Cargo Operating Manual

BERGESEN Cargo Operating Manual

LNGC BERGE EVERETT (H2212)

LNGC BERGE EVERETT Introduction.....................................................................................................3 Cargo Machinery Symbols and Colour Scheme...........................................4 Abbreviation....................................................................................................5 Part 1 Cargo and Ballast System ............................................................. 1 - 1 1.1 Cargo Piping System...................................................................... 1 - 2 1.1.1 Liquid, Vapour, Spray Pipes................................................ 1 - 2 1.1.2 Gas Line (One Tank Operation) .......................................... 1 - 4 1.1.3 Fuel Gas and Vent Pipes...................................................... 1 - 4 1.1.4 Inerting/Aeration Pipes ........................................................ 1 - 4 1.2 Cargo Pumps.................................................................................. 1 - 6 1.2.1 Main Cargo Pumps .............................................................. 1 - 8 1.2.2 Stripping/Spray Pumps ...................................................... 1 - 10 1.2.3 Emergency Cargo Pump .................................................... 1 - 12 1.3 Cargo Compressors...................................................................... 1 - 14 1.3.1 HD Compressors................................................................ 1 - 14 1.3.2 LD Compressors ................................................................ 1 - 18 1.4 Boil-Off/Warm Up Heater ........................................................... 1 - 22 1.5 LNG Vaporizer ............................................................................ 1 - 24 1.6 Forcing Vaporizer ........................................................................ 1 - 26 1.7 Vacuum Pumps ............................................................................ 1 - 28 1.8 Custody Transfer System............................................................. 1 - 30 1.8.1 Radar-Based Level Gauge ................................................. 1 - 30 1.8.2 System Readout and Control ............................................. 1 - 32 1.8.3 Float Level Gauge.............................................................. 1 - 40 1.8.4 Trim-List Indicator ............................................................ 1 - 42 1.9 Nitrogen Production System ........................................................ 1 - 44 1.10 Inert Gas and Dry Air System.................................................... 1 - 46 1.11 Gas Detection System ................................................................ 1 - 48 1.12 Cargo and Ballast Valve Control ............................................... 1 - 50 1.12.1 Cargo and Ballast Control System................................... 1 - 50 1.12.2 Emergency Shutdown System ......................................... 1 - 54 1.12.3 Ship Shore Link ............................................................... 1 - 56 1.12.4 Mooring Load Monitoring System .................................. 1 - 60 1.13 Relief Systems ........................................................................... 1 - 62 1.13.1 Cargo Tank Relief Valves................................................ 1 - 62 1.13.2 Insulation Space Relief Valves ........................................ 1 - 62 1.13.3 Pipe Relief Valves ........................................................... 1 - 62 1.14 Ballast Level and Draft Indicating System ................................ 1 - 64 1.15 Fuel Oil Bunkering and Transfer Systems ................................. 1 - 66

