cargo Pump Installation Sequence One Tank Warm-Up One Tank Gas Freeing One Tank Aeration One Tank Drying One Tank Inerting One Tank Gassing Up One Tank Cooling Down
Front Matter - Page 3 of 10
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Cargo Systems Operating Manual
Bilbao Knutsen
Issue and Updates This manual is provided with a system of issue and update control. Controlling documents ensures that: • Documents conform to a standard format; • Amendments are carried out by relevant personnel; • Each document or update to a document is approved before issue; • A history of updates is maintained;
This manual was produced by: WORLDWIDE MARINE TECHNOLOGY LTD. For any new issue or update contact: The Technical Director WMT Technical Office The Court House 15 Glynne Way Hawarden Deeside, Flintshire CH5 3NS, UK E-Mail:
[email protected]
• Updates are issued to all registered holders of documents; • Sections are removed from circulation when obsolete. Document control is achieved by the use of the footer provided on every page and the issue and update table below. In the right hand corner of each footer are details of the pages section number and title followed by the page number of the section. In the left hand corner of each footer is the issue number. Details of each section are given in the first column of the issue and update control table. The table thus forms a matrix into which the dates of issue of the original document and any subsequent updated sections are located. The information and guidance contained herein is produced for the assistance of certificated officers who by virtue of such certification are deemed competent to operate the vessel to which such information and guidance refers. Any conflict arising between the information and guidance provided herein and the professional judgement of such competent officers must be immediately resolved by reference to Knutsen OAS Shipping Technical Operations Office.
Issue: 1
Front Matter - Page 4 of 10
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Cargo Systems Operating Manual
Bilbao Knutsen Issue 1
Issue 2
Issue 3
Item
Issue 1
Issue 2
Issue 3
Item
Issue and Update Control
August 2004
3.3
Custody Transfer System (CTS)
August 2004
4.13
Cargo Symbols and Colour Scheme
August 2004
3.3.1
Radar Gauges and CTS
August 2004
Electrical and Instrumentation Symbols
August 2004
3.3.2
Float Level Gauge
August 2004
Introduction
August 2004
3.3.3
High Level and Overfill Alarm System
1.1
Principal Data
August 2004
3.3.4
1.1.1
Principal Particulars and Dimensions of the Ship
August 2004
3.3.5
1.1.2
Principal Particulars of Cargo Equipment and Machinery
August 2004
Illustrations
1.1.3
General Arrangement
August 2004
3.1a
Cargo Control Room Layout
August 2004
Issue 1 Relief Systems
August 2004
4.13.1
Cargo Tank Relief Valves
August 2004
4.13.2
Insulation Space Relief Valves
August 2004
August 2004
4.13.3
Pipeline Relief Valves
August 2004
Trim Indicator
August 2004
4.14
Ballast Level and Draught Gauging System
August 2004
Loading Computer
August 2004
4.14.1
Ballast Piping System
August 2004
4.14.2
Remote Level and Draught Indicating System
August 2004
4.14.3
Ballast Water Management
August 2004
Vacuum Pumps
August 2004
1.1.4
Tanks Capacity Plan
August 2004
3.1b
Cargo Control Room Console
August 2004
4.15
1.2
Rules and Regulations
August 2004
3.2.1a
Integrated Automation System Overview
August 2004
Illustrations
1.3
Cargo System Technology
August 2004
3.2.2a
IAS Operator Station Panel
August 2004
4.1a
Leakage Pipe
August 2004
1.3.1
Cargo Containment System Principle
August 2004
3.2.2b
Operation: Symbols and Views
August 2004
4.2a
Cargo Piping System
August 2004
1.3.2
Gaz Transport Cargo Containment
August 2004
3.2.3a
Screen Display Main Menu
August 2004
4.2b
Liquid Dome and Vapour Dome
August 2004
1.4
Hazardous Areas and Gas Dangerous Zone Plan
August 2004
3.2.3b
Screen Display Cargo Plant
August 2004
4.3.1a
Main Cargo Pumps
August 2004
Illustrations 1.1.3a
General Arrangement
3.2.4a
Watch Call Panels
August 2004
4.3.1b
Four Step Cargo Pump Start Sequence
August 2004
August 2004
3.3.1a
Saab Tank Level Monitor Display
August 2004
4.3.2a
Stripping/Spray Pumps
August 2004 August 2004
1.1.4a
Tank Capacity Plan
August 2004
3.3.1b
Saab Tank Radar
August 2004
4.3.2b
Spray Pump Start Sequence
1.1.4b
Tank Capacity Plan
August 2004
3.3.1c
Example of Custody Transfer Data
August 2004
4.3.3a
Emergency Cargo Pump
August 2004
1.3.1a
Cargo Tank Lining Reinforcement
August 2004
3.3.1d
Example of Certificate of Loading
August 2004
4.4.1a
High Duty Compressor
August 2004
1.3.2a
Construction of Containment System - Flat Area
August 2004
3.3.2a
Whessoe Float Level Gauge
August 2004
4.4.1b
Screen Shot High Duty Compressor
August 2004
1.3.2b
IBS IS Flay Panel Junction
August 2004
3.3.3a
High Level and Overfill Alarm System
August 2004
4.4.2a
Low Duty Compressor
August 2004
1.3.2c
Arrangement of Transverse Corner
August 2004
3.3.4a
Trim and List Indicators
August 2004
4.4.2b
Screen Shot Low Duty Compressor
August 2004
1.3.2d
Longitudinal Dihedron
August 2004
Text
4.4.2c
Low Duty Compressor Alarm and Trip Set Point List
August 2004
1.3.2e
Prefabricated Invar Tube Combined with Perlite Box
August 2004
4.1
August 2004
4.5a
Boil-Off/Warm-Up Heaters
August 2004
1.3.2f
Pump Column Base Support
August 2004
4.1.1
Liquid Leakage Detection
August 2004
4.5b
Screen Shot Boil-Off/Warm-Up Heaters
August 2004
1.3.2g
Hull Steel Grades
August 2004
4.2
Cargo Piping System
August 2004
4.6a
LNG Vaporiser
August 2004
1.4a
Hazardous Areas and Gas Dangerous Zone Plan
August 2004
4.2.1
Liquid Header Line
August 2004
4.7a
Forcing Vaporiser
August 2004
4.2.2
Vapour Header Line
August 2004
4.7b
Screen Shot Forcing Vaporiser
August 2004
Text
Cargo Containment System
2.1
Properties of LNG
August 2004
4.2.3
Spray Header Line
August 2004
4.8a
Nitrogen Generator System
August 2004
2.1.1
Physical Properties and Composition of LNG
August 2004
4.2.4
Gas Line (One Tank Operation)
August 2004
4.9a
Inert Gas and Dry-Air Generator
August 2004
2.2
Characteristics of LNG
August 2004
4.2.5
Fuel Gas Line
August 2004
4.10a
Fixed Gas Sampling System
August 2004
2.2.1
Flammability of Methane, Oxygen and Nitrogen Mixtures
August 2004
4.2.6
Vent Line
August 2004
4.10b
Fixed Gas Sampling System
August 2004
2.2.2
Supplementary Characteristics
August 2004
4.2.7
Inerting/Aeration Line
August 2004
4.10c
Fixed Gas Sampling System
August 2004
2.3
Health Hazards
August 2004
4.3
Cargo Pumps
August 2004
4.11a
Cargo Valves Remote Control System
August 2004
4.3.1
Main Cargo Pumps
August 2004
4.11b
Ballast, Diesel and Fuel Oil Valves Remote Control System
August 2004
August 2004
4.3.2
Stripping/Spray Pumps
August 2004
4.12.1a
Ship Shore Link
August 2004 August 2004
Illustrations 2.1.1a
Physical Properties of LNG
2.1.1b
Composition of Typical LNG
August 2004
4.3.3
Emergency Cargo Pump
August 2004
4.13.1a
Cargo Tank Relief Valve Function
2.1.1c
Properties of Methane
August 2004
4.4
Cargo Compressors
August 2004
4.13.2a
Insulation Space Relief Valve
August 2004
2.1.1d
Variation of Boiling Point of Methane with Pressure
August 2004
4.4.1
High Duty Compressor
August 2004
4.13.2b
Liquid Dome Vent
August 2004
2.1.1e
Relative Density of Methane and Air
August 2004
4.4.2
Low Duty Compressor
August 2004
4.14.1a
Ballast System
August 2004
2.2.1a
Flammability of Methane, Oxygen and Nitrogen Mixtures
August 2004
4.5
Boil-Off/Warm-Up Heaters
August 2004
4.14.2a
Ballast Draught Gauging System
August 2004
2.2.2a
Structural Steel Ductile to Brittle Transition Curve
August 2004
4.6
LNG Vaporiser
August 2004
4.14.2b
Remote Sounding and Draught Gauging System
August 2004
4.7
Forcing Vaporiser
August 2004
4.14.3a
Ballast Exchange Flow Chart
August 2004
August 2004
4.8
Nitrogen Generator
August 2004
Text 5.1
Temperature Monitoring System
5.2
Primary and Secondary Insulation Pressurising and Control System
5.3
Cofferdam Heating System
5.3.1
Glycol Water Heater
August 2004
5.3.2
Cofferdam Heating and Control
August 2004
5.3.3
Hull Ventilation
August 2004
Text 3.1
Cargo Control Room Arrangement
3.2
Integrated Automation System (IAS)
August 2004
4.9
Inert Gas and Dry-Air Generator
August 2004
3.2.1
IAS Overview
August 2004
4.10
Fixed Gas Detection System
August 2004
3.2.2
IAS Operator Station Operations
August 2004
4.11
Valve Remote Control and Emergency Shutdown System
August 2004
3.2.3
Screen Displays
August 2004
4.12
Ship-Shore Link and Mooring Load Monitoring System
August 2004
3.2.4
Watch Call System
August 2004
4.12.1
Ship Shore Link - Fibre Optic
August 2004
3.2.5
Total Boil-Off Gas Control System
August 2004
4.12.2
Ship Shore Link - Electrical
August 2004
Issue: 1
Issue 2
Issue 3
August 2004 Space
Nitrogen
August 2004 August 2004
Front Matter - Page 5 of 10
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Issue 1
5.4
Fire Fighting Systems
5.4.1 5.4.2 5.4.3 5.4.4
Cargo Systems Operating Manual
Bilbao Knutsen Issue 2
Issue 3
Item
August 2004
6.2.2
Deck and Accommodation Fire Main System
August 2004
6.2.3
Deck Water Spray System
August 2004
6.2.4
Emergency Fire Pump System
August 2004
6.2.5
CO2 Fire Extinguishing System
August 2004
6.3
5.4.5
Fire Detection System
August 2004
6.3.1
5.4.6
Fixed Dry Powder Fire Fighting System
August 2004
5.4.7
Quick-Closing Valves and Fire Dampers
5.4.8
Engine Room Fire Main System
5.4.9 5.4.10 5.5
Cargo Machinery Fresh Water Cooling System
August 2004
5.6
Forward Bilge System
August 2004
Issue 1
Issue 2
Issue 3
Item
Issue 1
August 2004
6.6.1a
Preparation for Discharging
Inerting Cargo Tanks
August 2004
6.6.2a
Liquid Line Cooldown Before Discharging
August 2004
Gassing-Up Cargo Tanks
August 2004
6.6.3a
Shore Arm Cooldown Before Discharging
August 2004
Cooling Down Cargo Tanks
August 2004
6.6.4a
Discharging Procedure
August 2004
Ballast Passage
August 2004
6.6.4b
Discharging with Vapour Return From Shore
August 2004
Cooling Down Cargo Tanks Prior to Arrival
August 2004
6.6.5a
Ballasting
August 2004
6.3.2
Spraying During Ballast Voyage, Single Tank
August 2004
6.7.1a
Stripping to No.4 Cargo Tank
August 2004
August 2004
6.4
Loading
August 2004
6.7.1b
Stripping and Line Draining
August 2004
August 2004
6.4.1
Preparations for Loading
August 2004
6.7.2a
Tank Warm Up - Venting - 1st Step
August 2004
Water Fog Fire Extinguishing System
August 2004
6.4.2
Cargo Lines Cooldown
August 2004
6.7.2b
Tank Warm Up - Venting - 2nd Step
August 2004
Engine Room Hot Foam Fire Extinguishing System
August 2004
6.4.3
To Load Cargo with Vapour Return to Shore via the High Duty Compressor
August 2004
6.7.3a
Gas Freeing Cargo Tanks
August 2004
6.7.3b
Inerting Cargo Tank Pipelines
August 2004
6.4.4
Deballasting
August 2004
6.7.3c
Inerting Cargo Machinery Spaces
August 2004
6.5
Loaded Voyage With Boil-Off Gas Burning
August 2004
6.7.4a
Aerating Cargo Tanks
August 2004
6.5.1
Loaded Voyage with Normal Boil-Off Gas Burning
August 2004
6.5.2
Loaded Voyage with Forced Boil-Off Gas Burning
August 2004
7.1
LNG Vapour Leakage to Barrier
August 2004
6.6
Discharging with Vapour Return from Shore
August 2004
7.2
LNG Liquid Leakage to Primary Barrier
August 2004
6.6.1
Preparation for Discharging
August 2004
7.3
Water Leakage to Barrier
August 2004
6.6.2
Liquid Line Cooldown Before Discharging
August 2004
6.6.3
Arm Cooldown Before Discharging
August 2004
7.4
Failure of Cargo Pumps - Emergency Cargo Pump Installation
August 2004
6.6.4
Discharging with Vapour Return from Shore
August 2004
7.5
Fire and Emergency Breakaway
August 2004
6.6.5
Ballasting
August 2004
7.6
One Tank Operation
August 2004
6.7
Pre-Dry Dock Operations
August 2004
7.6.1
One Tank Warm-Up
August 2004
6.7.1
Stripping and Line Draining
August 2004
7.6.2
One Tank Gas Freeing
August 2004
6.7.2
Tank Warm-Up
August 2004
7.6.3
One Tank Aerating
August 2004
6.7.3
Gas Freeing
August 2004
7.6.4
One Tank Drying/Inerting
August 2004
Aerating
August 2004
7.6.5
One Tank Gassing Up and Cooling Down
August 2004
Illustrations
Drying Cargo Tanks
5.1a
Temperature Sensors on Double Hull Bulkhead
August 2004
5.1b
Temperature Sensors on Secondary Barrier
August 2004
5.2a
Nitrogen Pressurisation and Control
August 2004
5.3.1a
Glycol Water Heater
August 2004
5.3.2a
Cofferdam Heating System
August 2004
5.4.1a
Deck Fire Main System
August 2004
5.4.1b
Accommodation Fire Main System
August 2004
5.4.2a
Deck Water Spray System
August 2004
5.4.4a
CO2 System
August 2004
5.4.5a
Fire Detection Panel
August 2004
5.4.5b
Fire Detection Equipment and Alarms on Bridge Deck and E Deck
August 2004
5.4.5c
Fire Detection Equipment and Alarms on C and D Decks
August 2004
6.7.4
Illustrations
5.4.5d
Fire Detection Equipment and Alarms on A and B Decks
August 2004
5.4.5e
Fire Detection Equipment and Alarms on Main Deck and Cargo Machinery Room
August 2004
5.4.5f
Fire Detection Equipment and Alarms on Engine Room 21800mm Deck and Bow Thruster Room
August 2004
5.4.5g
Fire Detection Equipment and Alarms on Engine Room 2nd Flat
August 2004
5.4.5h
Fire Detection Equipment and Alarms on Engine Room 1st Flat
August 2004
5.4.5i
Fire Detection Equipment and Alarms on Engine Room Floor and Turbine Mezzanine Deck
5.4.5j
Fire Detection Equipment and Alarms on 29600mm, 35200mm and 40100mm Decks
August 2004
5.4.6a
Fixed Dry Powder Fire Fighting System
August 2004
Ship to Ship Transfer
August 2004
August 2004
7.7.1
General Safety
August 2004
6.2.1a
Filling From Shore Nitrogen Supply
August 2004
7.7.2
Pre-mooring Preparations
August 2004
6.2.2a
Drying Cargo Tanks
August 2004
7.7.3
Mooring
August 2004
6.2.3a
Inerting Cargo Tanks
August 2004
7.7.4
Transfer Operations
August 2004
6.2.3b
Drying and Inerting Cargo Tanks using Liquid Nitrogen
August 2004
7.7.5
Un-mooring
August 2004
7.8
LNG Jettison
August 2004
Purging with Nitrogen before Gas Filling with LNG Vapour
August 2004
Displacing Inert Gas (Gas Filling) with LNG Vapour Venting
August 2004
6.2.4c
Displacing Inert Gas with LNG Vapour - Discharging to Shore
August 2004
August 2004
5.4.7a
Quick-Closing Valves and Fire Dampers System
August 2004
5.4.8a
Engine Room Fire Main System
August 2004
5.4.9a
Engine Room Water Fog Fire Extinguishing System
August 2004
5.4.10a
Engine Room Hot Foam Fire Extinguishing System
August 2004
5.5a
Cargo Machinery Fresh Water Cooling System
August 2004
5.6a
Forward Bilge System
August 2004
Text 6.1
Insulation Space Pressurisation
6.1.1
Insulation Space Inerting
August 2004
6.1.2
In-Service Tests
August 2004
6.2
Post Dry Dock Operation
August 2004
6.2.1
Initial Insulation Space Inerting
August 2004
Issue: 1
7.7
Initial Inerting of Insulation Spaces
6.2.4b
August 2004
Issue 3
Text
6.1.1a
6.2.4a
Issue 2
August 2004
Illustrations 7.1a
Cleansing of Primary Insulation Space of One Tank -Vacuum Process
August 2004
7.1b
Cleansing of Primary Insulation Space of One Tank - Filling Process
August 2004
7.2a
Barrier Punch
August 2004
7.3a
Water Evacuation from Insulation Space
August 2004
7.3b
Water Evacuation from Cofferdam Space
August 2004
7.4a
Emergency Cargo Pump Installation Sequence
August 2004
7.6.1a
One Tank Warm-Up
August 2004
7.6.2a
One Tank Gas Freeing
August 2004
7.6.3a
One Tank Aeration
August 2004 August 2004
6.2.5a
Tank Cooldown with Return through Vapour Header
August 2004
6.3.1a
Cooling Down Cargo Tanks Prior to Arrival on Ballast Voyage
August 2004
6.3.2a
Cooling Down One Cargo Tank Prior to Arrival on Ballast Voyage
August 2004
6.4.1a
Preparations for Loading
August 2004
6.4.2a
Cargo Lines Cooldown
August 2004
6.4.3a
Loading With Vapour Return to Shore via High Duty Compressor
August 2004
6.4.3b
Nitrogen Set Up During Loading
August 2004
7.6.4a
One Tank Drying
6.4.4a
Deballasting
August 2004
7.6.4b
One Tank Inerting
August 2004
6.4.4b
Use of Stripping Eductor
August 2004
7.6.5a
One Tank Gassing Up
August 2004
6.5.1a
Loaded Voyage with Normal Boil-Off Gas Burning
August 2004
7.6.5b
One Tank Cooling Down
August 2004
6.5.2a
Loaded Voyage with Forced Boil-Off Gas Burning
August 2004
Front Matter - Page 6 of 10
.QXWVHQ 2$6 6KLSSLQJ Pipeline Banding Colours
Cargo Systems Operating Manual
Bilbao Knutsen CARGO SYSTEMS
FIRE FIGHTING
STEAM
LNG Liquid Line
Fire Main Line
Live Steam
LNG Stripping (Spray) Line
Deck Water Spray System
Exhaust Steam
LNG Vapour Line
CO2
Superheated Steam
LNG Gas Line
Dry Powder
Desuperheated Steam
LNG Vapour Gas to Engine Room Line
Engine Room Water Fog System
Feed Water
Relief Lines Cargo
Engine Room Hot Foam System
Condensate BILGE
OIL N2 Pressure Header
N2 Primary Header
Lubricating Oil
Bilge Water
Hydraulic Oil
Sewage
FRESH WATER
N2 Secondary Header
Dirty Oil Cooling
Relief Lines N2 Header
SEA WATER Sanitary / Drinking
Cooling Inert Gas Line Ballast
Distillate
Glycol Line Water Curtain
Hot Water
FUEL AIR Heavy Fuel Oil MISCELLANEOUS
Starting Air Oxygen
Diesel Oil Service Air
Acetylene Gas Oil Control Air
Issue: 1
FrontHeading Matter - - Page Page7xofof10 x
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Cargo Symbols and Colour Scheme Colour Scheme P1
P2
Stop Valve
Pressure Reducing Valve
Angle Stop Valve
Rose Box
FB
Foam Box
Two-Way Cock
Mud Box
HB
Fire Hose Box
LNG Vapour
3-Way Valve
Three-Way Cock (L-Type)
Flexible Hose Joint
Air Horn
Inert Gas
Gate Valve
Three-Way Cock (T-Type)
Flow Meter
Reciprocating Pump
Spray Line
Bypass Valve
Foot Valve
Flow Indicator
Centrifugal Pump
Superheated Steam
Hydraulic Valve
Observation Glass
Positive Displacement Pump
Desuperheated Steam
Hydraulic Valve with Throttle
Discharge/Drain
Rotary (Gear, Screw, Mono) Type Pump
Exhaust Steam
Hydraulic Quick-Closing Valve
Hopper Without Cover
Hand Pump
Butterfly Valve
H
LNG Liquid
Screw Down Non-Return Valve
H
Lift Check Non-Return Valve
H
Swing Check Valve
S
Solenoid Valve
Suction Bellmouth
Eductor (Ejector)
Fresh Water
Flap Check Valve
P
Pneumatic Valve
Sounding Head With Filling Cap
Not Connected Crossing Pipe
Fresh Water (Jacket Cooling Water)
A
Air Motor Valve
Air Vent Pipe
Connected Crossing Pipe
E
Electric Motor Valve
Float Type Air Vent (With Flame Screen)
Branch Pipe
Hose Valve
Diaphragm Operated Control Valve
Sounding Head With Self - Closing Sampling Cock
Sounding Mouth
Angle Hose Valve
Diaphragm Operated Control Valve (Three-Way)
Spectacle Flange ( Open Shut)
Safety / Relief Valve
Flow Control Valve
Blind (Blank) Flange
Angle Safety / Relief Valve
Electronic Expansion Valve
Orifice
Ball Valve Ball Valve with Hose Connection
Condensate Distilled Water
Sea Water Gycol Nitrogen Heavy Fuel Oil Marine Diesel Oil Air Hydraulic Oil Lubricating Oil
Bilges Self-Closing Valve
Conical Strainer
Spool Piece
Emergency Shut-off Valve
Y-Type Strainer
Tank Penetration
Regulating Valve
Steam Trap With Strainer and Drain Cock
Glass Level Gauge
Needle Valve / 'V' Port Valve
Filter Regulating Valve With Strainer
Deck Stand (Manual)
Needle Valve / 'V' Port Valve
Simplex Strainer
Deck Stand (Hydraulic)
Fire Main/CO2 Foam System Refrigerant Gas Refrigerant Liquid Electrical Signal
Instrumentation