Cargo Operating Manual

Part 2 Cargo Auxiliary and Deck System ............................................... 2 - 1 2.1 Temperature Monitoring System ................................................... 2 - 2 2.2 Insulation Space Nitrogen Control System .................................... 2 - 4 2.3 Cofferdam Glycol Heating System ................................................ 2 - 6 2.3.1 Hull Ventilation ................................................................. 2 - 10 2.4 Fire Fighting System .................................................................... 2 - 12 2.4.1 Fire Protection and Wash Deck.......................................... 2 - 12 2.4.2 Water Spray System........................................................... 2 - 14 2.4.3 Dry Powder System ........................................................... 2 - 16 2.4.4 CO2 System ....................................................................... 2 - 18 2.4.5 Fire Detection System........................................................ 2 - 20 2.5 Auxiliary FW Cooling System..................................................... 2 - 22 2.6 Steam Condensate System ........................................................... 2 - 23 2.7 Bilge and Scupper System ........................................................... 2 - 26 2.8 Instrument Air System ................................................................. 2 - 27 2.9 Emergency Air System ................................................................ 2 - 28 Part 3 Cargo Operations........................................................................... 3 - 1 3.1 Insulation Space Tests.................................................................... 3 - 1 3.2 Post Dry Dock Operation ............................................................... 3 - 3 3.2.1 Insulation Space Inerting ..................................................... 3 - 3 3.2.2 Drying Cargo Tanks............................................................. 3 - 7 3.2.3 Inerting Cargo Tanks ........................................................... 3 - 9 3.2.4 Gassing-up Cargo Tanks.................................................... 3 - 11 3.2.5 Cooling Down Cargo Tanks .............................................. 3 - 15 3.3 Ballast Passage............................................................................. 3 - 17 3.3.1 Cooling Down Tanks Prior to Arrival................................ 3 - 19 3.3.2 Spraying During Ballast Voyage ....................................... 3 - 21 3.4 Loading ........................................................................................ 3 - 23 3.4.1 Preparations for Loading.................................................... 3 - 23 3.4.2 Cargo Lines Cool Down .................................................... 3 - 23 3.4.3 To Load Cargo with Vapour Return to Shore .................... 3 - 27 3.4.4 Nitrogen Set-up During Loading ....................................... 3 - 31 3.4.5 De-Ballasting ..................................................................... 3 - 33 3.5 Loaded Voyage with Boil-Off Gas Burning ................................ 3 - 35 3.5.1 Normal Boil-Off Gas Burning ........................................... 3 - 35 3.5.2 Forced Boil-Off Gas Burning ............................................ 3 - 37 3.6 Discharging with Gas Return from Shore .................................... 3 - 39 3.6.1 Preparations for Unloading ................................................ 3 - 39 3.6.2 Liquid Line and Arm Cooldown before Discharging ........ 3 - 42 3.6.3 Discharging ........................................................................ 3 - 44 3.6.4 Ballasting ........................................................................... 3 - 47

1

3.7 Pre-Dry Dock Operations............................................................. 3 - 49 3.7.1 Stripping and Line Draining............................................... 3 - 49 3.7.2 Tank Warm Up................................................................... 3 - 51 3.7.3 Inerting ............................................................................... 3 - 53 3.7.4 Aeration.............................................................................. 3 - 55 Part 4 Integrated Automation System (IAS)........................................... 4 - 1 4.1 General ........................................................................................... 4 - 3 4.2 Hardware ........................................................................................ 4 - 6 4.3 Operation........................................................................................ 4 - 7 Part 5 Emergency Procedures .................................................................. 5 - 1 5.1 Vapour Leakage ............................................................................. 5 - 2 5.2 Liquid Leakage............................................................................... 5 - 4 5.3 Water Leakage to Barrier Space..................................................... 5 - 7 5.4 Fire and Emergency Breakaway..................................................... 5 - 7 5.5 Emergency Cargo Pump Installation.............................................. 5 - 9 5.6 One Tank Operation ..................................................................... 5 - 11 5.6.1 Warm Up (No.3 Tank) ....................................................... 5 - 11 5.6.2 Inerting ............................................................................... 5 - 13 5.6.3 Aeration.............................................................................. 5 - 15 5.6.4 Drying and Inerting ............................................................ 5 - 17 5.7 Ship to Ship Transfer.................................................................... 5 - 18 5.8 Jettisoning of Cargo ..................................................................... 5 - 19 Part 6 Design Concept of the Vessel......................................................... 6 - 1 6.1 Principal Particulars ....................................................................... 6 - 1 6.2 Rules and Regulations .................................................................... 6 - 7 6.3 Design Concept of the Cargo System............................................. 6 - 9 6.3.1 Cargo Containment System Principle .................................. 6 - 9 6.3.2 Membrane Cargo Containment .......................................... 6 - 10 6.3.3 Deterioration or Failure...................................................... 6 - 15 6.4 Hazardous Areas and Gas Dangerous Zone ................................. 6 - 17 Part 7 Properties of LNG.......................................................................... 7 - 1 7.1 Physical Properties, Composition and Characteristics of LNG...... 7 - 1 7.2 Characteristics of LNG................................................................... 7 - 4 7.2.1 Flammability of Gases ......................................................... 7 - 4 7.2.2 Supplementary Characteristics ............................................. 7 - 5 7.2.3 Avoidance of Cold Shock to Metal ...................................... 7 - 6 7.3 Health Hazards ............................................................................... 7 - 7