Issue: 1
FrontHeading Matter - - Page Page8xofof10 x
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Electrical and Instrumentation Symbols I
P
Current to pressure converter
I
Pressure to current converter
P
C
P
UPS
M
Control panel
Uninterruptible Power Supply
J
J
(
J
)
Solenoid valve
Pushbutton (start/stop/running)
Motor operated valve
Pushbutton switch (alternative)
NWT joint box
Pushbutton switch (alternative)
WT joint box 2 glands (4 glands)
Pushbutton (start/stop)
Rectifier
HS
Humidistat
Battery
WT
Water transducer
AMS
Alarm monitoring system
Space heater (element type)
BL
Bell
110 Central meter
Rectifier equipment
TG
Turbine generator
Overcurrent relay
Making contact
DG
Diesel generator
Normally Open switch
Breaking
EG
Emergency generator
Normally Closed switch
Making contact
M
GM
AC induction motor
10A
Fuse
Breaking
Governor motor
RL
Indicator lamp
Making contact
Earth
D-D
Relay coil
Breaking
Transformer
BZ
Buzzer
Making contact
Auxiliary relay contact
With time limit in closing
With time limit in opening
Flicker relay Power supply unit
LD
ZBK
LM
Issue: 1
Liquid sensor
SIG R B
GJB/XX
Whistle relay box
Breaking
Group junction box xx (xx = location)
Emergency stop pushbutton box
Zener barrier box
Resistor
Limit switch
Variable resistor
Trip
Automatic Trip
RI RPM Indicator CP Capacitance RCO RPM Counter CI Compound Indication RX Revolution Transmitter CO2 Meter CO2 RC Revolution Controller O2 O2 Meter SAH Salinity Alarm (High) DP Differential Pressure SI Salinity Indication DPAH Differential Pressure Alarm (High) SX Salinity Transmitter DPS Differential Pressure Switch SM Smoke Indication DPX Differential Pressure Transmitter SMX Smoke Transmitter DPI Differential Pressure Indicator TR Temperature Recorder DTAH Differential Temperature Alarm (High) TOC Temperature Control EM Electromagnetic Flow Meter TI Temperature Indication FAL Flow Alarm (Low/Non) TIAH Temperature Alarm/Indicator (High) FOC Flow Controller TIAL Temperature Alarm/Indicator (Low) FX Flow Transmitter TIAHL Temperature Alarm High/Low Indicator FI Flow/Frequency Indication TS Temperature Switch FS Flow Switch TT Temperature Transmitter FSL Flow Slowdown (Low/Non) TSH Temperature Shutdown (High) FLG Float Type Level Gauge TSL Temperature Shutdown (Low) HY Hydrazine Detector/Meter VX Vacuum Transmitter Hydrometer H 2O VS Vacuum Switch LAH Level Alarm (High) VA Vacuum Alarm LAVH Level Alarm (Very High) VSH Vibration Shutdown LAEH Level Alarm (Extremely High) VI Viscosity Indication LAHH Level Alarm (High High) VC Valve Control LAL Level Alarm (Low) VAH Viscosity Alarm (High) LOC Level Controller VAHL Viscosity Alarm (High/Low) LCH Level Controller (High Alarm) VAL Viscosity Alarm (Low) LCL Level Controller (Low Level) XA Binary Contact LCG Local Content Gauge XSH Other Shutdown LI Level Indication XSL Other Slowdown LIAL Level Alarm/Indicator (Low ) ZI Position Indication LIAH Level Alarm/Indicator (High) ZS Limit Switch LIAHL Level Alarm/Indicator (High/Low) LR Level Recorder LS Level Switch Function is Locally MS Microswitch XXX Available MC Motor Control and Indication MI Motor Indication (Run/Normal) OAH Oil Content Alarm (High) Functions are Available XXX OI Oil Content / O2 Indicator XXXX in Control Room PAH Pressure Alarm (High) PAL Pressure Alarm (Low) XXX Functions are Available PIAL Pressure Alarm/Indicator (Low) XXXX on a Local Panel PIAH Pressure Alarm/Indicator (High) PIAHL Pressure Alarm High/Low Indicator PICAHL Pressure Alarm High/Low Indicator/Control H XXX Letters outside the circle POT Proportional Position Indicator XXXX of an instrument symbol PX Pressure Transmitter L indicate whether high (H), POC Pressure Controller high-high (HH), low (L) PR Pressure Recorder or low-low (LL) function PI Pressure Indication is involved PS Pressure Switch O = Open PSH Pressure Shutdown C = Closed PSL Pressure Slowdown PH PH Detector/Meter
Circuit Breaker
FrontHeading Matter - - Page Page9xofof10 x
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Introduction General Although this ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no single document which gives guidance on operating complete systems as installed on board, as distinct from individual items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform and guide competent ship’s staff, and trainees in the operation of the systems and equipment on board and to provide additional information that may not be otherwise available. In some cases, the competent ship’s staff and trainees may be initially unfamiliar with this vessel and the information in this manual is intended to accelerate the familiarisation process. It is intended to be used in conjunction with shipyard drawings and manufacturer’s instruction manuals, bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing Orders and in no way replaces or supersedes these publications, all of which take precedence over this manual. Information pertinent to the operation of the vessel has been carefully collated in relation to the systems of the vessel and is presented in three on board volumes consisting of a CARGO OPERATING MANUAL, BRIDGE OPERATING MANUAL and MACHINERY OPERATING MANUAL. The Cargo Operating Manual and the Machinery Operating Manual are designed to complement MARPOL 73/78, ISGOTT and Company Regulations. The vessel is constructed to comply with MARPOL 73/78. These regulations can be found in the Consolidated Edition, 1991 and in the Amendments dated 1992, 1994 and 1995.
Safe Operation The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of common sense and good housekeeping and are detailed in the various manuals available onboard. However, records show that even experienced operators sometimes neglect safety precautions through over-familiarity and the following basic rules must be remembered at all times. 1 Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. 2 Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting any equipment. In particular, overspeed trips on auxiliary turbines must be tested before putting the unit into operation. 3 Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs. 4 Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour. In the design of equipment and machinery, devices are included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If these safety devices are neglected, the operation of any machine is potentially dangerous.
Officers should familiarise themselves with the contents of the International Convention for the Prevention of Pollution from Ships
Description
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of Ballast Record Book. It is essential that a record of relevant ballast operations are kept in the Ballast Record Book and duly signed by the officer in charge.
The concept of this Operating Manual is based on the presentation of operating procedures in the form of one general sequential chart (algorithm) which gives a step-by-step procedure for performing operations.
If any information in these manuals is believed to be inaccurate or incomplete, the officer must use his professional judgement and other information available on board to proceed. Any such errors or omissions or modifications to the ship’s installations, set points, equipment or approved deviation from published operating procedures, must be reported immediately to the Knutsen OAS Shipping Technical Operations Office, who should inform WMT so that a revised document may be issued to this ship and in some cases, others of the same class.
The manual consists of introductory sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable. This is then followed where required by detailed operating procedures for the system or equipment involved.
Issue: 1
Each machinery operation consists of a detailed introductory section which describes the objectives and methods of performing the operation related to the appropriate flow sheet which shows pipelines in use and directions of flow within the pipelines.
Details of valves which are OPEN during the different operations are provided in-text for reference. The ‘valves’ and ‘fittings’ identifications used in this manual are the same as those used by Knutsen OAS Shipping.
Illustrations All illustrations are referred to in the text and are located either in-text where sufficiently small or above the text, so that both the text and illustration are accessible when the manual is laid face up. When text concerning an illustration covers several pages the illustration is duplicated above each page of text. Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the colour scheme. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages. Notices The following notices occur throughout this manual: WARNING Warnings are given to draw reader’s attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR. CAUTION Cautions are given to draw reader’s attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR. (Note: Notes are given to draw reader’s attention to points of interest or to supply supplementary information.)
Safety Notice It has been recorded by International Accident Investigation Commissions that a disproportionate number of deaths and serious injuries occur on ships each year during drills involving lifesaving craft. It is therefore essential that all officers and crew make themselves fully conversant with the launching, retrieval and the safe operation of the lifeboats, life rafts and rescue boats.
Front Matter - Page 10 of 10
PART 1: DESIGN CONCEPT OF THE VESSEL 1.1
Principal Data 1.1.1
Principal Particulars of the Ship
1.1.2
Principal Particulars of Cargo Equipment and Machinery
1.1.3
General Arrangement
1.1.4
Tanks Capacity Plan
Illustrations 1.1.3a General Arrangement 1.1.4a Tanks Capacity Plan 1.1.4b Tanks Capacity Plan
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Cargo Systems Operating Manual
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1.1
PRINCIPAL DATA
1.1.1
PRINCIPAL PARTICULARS OF THE SHIP
Bow - Bridge: Bow - Centre of Manifold: Bridge - Centre of Manifold: Height of Manifold Connections above the Water Line:
226m 137m 89m 19,800 mm
Ship’s Name: Port of registration: Call sign: Nationality:
Bilbao Knutsen Santa Cruz de Tenerife, Spain ECER Spanish
1.1.2
IMO Number:
9236432
Combined Anchor Windlass/Mooring Winch
Ship’s I.D. Numbers: Inmarsat B Tel: Inmarsat B Fax: Inmarsat B Telex: MMSI: Inmarsat C (1): Inmarsat C (2): Mini M Telephone: Mini M Facsimile:
322460610 322460615 322460614 224606000 422460620 422460610 763957317 763957318
PRINCIPAL PARTICULARS OF CARGO EQUIPMENT AND MACHINERY
Maker: Model:
Pusnes N-28 CUOL 10.15+320HW 15M.54
Mooring Winch Maker: Model:
Pusnes 320HW 47M.54
Mooring Winch Date Keel Laid: Delivered:
18/02/02 28/01/04
Class Notation:
Lloyds Register of Shipping +100A1, Liquified Gas Tanker, Methane in Membrane tanks, Maximum Pressure 0.25 bar, Minimum Temperature -163°C, +LMC, UMS, PORT, SDA, IWS, SCM, LI, FDA, NAVI, IBS, ES, TCM, CCS. Knutsen OAS Shipping Knutsen OAS Shipping IZAR Astillero de Sestao 321
Operator: Owner: Yard: Yard Number:
Length Overall: 284.379m Length Between Perpendiculars: 271.000m Breadth Moulded: 42.500m Depth to Main Deck: 25.400m Design Draught: 11.400m Summer Draught: 12.318m Summer Displacement: 106,890 mt Summer Deadweight: 77,213 mt Gross Tonnage: 90,835 mt Net tonnage: 27,251 mt Air Draught - Normal: 47.950m Air Draught - Mast and Funnel Folded: 39.850m Keel to Mast Head: 57.944m Issue: 1
Maker: Model:
Pusnes 320HW 54.M10
Mooring Winch Maker: Model:
Pusnes 320HW 10M.54
Aft Towing Equipment Maker: Type: SWL:
Pusnes ETS 200-D 2,000kN
Forward Towing Equipment Maker: Type: SWL:
Smit Towing bracket 2,000kN
Hose Handling Cranes Maker: TTS-Norlift AS Type: GPH 500-1227 SWL: 12 tonne Radius maximum: 26.5m Radius minimum: 5.3m Hoisting speed - no load: 0 to 24m/min Hoisting speed at SWL: 0 to 12m/min Slewing sector: 360° Slewing speed: 0 to 0.8 rpm Luffing: 60 seconds Maximum list/trim: 5/2° Weight of crane: 23 tonnes approximately Provisions and Engine Room Cranes Maker: TTS-Norlift AS Type: GPS 320-1217 SWL: 12,000kg Radius maximum: 17m Radius minimum: 3.4m Hoisting speed - no load: 24m/min Hoisting speed - SWL: 12m/min Slewing sector: 360° Slewing speed: 0 to 0.7 rpm Luffing: 80 seconds Maximum list/trim: 5/2° Weight of crane: 18 tonnes approximately Cargo Machinery Handling Crane Maker: Type: SWL: Radius maximum: Radius minimum: Hook speed: Slewing sector: Slewing speed: Luffing time: Lifting height: List/trim: Weight of crane:
Norlift AS GPS-40-0210 4,500kg at 5.7m outreach, 2,100kg at 10m outreach 10m 2m 0-10 m/min 360° 0 to 1.2 rpm 55 seconds 37m 5° / 2° 5 tonnes approximately Section 1.1.1/1.1.2 - Page 1 of 4
.QXWVHQ 2$6 6KLSSLQJ Accommodation Ladder Maker: Maximum length: Breadth: Ladder weight: Winch motors: Winch motor type: Air pressure:
Villarias S.I. 22m 740mm 1,020kg Air operated 8.5hp 6.5 CR-04 6 - 7kg/cm2
Freefall Lifeboat Maker: Type: Dimensions:
Construction: Capacity: No. of boats: Speed: Maximum free fall height: Engine: Fuel capacity: Weight: Weight:
Cargo Systems Operating Manual
Bilbao Knutsen
Norsafe GES 30 Length (OA) 9m Breadth 2.75m Height 3.42m Glassfibre reinforced polyester (GRP) 40 persons 1 Minimum of 6 knots when fully loaded 22m 36hp water cooled, electric start diesel 120 litres 5500kg (fully equiped) 8500kg (fully loaded)
Lifting arrangement: Propulsion: Engine maker:
Rescue Boat Davit Maker: No. of sets: Type: SWL: Overside reach maximum: Lowering speed: Hoisting speed: Maximum lowering height: Weight of davit and winch:
Rescue Boat Maker: Norsafe Type: Diesel jet fast rescue boat Model: Merlin 6.15 Rescue Boat Length overall: 6.25m Beam: 2.45m Height: 2.4m (1.9m to lifting hook) Capacity: 6 persons (up to 15 persons in an emergency) Boat weight with equipment:1,450kg Full weight with 6 persons:1,900kg Issue: 1
Schat-Harding 1 SA3.5/W 50 RS 3,433.5kg 1.561m 0 - 32m/min 0 to 20m/min 40m 3,000kg
Liferafts Maker: Type: Total weight:
HD30 85Kn 42.5Kn
Bilge and Fire Pump (Dual Speed) Maker: Model: Type: No. of sets: Capacity:
Hamworthy KSE CAC200-25 V48 Vertical centrifugal pump, self-priming 1 220/240m3/h at 3.5/10kg/cm2
Fire Fighting Pump
Freefall Lifeboat Davit Type: SWL - lowering: hoisting:
Off-load rescue boat hook 144hp inboard diesel engine with waterjet Steyr Speed with 3 (15) persons: Approx.28 knots (8 knots) Range with 3 persons: 110 nautical miles (4 hours)
Viking Lifesaving Equipment Ltd 4 x 20 person davit launch 1 x 6 person manual launch 181kg each (20 person davit launch) 85kg each (6 person manual launch)
Liferaft Davit Type: SWL: No. of sets: Working radius:
SCM 21-4 L 2.1t 2 4m
Fire Detection System Maker: Model:
Autronica AS BS-100 DYF1
Maker: Type: Model: Capacity:
Hamworthy KSE Centrifugal, self-priming CAC200-25 V48 AAN w/PMB 240m3/h at 10 bar
Emergency Fire Pump Maker: Model: Type: Capacity:
Hamworthy KSE CAC200-25 V48 AAN with PMB priming system Centrifugal; electric motor driven 285m3/h at 100 mth
Jockey Pump Maker: Type: Model: Capacity:
Hamworthy KSE Centrifugal, self-priming CAC125-25 V48 AAN w/PMB 80m3/h at 10 bar
Spraying Water Pump Maker: Type: Model: Capacity:
Hamworthy KSE Centrifugal, self-priming C05BX 6-10 V AAN w/PMB 510m3/h at 10 bar
Fixed Dry Powder Fire Fighting System Maker: No. of 675kg monitors: Type: No. of 160kg units: Type: Minimum disch. time: Capacities:
Unitor 2 PM 9515 9 Dry chemical powder system At least 45 seconds per monitor or modular unit Monitor - 15kg/sec Cargo deck modular units - 3.5kg/sec Section 1.1.2 - Page 2 of 4
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Volume flow: Inlet pressure: Outlet pressure: Inlet temperature: Outlet temperature: Shaft speed: Motor speed: Rated motor power:
Cryostar CM 400/55 Centrifugal, single stage, fixed speed with adjustable guide vanes 30,000m3/h 1.06 bar absolute 1.96 bar absolute -140°C -113.8°C 11,200 rpm 3,580 rpm 850kW
Maker: Type: Capacity: Motor rating: Motor speed: Starting method: No. of stages:
Maker: Type: Capacity: Motor rating: Motor speed: Starting time: No. of stages:
Ebara International Corporation 2EC-092 Rated at 50m3/h at 145mth 440V 18kW 3,560 rpm 1.2 seconds 2
Emergency Cargo Pump Maker: Type: Capacity: Motor rating: Motor speed: Starting method: No. of stages:
Maker: Type: No. of sets:
Maker: Type: Delivery rate: Delivery pressure:
Warming Up Mode 23,000kg/h -110°C +80°C 2,124kW 3,790kg/h 179°C 174°C 9 bar g
Maker:
Ellehammer
Model:
200-200-250/120-78
Capacity:
200m3/h, driven from ballast pumps at 3.5 bar
Model:
150-200-200/121-42
Capacity:
350m3/h, driven from fire main at 10.0 bar
Ballast Tank Level Gauging System
Inert Gas System
Cryostar 65-UT-38/34-3.2 2 Fuel Gas Mode Flow of gas: 8,000kg/h Inlet temperature: -110°C Outlet temperature: +25°C max Heat exchange: 684kW Flow of steam: 1,220kg/h Steam inlet temperature: 179°C Steam outlet temperature: 174°C Steam pressure: 9 bar g
Ebara International Corporation 12EC-24 Rated at 1,700m3/h at 150mth 3,300V 522kW 1,780 rpm Soft starter voltage variation system 1
Stripping/Spray Pumps
Boil-Off Warm Up Heaters
Issue: 1
Ballast Stripping Eductors
Main Cargo Pumps Cryostar CM 300/45 Centrifugal, single stage, variable speed with adjustable guide vanes 8,000m3/h 1.06. bar absolute 1.96. bar absolute -140°C -106.4°C 20,000/24,000 rpm 3,580 rpm 440V, 280kW
High Duty Compressors Maker: Model: Type:
Cargo Systems Operating Manual
Bilbao Knutsen
Ebara International Corporation 8ECR-12 Rated at 550m3/h at 150mth 440V 223.8kW 3,560 rpm Soft starter voltage variation system 1
Smit Gas Systems BV Gln 15,000 - 0.3 BUFD 15,000Nm3/h 0.3 bar.g
Maker: Model: Type:
SF Control LevelDatic 100S Electric-pneumatic
Cargo Tank Valves and Actuators Maker: Model Type: Maker:
Westad LNF150SS Buterfly Scana Skarenord
Cargo Tank Level Measurement System Maker: Type:
Saab Marine Electronics Saab TankRadar G3
Float Level Gauge System Maker: Type:
Whessoe Figure 3304
Independent High Level Alarm System Make: Type:
Omicron HHL - 8903
Loading Computer Ballast Pumps Maker:
Hamworthy KSE
Type:
Vertical centrifugal, No.1 pump fitted with selfpriming unit
Model:
CAD400-12V48 AAN
Capacity:
2,5000m3/h at 35mth
Maker: Program: Version:
Kockum Sonics LoadRite and LCS Windows 95 or Windows NT
Section 1.1.2 - Page 3 of 4
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Fixed Gas Detection System
LNG Vaporiser Maker: Type: No. of sets: Flow of gas: Inlet temperature: Outlet temperature: Heat exchange: Flow of steam: Steam inlet temperature: Steam outlet temperature: Steam pressure Forcing Vaporiser Maker: Type: No. of sets: Flow of gas: Inlet temperature: Outlet temperature: Heat exchange: Flow of steam: Steam inlet temperature: Steam outlet temperature: Steam pressure:
Cryostar 65-UT-38/34-5.9 1 Gas Filling mode 10,800kg/h -163°C +20°C max 2,784kW 4,967kg/h 179°C 174°C 9 bar g
Unloading mode 20,000kg/h -163°C -130°C 3,256kW 5,809kg/h 179°C 174°C 9 bar g
Cryostar 34-UT-25/21-3.6 1 Gas Burning Mode 6,950kg/h -163°C -40°C max 1,527kW 2,725kg/h 179°C 174°C 9 bar g
Nitrogen Generator Maker: Type: Capacity: Dew point: Outlet gas composition:
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Smit Gas Systems MEM 120-3-10 CM 2 x 120Nm3/h N2 - 65°C at atmospheric pressure Oxygen 12 bar The coefficient of thermal expansion is low enough to enable flat, rather than corrugated sheets, to be used. The entire surface area of the membrane is thus in contact with the supporting insulation, so that the load which the system is able to carry is limited only by the load bearing capacity of the insulation.
The secondary insulation is 300mm thick, whereas the primary insulation is 230mm is thick. (The designed boil-off rate i.e. 0.15% of the total cargo tanks volume per day governs the thickness). The insulation dimensions have been determined to ensure that: •
The heat flow into the tank is limited to such an extent that the evaporation, or boil-off rate, is about 0.15% per day.
•
The inner hull steel does not attain a temperature below its minimum design value, even in the case of failure of the primary barrier.
•
Any deflections resulting from applied strains and stresses are acceptable by the primary barrier.
In addition to these requirements, the insulation acts as a barrier to prevent any contact between ballast water and the primary barrier, in the event of leakage through the inner hull.
The primary and secondary insulation spaces are made up of boxes fabricated from plywood and filled with expanded Perlite. This insulation system allows free circulation of nitrogen and therefore permits gas freeing or inerting to be carried out in the barrier spaces without difficulty. Perlite is obtained from a vitreous rock of volcanic origin which, when heated to a high temperature (above 800°C), is transformed into very small balls. These balls have diameters that measure between a few hundredths to a few tenths of a millimetre. The cellular structure so obtained from the process gives the expanded Perlite its lightness and thus its excellent insulation properties. The water repellency of the Perlite is increased by a silicon treatment. The insulation is distributed over the hull in two specific areas : •
Reinforced area located in the upper part of the tank and covering approximately 30% of the total tank height (including the tank ceilings). This area is fitted with reinforced type boxes.
•
Standard area (or non-reinforced area) covering approximately 70% of the tank height (including the tank bottom). This area is fitted with normal boxes (refer to illustration 1.3.1a).
The secondary and primary boxes in the reinforced area are specially built with thicker internal stiffeners to resist the impacts which can be created by the liquid sloshing inside the tanks. The primary reinforced boxes have two 12mm thick plywood covers stapled on it.
Section 1.3.2 - Page 2 of 10
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Illustration 1.3.2b Construction of Containment System - Securing of Insulation Boxes
Setting Plate For Primary Box
Setting Plate For the Collar Stud
Plywood Wedge Primary Box
Bearing Product Setting Plate For Secondary Box Secondary Membrane
Secondary Box
Secondary Box
Bearing Product
Double Hull Plating
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Membrane Cargo Containment The plywood boxes forming the secondary insulation are laid on the ship’s inner hull through the transition of a hard epoxy resin bearing product deposited on the box in the shape of ropes by means of an automatic depositing machine. These ropes are of adjustable thickness and compensate for the flatness defects of the inner hull. The boxes are held in position by stainless steel coupler rods anchored to the inner hull through their welded sockets. To absorb the ship’s hull deformation, each coupler is fitted with an elastic coupling made up of several spring washers tightened down on the setting plates for secondary boxes by securing nuts, refer to illustration 1.3.2b above. The number of spring washers used depends on the location of the box. Boxes on the ballast boundaries have a higher number of spring washers (5) because the hull deformation has the largest effect on this area. A continuous Invar tongue is held in slots running along the whole length of each secondary box cover. The secondary membrane strakes are resistance seam welded with the continuous tongues in between. The primary boxes are secured in position by collar studs. The collar studs are screwed into setting (clamp) plates for collar studs linked to the setting plate for secondary boxes by two securing screws. A plywood bridge is installed between the two setting plates to limit any thermal conduction through the box fixations. To allow some flexibility, each collar stud is fitted with an elastic coupling, similar to those on the secondary boxes. Each collar stud is fitted with a single spring washer and tightened down on the setting plate for primary boxes by securing nuts. The primary insulation boxes have lipped Invar tongues stapled along slots running lengthwise. Continuous Invar tongues are positioned in the lip of the fixed tongues on the boxes. The primary membrane strakes are resistance seam welded with these tongues in between. Each primary and secondary membrane strake terminates on an Invar angle structure, 1.5mm thick, fitted around the perimeter of each transverse bulkhead and welded to it. Due to their superposition, the secondary and primary membranes cross each other in both ways, forming a square tube. This is prefabricated to allow an easier erection process and is attached to the double hull by four anchoring bars.
In the secondary and primary insulation spaces respectively, the gaps between the secondary boxes and the primary boxes are insulated with a combination of rigid insulating materials and glass wool.
Cargo Tank Outfitting A vapour dome is located near the geometrical centre of each cargo tank ceiling. Each vapour dome is provided with: •
A vapour supply/return line to supply vapour to the tank when discharging, vent vapour from the tank whilst loading and also vent the boil-off when the tank contains cargo.
•
Spray line arrangement for cooldown purposes.
•
Two pressure/vacuum relief valves set at 25kPa.g and -1kPa.g vacuum, venting to the nearest vent mast riser.
•
Pick-up for pressure sensors.
•
Liquid line safety valves exhaust.
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 mast made of stainless steel (316L), suspended from the liquid dome and held in position at the bottom of the tank by a sliding bearing to allow for thermal expansion or contraction depending on the tank environment. The tripod mast consists of the main discharging pipes and emergency pump well, in the form of a threelegged trellis structure and is used to support the tank access ladder and other piping and instrumentation equipment. The instrumentation includes temperature and level sensors, independent high level alarm sensors and cargo pump electric cables. The two main cargo pumps are mounted on the base plate of the tripod mast, while the stripping/spray pump is mounted on the pump tower support. An emergency pump column, float gauge column and the filling line are also located in the liquid dome. The four cargo tanks are connected with each other by the liquid, vapour and stripping/spray headers which are located on the trunk deck. The nitrogen mains supplying the primary and secondary insulation spaces, and other services directly associated with the cargo system, are also located on the trunk deck together with the fire main and deck spray main.
With this system, the membranes are directly connected to the inner hull so that any membrane tension is directly and uniformly taken by the ship’s structure (refer to illustrations 1.3.2a, c and d).
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Section 1.3.2 - Page 4 of 10
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Transverse Bulkhead B or D
Illustration 1.3.2c Arrangement Of Transverse Corner
Strake-End Thickness 1.5mm
Strake-End Thickness 1.5mm 3B
1B
Anchoring Flat Bar
8B
9B
7B
6B
2B
Primary Box
Key Perlite
7B
5B
Flexible Insulation
Plywood
9B 1B
Secondary Box Glass Wool
8B
Longitudinal Wall E, F or G
Anchoring Flat Bar
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3A
Se
co
nd
ar
y
Bo x
Pr
im
ar
y
Bo
x
Illustration 1.3.2d Longitudinal Dihedron
3A
Key
1A
Perlite
Flexible Insulation
1A
Plywood
Glass Wool
Rigid Insulation
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Illustration 1.3.2e Prefabricated Invar Tube Combined With Perlite Box
Hole For Gas Circulation (3 Per Tube)
Plywood Type B
Glued Fibre Glass
Thermal Protection
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Illustration 1.3.2f Pump Column Base Support
Main Pump
Stripping Pump
Temperature and Level Measurement Column
Primary Barrier
Lower Part Of Pump Column
Primary Insulation
Secondary Barrier
Secondary Insulation
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Illustration 1.3.2g Hull Steel Grades
A
EH E
A
A
EH
E
EH Watertight Bulkhead Between Cargo Tanks
With sea and air temperatures of 0°C and failure of the primary barrier, the minimum temperature of the inner hull steel will be about -8°C. For these conditions, Classification Societies require a steel grade distribution where the tank top and top longitudinal chamfer are in grade ‘E’ steel, and the remaining longitudinal steelwork grade ‘DH’, both grades having a minimum operating temperature of -10°C.
A
A
The transverse watertight bulkheads between cargo tanks are of grade ‘A’ with glycol water heating system. DH
A
DH
A
DH
D
D A
Minimum Operating Temperature °C and Maximum Plate Thickness Grade A -5 °C 15mm Grade E -30 °C Grade D -20 °C Grade EH -30 °C Grade DH -30 °C
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40mm 20mm 40mm 20mm
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Deterioration or Failure The insulation system is designed to maintain the boil-off losses from the cargo at an acceptable level, and to protect the inner hull steel from the effect of excessively low temperature. If the insulation efficiency should deteriorate for any reason, the effect may be a lowering of the inner hull steel temperature, i.e a cold spot and an increase in boil-off from the affected tank. Increased boil-off gas may be vented to the atmosphere via No.1 vent mast and gas heater. The inner hull steel temperature must, however, be maintained within acceptable limits to prevent possible brittle fracture.
unsafe to delay discharge of cargo until arrival at the discharge port, the final recourse will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold, using a single main cargo pump.
Thermocouples are distributed over the surface of the inner hull, but unless a cold spot occurs immediately adjacent to a sensor, these can only serve as a general indication of steel temperature. To date, the only reliable way of detecting cold spots is by frequent visual inspections of the ballast spaces on the loaded voyage. The grade of steel required for the inner hull of the vessel is governed by the minimum temperature this steel will reach at minimum ambient temperature, assuming that the primary barrier has failed, so that the LNG is in contact with the secondary membrane. With sea and air temperatures of 0°C and failure of the primary barrier, the minimum temperature of the inner hull steel will be about -8°C. For these conditions, Classification Societies require a steel grade distribution as shown in illustration 1.3.2g, where the tank top and top longitudinal chamfer are in grade ‘E’ steel, and the remaining longitudinal steelwork grade ‘DH’, both grades having a minimum operating temperature of -10°C. The transverse watertight bulkheads between cargo tanks are of grade ‘A’ with glycol water heating system. In addition to failure of the membrane, local cold spots can occur due to failure of the insulation. While the inner hull steel quality has been chosen to withstand the minimum temperature likely to occur in service, prolonged operation at steel temperatures below 0°C will cause ice build-up on the plating, which in turn will cause a further lowering of steel temperature due to the insulating effect of the ice. To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient capacity to maintain the inner hull steel temperature at 0°C under the worst conditions. If a cold spot is detected either by the inner hull temperature measurement system, or by visual inspection, the extent and location of the ice formation should be recorded. Small local cold spots are not critical and, provided a close watch and record are kept as a check against further deterioration and spreading of the ice formation, no further action is required. If the cold spot is extensive, or tending to spread rapidly, salt water spraying should be carried out. In the unlikely event that this remedy is insufficient and it is considered
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Section 1.3.2 - Page 10 of 10
1.4
Hazardous Areas and Gas Dangerous Zone Plan
Illustrations 1.4a
Hazardous Areas and Gas Dangerous Zone Plan
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Illustration 1.4a Hazardous Area and Gas Dangerous Zone Plan
Motor Room
Cargo Auxiliaries Room Trunk Deck
Overflow Tank
No.4 Tank
Bosun's Store
No.1 Tank
No.2 Tank
No.3 Tank
Heavy Fuel Oil Bunker Tank
Steering Gear
Trunk Deck
Cargo Tanks
Fuel Oil Tank Fore Peak
After Peak Water Ballast Fore Deep Tank
CO 2 and Foam Room
Heavy Fuel Oil Service Tank
No.2 Tank
No.3 Tank
No.4 Tank
No.1 Tank 300 80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
290
310
Cargo Auxiliaries Room
Heavy Fuel Oil Service Tank
Heavy Fuel Oil Bunker Tank
Heavy Fuel Oil Bunker Tank
No.4 Water Ballast Tan (Port)
No.3 Water Ballast Tank (Port)
No.2 Water Ballast Tank (Port)
No.4 Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Starboard)
No.2 Water Ballast Tank (Starboard)
No.1 Water Ballast Tank (Port)
No.1 Water Ballast Tank (Starboard) Key Hazardous Area Gas Dangerous Zone
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Cargo Systems Operating Manual
HAZARDOUS AREAS AND GAS DANGEROUS ZONE PLAN
Under the IMO code for the Construction and Equipment of Ships Carrying Gases in Bulk, the following are regarded as hazardous areas: Gas dangerous spaces or zones, are zones on the open deck within 3.0m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve as well as entrances and ventilation openings to the cargo pump rooms and cargo compressor rooms. They also include the open deck over the cargo area and 3m forward and aft of the cargo area on the open deck up to a height of 2.4m above the weather deck, and a zone within 2.4m of the outer space of the cargo containment system where such spaces are exposed to the weather. The entire cargo piping system and cargo tanks are also considered gas dangerous. In addition to the above zones, the Code defines other gas dangerous spaces. All electrical equipment used in these zones, whether a fixed installation or portable, is certified ‘safe type equipment’. This includes intrinsically safe electrical equipment, flame-proof type equipment and pressurised enclosure type equipment. Exceptions to this requirement apply when the zones have been certified gas free, e.g. during refit.
Issue: 1
Section 1.4 - Page 2 of 2
PART 2: PROPERTIES OF LNG 2.1
Properties of LNG 2.1.1
Physical Properties and Composition of LNG
Illustrations 2.1.1a Physical Properties of LNG 2.1.1b Composition of Typical LNG 2.1.1c Properties of Methane 2.1.1d Variation of Boiling Point of Methane with Pressure 2.1.1e Relative Density of Methane and Air
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Table 2.1.1a Physical Properties of LNG Methane CH4
Ethane C2H4
Molecular Weight
16.042
30.068
44.094
58.120
72.150
28.016
Boiling Point at 1 bar absolute (ºC)
-161.5
-88.6
-42.5
-5
36.1
-196
Liquid Density at Boiling Point (kg/m3)
426
544.1
580.7
601.8
610.2
808.6
Vapour SG at 15ºC and 1 bar absolute
0.554
1.046
1.540
2.07
2.49
0.97
619
413
311
311
205
649
5.3 to 14
3 to 12.5
2.1 to 9.5
2 to 9.5
3 to 12.4
Nonflammable
595
510
468
365/500
Normal: Iso:
55559
51916
50367
49530 49404
49069 48944
Vaporisation Heat at Boiling Point (kJ/kg)
510.4
489.9
426.2
385.2
357.5
Gas Volume/liquid Ratio at Boiling Point and 1 bar absolute Flammable Limits in AIr by Volume (%) Auto-ignition Temperature (ºC) Gross Heating Value at 15ºC (kJ/kg)
Propane C3H8
Butane C4H10
Pentane C5H12
Nitrogen N2
199.3
Table 2.1.1b Composition of Typical LNG
2.1.1c Properties of Methane Boiling point at 1 bar absolute
-161.5oC
Liquid density at boiling point
426.0 kg/m3
Vapour SG at 150C and 1 bar absolute
0.554
Gas volume /liquid volume ratio at -161.5oC at 1 bar absolute
619
Flammable limits in air by volume
5.3 to 14%
Auto-ignition temperature
595oC
Higher Specific Energy (Gross Heating Value) at 15oC
5550 kJ/kg
C5+
Density (kg/m3)
0.35
0.02
466
1.4
0.12
0
457
Critical temperature
-82.5oC
2.8
1.5
0.07
0.02
453
Critical pressure
43 bar a
13.39
1.34
0.28
0.17
0
465
91.09
5.51
2.48
0.88
0.03
0
N/A
Arun
89.33
7.14
2.22
1.17
0.08
0.01
N/A
Kenai
99.8
0.1
0
0.1
0.1
0
421
Lamut
89.4
6.3
2.8
1.3
0.05
0.05
463
70
15
10
3.5
0.9
0.6
531
Point Fortin
96.2
3.26
0.42
0.07
0.008
0.01
433
Ras Laffan
90.1
6.47
2.27
0.6
0.25
0.03
457
Skikda
91.5
5.64
1.5
0.5
0.85
0.01
451
Withnell
89.02
7.33
2.56
1.03
0.06
0
460
Methane CH4
Ethane C2H4
Arzew
87.4
8.6
2.4
0.05
Bintulu
91.23
4.3
2.95
Bonny
90.4
5.2
Das Is
84.83
Badak
Marsa el Braga
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Propane C3H8
Butane C4H10
Nitrogen N2
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2.1
PROPERTIES OF LNG
2.1.1
PHYSICAL PROPERTIES AND COMPOSITION OF LNG
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear colourless and odourless liquid; this LNG is usually transported and stored at a temperature very close to its boiling point at atmospheric pressure (approximately –160°C). The actual composition of Qatar, Oman, Indonesia or Malaysia LNG will vary depending on its source and on the liquefaction process, but the main constituent will always be methane; other constituents will be small percentages of heavier hydrocarbons, e.g. ethane, propane, butane, pentane, and possibly a small percentage of nitrogen. A typical composition of LNG is given in Table 2.1.1b, and the physical properties of the major constituent gases are given in Table 2.1.1a.
The flammability range of methane in air (21% oxygen) is approximately 5.3 to 14% (by volume). To reduce this range the oxygen content is reduced to 2%, using inert gas from the inert gas generators, prior to loading after dry dock. In theory, an explosion cannot occur if the O2 content of the mixture is below 13% regardless of the percentage of methane, but for practical safety reasons, purging is continued until the O2 content is below 2%. This safety aspect is explained in detail later in this section. The boil-off vapour from LNG is lighter than air at vapour temperatures above -110°C or higher depending on LNG composition, therefore when vapour is vented to atmosphere, the vapour will tend to rise above the vent outlet and will be rapidly dispersed. When cold vapour is mixed with ambient air the vapour-air mixture will appear as a readily visible white cloud due to the condensation of the moisture in the air. It is normally safe to assume that the flammable range of vapour-air mixture does not extend significantly beyond the perimeter of the white cloud. The auto-ignition temperature of methane, i.e. the lowest temperature to which the gas needs to be heated to cause selfsustained combustion without ignition by a spark or flame, is 595°C.
For most engineering calculations (e.g. piping pressure losses) it can be assumed that the physical properties of pure methane represent those of LNG. However, for custody transfer purposes when accurate calculation of the heating value and density is required, the specific properties based on actual component analysis must be used. During a normal sea voyage, heat is transferred to the LNG cargo through the cargo tank insulation, causing part of the cargo to vaporise, i.e. boil-off. The composition of the LNG is changed by this boil-off because the lighter components, having lower boiling points at atmospheric pressure, vaporise first. Therefore, the discharged LNG has a lower percentage content of nitrogen and methane than the LNG as loaded, and a slightly higher percentage of ethane, propane and butane, due to methane and nitrogen boiling off in preference to the heavier gases.
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Illustration 2.1.1d Variation of Boiling Point of Methane with Pressure TEMPERATURE (OC) -165
-160
-155
-150
-145
-140
-135
-130
-125
-120
-115
-110
-105
-100
-95
-90
-85
-80 -75 -70 -65 -60 -55 -50
-40
-30
-20
-10
0
25
50
75
100 60 50 40
30
20
P Propane 2mol % Ethane 10 9 8 7 Methane
Ethylene
Ethane
Propylene
Propane
6
Butadrene 1.3
bar
5
N. Butane
4 ata 3
2
1 0.9 0.8 0.7 0.6 -165
-160
-155
-150
-145
-140
-135
-130
-125
-120
-115
-110
-105
-100
-95
-90
-85
-80 -75 -70 -65 -60 -55 -50
-40
-30
-20
-10
0
25
50
75
100
TEMPERATURE (OC)
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Variation of Boiling Point of Methane with Pressure See illustration 2.1.1d, which shows the vapour pressure diagram of liquid cargoes. The boiling point of methane increases with pressure and this variation is shown in the diagram for pure methane over the normal range of pressures on board the vessel. The presence of the heavier components in LNG increases the boiling point of the cargo for a given pressure. The relationship between boiling point and pressure of LNG will approximately follow a line parallel to that shown for 100% methane.
2.1.1e Relative Density of Methane and Air
+20 0 - 20
Lighter than air
- 40 Methane Vapour Temperature °C
- 60 - 80 -100 -120 Heavier than air -140 -160
1.5
1.4
1.3
Ratio =
1.2
1.1
1.0
0.9
0.8
0.7
0.6
0.5
Density of Methane Vapour Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15°C)
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Section 2.2.1 - Page 4 of 4
2.2
Characteristics of LNG 2.2.1
Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2
Supplementary Characteristics
Illustrations 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures 2.2.2a Structural Steel Ductile to Brittle Transition Curve
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CHARACTERISTICS OF LNG
2.2.1
FLAMMABILITY OF METHANE, NITROGEN MIXTURES
Using the Diagram OXYGEN AND
The ship must be operated in such a way that a flammable mixture of methane and air is avoided at all times. The relationship between the gas/air composition and flammability for all possible mixtures of methane, air and nitrogen is shown on the diagram above. The vertical axis A-B represents oxygen-nitrogen mixtures with no methane present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen (79% nitrogen) at point B. The latter point represents the composition of atmospheric air. The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane (0% nitrogen) at point C. Any single point on the diagram within the triangle ABC represents a mixture of all three components, methane, oxygen and nitrogen, each present in specific proportion of the total volume. The proportions of the three components represented by a single point can be read off the diagram. For example, at point D: Methane:
6.0% (read on axis A-C)
Oxygen:
12.2% (read on axis A-B)
Nitrogen:
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Bilbao Knutsen
81.8% (remainder)
The diagram consists of three major sectors: 1. The Flammable Zone Area EDF. Any mixture whose composition is represented by a point which lies within this area is flammable. 2. Area HDFC. Any mixture whose composition is represented by a point which lies within this area is capable of forming a flammable mixture when mixed with air, but contains too much methane to ignite. 3. Area ABEDH. Any mixture whose composition is represented by a point which lies within this area is not capable of forming a flammable mixture when mixed with air.
Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of composition Y is mixed with a methane-nitrogen mixture of composition Z, the composition of the resulting mixture will, at all times, be represented by point X, which will move from Y to Z as increasing quantities of mixture Z are added. (Note: In this example point X, representing changing composition, passes through the flammable zone EDF, that is, when the methane content of the mixture is between 5.5% at point M, and 9.0% at point N.)
It should be noted that some portable instruments for measuring methane content are based on oxidising the sample over a heated platinum wire and measuring the increased temperature from this combustion. This type of analyser will not work with methane-nitrogen mixtures that do not contain oxygen. For this reason, special portable instruments of the infrared type have been developed and are supplied to the ship for this purpose.
2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
Applying this to the process of inerting a cargo tank prior to cool down, assume that the tank is initially full of air at point B. Nitrogen is added until the oxygen content is reduced to 13% at point G. The addition of methane will cause the mixture composition to change along the line GDC which, it will be noted, does not pass through the flammable zone, but is tangential to it at point D. If the oxygen content is reduced further, before the addition of methane, to any point between 0% and 13%, that is, between points A and G, the change in composition with the addition of methane will not pass through the flammable zone. Theoretically, therefore, it is only necessary to add nitrogen to air when inerting until the oxygen content is reduced to 13%. However, the oxygen content is reduced to 2% during inerting because, in practice, complete mixing of air and nitrogen may not occur. When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a similar procedure is followed. Assume that nitrogen is added to the tank containing methane at point C until the methane content is reduced to about 14% at point H. As air is added, the mixture composition will change along line HDB, which, as before, is tangential at D to the flammable zone, but does not pass through it. For the same reasons as when inerting from a tank containing air, when inerting a tank full of methane it is necessary to go well below the theoretical figure to a methane content of 5% because complete mixing of methane and nitrogen may not occur in practice.
21
Area EDFE flammable
B E
20
CAUTION This diagram assumes complete mixing which, in practice, may not occur.
19 F
18 17 Y
16 15
M
12
Mixtures of air and methane cannot be produced above line BEFC
N
14 G 13
X D
11 % O x y g e n
10 9 8 7 6 5 Area HDFC Capable of forming flammable mixtures with air, but containing too much methane to explode
4 3 2 1
Z A0
10
H 20
30
40
50
60
70
80
90
C 100
Methane % Area ABEDH Not capable of forming flammable mixture with air
The procedures for avoiding flammable mixtures in cargo tanks and piping are summarised as follows: 1. Tanks and piping containing air are to be inerted with nitrogen as inert gas from the N2 generator before admitting methane until all sampling points indicate 5% or less oxygen content. 2. Tanks and piping containing methane are to be inerted with nitrogen as inert gas from the N2 generator before admitting air until all sampling points indicate 5% methane.
Issue: 1
Section 2.2.1 - Page 2 of 2
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SUPPLEMENTARY CHARACTERISTICS
When Spilled on Water 1.
Boiling of LNG is rapid, due to the large temperature difference between the product and water.
2.
LNG continuously spreads over an indefinitely large area, and it results in a magnification of its rate of evaporation until vaporisation is complete.
3.
No coherent ice layer forms on the water.
4.
Under particular circumstances, with a methane concentration below 40%, flameless explosions are possible when the LNG strikes the water. It results from an interfacial phenomenon in which LNG becomes locally superheated at a maximum limit until a rapid boiling occurs. However, commercial LNG is far richer in methane than 40% and would require lengthy storage before ageing to that concentration.
5.
The flammable cloud of LNG and air may extend for large distances downward (only methane when warmer than -100°C is lighter than air) because of the absence of topographic features which normally promote turbulent mixing.
6.
When Agitated By Water For example, if a flange drip tray becomes filled with LNG as a result of a leaking flange, under no circumstances should a water jet be directed into the drip tray. Such action will cause a severe eruption and a rapid expansion/boiling of the LNG within the tray, resulting in LNG and ice particles being blasted outwards. The LNG should be allowed to boil off naturally or the drip tray warmed with water spray on the sides or base.
Vapour Clouds 1. If there is no immediate ignition of an LNG spill, a vapour cloud may form. The vapour cloud is long, thin, cigar shaped and, under certain meteorological conditions, may travel a considerable distance before its concentration falls below the lower flammable limit. This concentration is important, for the cloud could ignite and burn, with the flame travelling back towards the originating pool. The cold vapour has a higher density than air and thus, at least initially, hugs the surface. Weather conditions largely determine the cloud dilution rate, with a thermal inversion greatly lengthening the distance travelled before the cloud becomes nonflammable. Issue: 1
Cargo Systems Operating Manual
Bilbao Knutsen 2. The major danger from an LNG vapour cloud occurs when it is ignited. The heat from such a fire is a major problem. A deflagrating (simple burning) is probably fatal to those within the cloud and outside buildings but is not a major threat to those beyond the cloud, though there will be burns from thermal radiation.
Reactivity
LNG is a mixture of several components with different physical properties, particularly the vaporisation rates; the more volatile fraction of the cargo vaporises at a greater rate than the less volatile fraction. The vapour generated by the boiling of the cargo contains a higher concentration of the more volatile fraction than the LNG. The properties of the LNG, i.e. the boiling point and density have a tendency to increase during the voyage.
Methane is an asphyxiant in high concentrations because it dilutes the amount of oxygen in the air below that necessary to maintain life. Due to its inactivity, methane is not a significant air pollutant and, due to its insolubility, inactivity, and volatility, it is not considered a water pollutant.
Cryogenic Temperatures Contact with LNG or with materials chilled to its temperature of about -160°C will damage living tissue. Most metals lose their ductility at these temperatures; LNG may cause the brittle fracture of many materials. In case of LNG spillage on the ship’s deck, the high thermal stresses generated from the restricted possibilities of contraction of the plating will result in the fracture of the steel.
Behaviour of LNG in the Cargo Tanks When loaded in the cargo tanks, the pressure of the vapour phase is maintained substantially constant, slightly above atmospheric pressure. The external heat passing through the tank insulation generates convection currents within the bulk cargo, causing heated LNG to rise to the surface and is then boiled off. The heat necessary for vaporisation comes from the LNG. As long as the vapour is continuously removed by maintaining the pressure as substantially constant, the LNG remains at its boiling temperature. If the vapour pressure is reduced by removing more vapour than is generated, the LNG temperature will decrease. In order to make up the equilibrium pressure corresponding to its temperature, the vaporisation of LNG is accelerated, resulting in an increased heat transfer from LNG to vapour.
Section 2.2.2 - Page 1 of 3
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Properties of Nitrogen and Inert Gas
Hazards
Nitrogen Nitrogen is used on board for the pressurisation of the cargo tank wedge and insulation spaces, the purging of cargo pipelines and heaters, boiler gas lines and Whessoe gauges and for the sealing of the LNG compressors. It is produced by the nitrogen generators whose principle is based on hollow fibre membranes to separate air into nitrogen and oxygen.
Physical Properties of Nitrogen Nitrogen is the most common gas in nature since it represents 79% in volume of the atmospheric air. At room temperature, nitrogen is a colourless and odourless gas. Its density is near that of air, 1.25kg/m3 under the standard conditions. When liquefied, the temperature is -196°C under atmospheric pressure, density of 810kg/m3 and a vaporisation heat of 199kJ/kg.
WARNING Due to the absence or to the very low content of oxygen, nitrogen is an asphyxiant. In a liquid state, its low temperature will damage living tissue and any spillage of liquid nitrogen on the ship’s deck will result in metal failure (as for LNG).
Inert Gas Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping, void spaces and compressors. This is in order to prevent an air/CH4 mixture prior to aeration post warm up, before refit or repairs and prior to the gassing up operation post refit before cooling down. Inert gas is produced on board using an inert gas generator supplied by Smit Gas System, which produces inert gas at 15,000Nm3/h with a -45°C dew point burning low sulphur content gas oil. This plant can also produce dry air at 14,000Nm3/h and -45°C dew point (see section 4.9 for more details). The inert gas composition is as follows:
Properties of Nitrogen
Oxygen:
5.0 bar in the buffer tank.
Position Open Open
Description Vapour header to compressor supply line No.1 LD compressor inlet valve
Valve C039 C024
g)
Ensure that the gas outlet temperature of the heater is approximately 25°C.
Auto Open
No.1 LD compressor bypass valve No.1 LD compressor outlet valve
PCV3 C074
h)
Open valve C053, the gas supply to the engine room.
i)
Start the LD compressor(s).
e)
On No.1 HD/LD heater open the following valves:
Position
Description
Valve
Open Open Auto Auto
No.1 heater inlet valve No.1 heater outlet valve No.1 heater control valve to supply as required No.1 HD/LD heater bypass valve
C076 C052 TCV1 TCV2
From the IAS the flow of gas to the boilers can be controlled with valve C053. CAUTION The vapour heaters should be thoroughly preheated by steam before the admission of methane vapour. This prevents ice formation. Personnel should always be present when the heater is put into operation, in order to locally monitor the temperature in the steam exhaust line and the vapour outlet. During local operation all monitoring facilities are available via the IAS display screens.
Issue: 1
(Note: Ensure the heater and LD compressor are allowed to return to ambient temperature before fully closing the system down to avoid overpressurisation due to trapped vapour.)
This operation will then be controlled and monitored from the ECR. (Note: If the volume of boil-off exceeds demand in the boilers, the steam dump should be put into operation.) CAUTION Should the system shut down for any reason, valve C053 will close automatically and stop the compressor. When stopping gas burning for any reason: •
Stop the LD compressor(s)
•
Shut down the boil-off heater
•
Close valve C053 the gas supply to the engine room
•
Adjust the set point of the vent mast control C048 to the required setting to control the tank pressure until gas burning can be resumed
Section 6.5.1 - Page 2 of 2
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Illustration 6.5.2a Loaded Voyage with Forced Boil-Off Gas Burning
Key Cargo Machinery Room
C073
H
LNG Liquid
No.1 High/Low Duty Gas Heater H
C024
C074 C087
No.2 Low Duty Compressor
C076
C170
TCV1
H
C052
TCV2 No.2 High/Low Duty Gas Heater
PCV3 H
H
C023
Port Manifold
H
H
C0 13
C1 10
C0 31
H
C0 14
C2 52
C0 32
C1 13
C2 11
H
Heated LNG Vapour C2 H 69
C0 16
C1 14
C0 33
H
C0 17
C2 70
C0 34
C1 17
H
C075 C088
No.1 Low Duty Compressor
C2 H 53
LNG Vapour
C2 58
C0 15
C008
C003
TCV1
H
C190 H
PCV3 H
C171
TCV2
C102
C103
C106
C107
H
C007
Mast H
C029 C134
No.2 High Duty Compressor
No.1 Vaporiser C100
H
C086
H
C006
C0 12
C002
H
PCV3
No.1 High Duty Compressor
C0 51
C297
FCV1
C030 C135
C0 85
C131 Starboard Manifold
TCV2
No.2 Vaporiser
H
PCV3
C104
Demister Knock-Out Drum
C296
FCV1
C295
C001
C105 C0 35
C1 11
C0 36
P
H
C108
C109 C0 38
C0 37
C1 15
C1 12
C0 48
C1 16
C098
C344
TCV2 To Insulated Space
C345
C2 H 81
C010
C0 18
C0 19
H
C2 82
C2 12
H
C097
H
From Engine Room
C064
To Engine Room C053
H
C004
C009
C099
Vent Mast Heater
C213
C0 20
C2 H 71
C2 91
C0 21
H
C2 72
C0 22
C0 47
C049 C050
C005
H
C101
C039
C0 11
C0 46 C0 45
C0 62
Vapour Header
From Engine Room C1 30
C133
C247
C0 63
Spray Header Liquid Header
H
C040
H
C041
H
C042
H
Gas Main H
C0 77
C0 55
C126
H
C0 79
H
C1 93 H
H
C0 78
H
C0 25
H
C1 94 C1 40 C1 48
C1 22 C1 18
C144
To Mast C054
H
No.8 and 7 Cargo Pump
H
C0 80
C156 H
C0 81
C1 98
H
C0 26
C0 66
C0 67
No.6 and 5 Cargo Pump
No.4 Spray Pump
C0 59
C128
H
C0 83
H
C1 99 C1 41 C1 49
C1 45
To Mast C056
H
C0 95 C0 91
C2 03 H
H
H
C0 82
C157 H
H
C0 27
C837
H
C2 04 C1 42 C1 50
C1 24 C1 20
C1 46
To Mast C058
H
C0 69
No.4 and 3 Cargo Pump
No.3 Spray Pump No.3 Tank
C0 96 C0 92
C2 08 H
H
H
C0 84
C158 H
H
C0 28
H
C2 09 C1 43 C1 51
C1 25 C1 21
C1 47
To Mast C060
H
C159 H
C155
C154
C0 68
C0 61
C129
C838 C1 23 C1 19
C153
No.4 Tank
Issue: 1
C0 94 C0 90
H H
C152
C0 65
H
C839
C840 C0 93 C0 89
C0 57
C127
C044 C043
C0 71
C0 70
No.2 and 1 Cargo Pump
No.2 Spray Pump No.2 Tank
C0 72
No.1 Spray Pump No.1 Tank
Section Heading 6.5.2 - Page 1 x of 2 x
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LOADED VOYAGE WITH FORCED BOIL-OFF GAS BURNING
From the IAS the flow of gas to the boilers can be controlled with valve C053.
The forcing vaporiser provides gas, in addition to the natural boil-off, in order to maintain cargo tank pressures within predetermined limits. The flow rate through the vaporiser is set by the combustion control system fuel boil-off demand. LNG liquid is supplied from a tank via the spray supply line to the forcing vaporiser header.
CAUTION The vapour heaters should be thoroughly preheated by steam before the admission of methane vapour. This prevents ice formation.
The temperature of the LNG vapour from the vaporiser can be adjusted by the temperature control valve TCV2 which allows LNG liquid to bypass the vaporiser and mix with the vapour on the outlet side of the unit. The LNG vapour produced from the vaporiser passes through the demister into the vapour suction main where it is mixed with the normal boil-off gas before going to the warm up heaters via the LD compressor.
(See Illustration 6.5.2a) It is assumed that all valves are closed prior to use. From the IAS set the forward mast riser set point to 22.5kPa gauge and prepare the LD compressor(s) on line to supply the engine room with boil-off gas for the boilers.
b)
Open the forward mast isolating valve C045 on the vapour header.
c)
Adjust the set point of the LD compressor(s) pressure control valve to 6kPa (or the required value).
d)
On No.1 LD compressor set the following valves:
Position Open Open Auto Open e)
Description Vapour header to compressor supply line No.1 LD compressor inlet valve No.1 LD compressor bypass valve No.1 LD compressor outlet valve
f)
Description No.1 tank vapour valves No.2 tank vapour valves No.3 tank vapour valves No.4 tank vapour valves
Valve C060, C061 C058, C059 C056, C057 C054, C055
From the IAS the flow of gas to the boilers can be controlled with valve C053 g)
Adjust the vapour outlet temperature set point on the forcing vaporiser to -140°C.
CAUTION The vapour heaters and forcing vaporiser should be thoroughly preheated by steam before the admission of methane vapour. This prevents ice formation.
Valve C039 C023 PCV3 C075
On No.1 HD/LD heater set the following valves:
Position
Description
Valve
Open Open Auto Auto
No.1 heater inlet valve No.1 heater outlet valve No.1 heater control valve to supply as required No.1 HD/LD heater bypass valve
C076 C052 TCV1 TCV2
h)
On the forcing vaporiser set the following valves:
Description Spray header to vaporiser supply line No.3 tank spray master valve No.3 tank spray return control valve No.3 tank spray return valves No.3 spray pump discharge valve as required
Valve C130 C127 C141 C199, C149 VS306
j)
Start No.3 spray pump and cool down the spray header to the forcing vaporiser, circulating back to No.3 tank via the spray header drain.
k)
At the gas compressors, adjust the normal boil-off valve (IGV) to 60% for loaded condition, with the tank pressures minimum and maximum at 105kPa absolute and 110kPa absolute and the steam dump opening pressure at 113kPa absolute.
When the engine room is ready to start gas burning, ensure that there is sufficient nitrogen to purge the lines to the boiler i.e. >5.0 bar in the buffer tank. l)
Ensure that the gas outlet temperature of the heater is approximately 25°C.
m) Open valve C053, the gas supply to the engine room. n)
Start the LD compressor(s) then close the spray return control valve C141.
This operation will then be controlled and monitored from the ECR. CAUTION Should the system shut down for any reason, valve C053 will close automatically and stop the compressor. When stopping gas burning for any reason:
Position Open Open Auto Auto
Description Forcing vaporiser inlet valve Forcing vaporiser outlet valve Forcing vaporiser control valve to supply as required Forcing vaporiser bypass valve
Valve C297 C086 FCV1 TCV2
Personnel should always be present when the heater and vaporiser are put into operation in order to locally monitor the temperature in the steam exhaust line and the vapour outlet. During local operation all monitoring facilities are available via the IAS display screens. During local operation all alarms and trips are available and can be monitored from the IAS. i)
Issue: 1
Open the vapour dome outlet valves to the vapour header.
Position Open Open Open Open
Operating Procedures
a)
Personnel should always be present when the heater is put into operation in order to locally monitor the temperature in the steam exhaust line and the vapour outlet. During local operation all monitoring facilities are available via the IAS display screens. During local operation all alarms and trips are available and can be monitored from the IAS.
Position Open Open Auto Open Set
Open the spray header from No.3 cargo tank.
•
Stop the spray pump
•
Shut down the forcing vaporiser
•
Stop the LD compressor(s)
•
Shut down the boil-off heater
•
Close valve C053 the gas supply to the engine room
•
Adjust the set point of the vent mast control C048 to the required setting to control the tank pressure until gas burning can be resumed
(Note: Ensure the heater, LD compressor and vaporiser are allowed to return to ambient temperature before fully closing the system down to avoid overpressurisation due to trapped vapour.) Section 6.5.2 - Page 2 of 2
6.6
Discharging with Vapour Return from Shore 6.6.1
Preparation for Discharging
6.6.2
Liquid Line Cooldown Before Discharging
6.6.3
Arm Cooldown Before Discharging
6.6.4
Discharging with Vapour Return From Shore
6.6.5
Ballasting
Illustrations 6.6.1a Preparation for Discharging 6.6.2a Liquid Line Cooldown Before Discharging 6.6.3a Shore Arm Cooldown Before Discharging 6.6.4a Discharging Procedure 6.6.4b Discharging with Vapour Return From Shore 6.6.5a Ballasting
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Illustration 6.6.1a Preparation for Discharging Terminal Prior To Arrival
Ship Cargo lines at -100ºC Ship checks communications
Check System Line - Up
LNG unloading Vapour return
Ship continuously monitors loading frequency Main propulsion on standby Fire fighting equipment ready
CTS
Fire fighting equipment ready Check fender system Check ship/shore communication Position spotting line Check speed of approach meter
Fire main pressurised ESDS checked Gas/fire detection checked Valve remote control system tested
Test ESD (Warm)
CTS activated Water in manifold spill trays Cargo pumps insulation tested Ship confirms ETA Ship advises systems operational Ship advises changes (if any)
Ship
Terminal
Terminal advises ship of arm configuration to be used:
Open Vapour Manifold Valve
Terminal staff
Relevant ship's personnel
Carry out initial CTS gauging
Carry Out out initial Carry Initial CTS gauging Gauging before opening ship's manifold valves
Witness and log ESD1 operation of all shore hydraulic valves
Initiate ESD1 signal from ship/shore
Fully open shore vapour ESD valve
Witness and log ESD1 operation of all ship valves
When shore vapour ESD valve is open, open ship's vapour ESD valve Ship's cargo tanks will balance with shore tank at 7~10kPa
Arrival
Secure ship at jetty Pilot/loading master advises terminal on completion
Main propulsion on standby Hand over crew list Display appropriate signage
Cool Down
Use of main communication Equipment and radars prohibited Hot work prohibited Observe port regulations
Ship advises terminal of readiness to start cool down of loading arms Cool down unloading arms Terminal advises ship when ready
Cool both arms simultaneously until frosted over entire length
Continuously check mooring tension
Rig Gangway
Safety Inspection
Terminal staff
Witness and check rigging of gangway
Carry out safety inspection Complete and sign safety checklist
Carry out safety inspection Complete and sign safety checklist Check O2 levels at sampling points
Predischarge Meeting
Connect Arms
Terminal staff Review discharge schedule
Relevant ship's personnel Review discharge schedule
Confirm safety checks
Confirm safety checks
Vapour return arm connected first Position safety locks
Start manifold water curtain
Pressure test with N2
CCR advises terminal and sends low flow of cargo via spray pump
Operaton controlled by loading master (approx. 45/60 minutes)
ESD Test (Cold)
Safety Checks
Terminal advises ship when ready
Initiate ESD1 signal from ship/shore
Witness and log ESD1 operation of all shore valves
Witness and log ESD1 operation of all ship's valves
Carry out safety checks jointly with ship
Check through terminal safety Checks jointly with terminal staff
Ready For Discharging
Loading strainers in place Manifold blanks removed
Inert to