Index

LNGC BERGE EVERETT Introduction General Although the ship is supplied with Shipbuilder’s plans and manufacturer’s instruction books, there is no single handbook which gives guidance on operating complete systems, as distinct from individual items of machinery. The purpose of this manual is to fill some of the gaps and to provide the ship’s officers with additional information not otherwise available on board. It is intended to be used in conjunction with the other plans and instruction books already on board and in no way replaces or supersedes them. In addition to containing detailed information of the machinery and related systems, the machinery manual provided by each vendor, contains safety procedures, and procedures to be observed in emergencies and after accidents. Used in conjunction with the BERGESEN SMS MANUAL, this information is designed to ensure the safety and efficient operation of the ships. Quick reference to the relevant information is assisted by division of the manual into Parts and Sections, detailed in the general list of contents on the preceding pages. Reference is made in this book to appropriate plans or instruction books. For other information refer to: 1) Books and Publications contained in the SMS Directory 2) SMS Manual In many cases the best operating practice can only be learnt by experience. Where the information in this manual is found to be inadequate or incorrect, details should be sent Hull Piping Design Team of DSME so that revisions may be made to manuals of other ships of the same class. 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.

Cargo Operating Manual

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

Notices The following notices occur throughout this manual:

5. Never start a machine remotely from the control room without checking visually if the machine is able to operate satisfactorily. In the design of equipment and machinery, devices are included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If these safety devices are neglected, the operation of any machine is potentially dangerous. Description The concept of this Cargo Operating Manual is based on the presentation of operating procedures in the form of one general sequential chart (algorithm) which gives a step-by-step procedure for performing operations.

Warning Warnings are given to draw reader’s attention to operation where danger to life or limb may occur. ! Caution Cautions are given to draw reader’s attention to operations where danger to life or limb may occur. Note ! Notes are given to draw reader’s attention to points of interest or to supply supplementary information.

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. The overview of machinery operations, consists of a basic operating algorithm which sets out the procedure for operations from preparing the plant for operation from dead ship condition, to shutting down the plant in readiness for dry dock. The relevant illustration and operation section number is located on the right hand side of each box. Each machinery operation consists of a detailed introductory section which describes the objectives and methods of performing the operation related to the appropriate flow sheet which shows pipelines in use and directions of flow within the pipelines. Details of valves which are OPEN during the different operations are provided in text for reference. The ‘valves’ and ‘fittings’ identifications used in this manual are the same as those used by LNGC BERGE EVERETT. Illustrations

2. Make a point of testing all safety equipment and devices regularly.

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.

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

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.

3

Introduction

LNGC BERGE EVERETT

Cargo Operating Manual

Cargo Machinery Symbols and Colour Scheme

STANDARD SYMBOL VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT SYMBOL

DESCRIPTION

SYMBOL

DESCRIPTION

STANDARD SYMBOL VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT SYMBOL

DESCRIPTION

SYMBOL

DESCRIPTION

GLOBE STOP STR

COCK 2-WAY

STRAINER SIMPLEX STR

REDUCER

GLOBE STOP ANGLE

COCK 3-WAY T-TYPE

STRAINER SIMPLEX LA

EJECTOR

GLOBE SDNR STR

COCK 3-WAY L-TYPE

STRAINER SIMPLEX LB

HAND PUMP

GLOBE SDNR ANGLE

COCK 4-WAY

MUD BOX STR

OFF PAGE CONNECTOR

GATE RISING

PRESS. CONTROL REDUCING

MUD BOX ANG

CENTRIFUGAL PUMP

GATE NON RISING

QUICK CLOSING STR

ROSE BOX

SCUPPER PIPE

FLAP CHECK

QUICK CLOSING ANG

STEAM STRIP W/DRAIN VALVE

DECK STAND NORMAL

SWING CHECK

FLOW CONT. 2-WAY DISC/DIA.

SOUNDING CAP S/C WEIGHT

DECH STAND LOCAL HYD.

LIFE CHECK STR

REMOTE HYD. B' FLY WAFER

SOUNDING CAP NORMAL

FULL DISCH. OVBD

LIFE CHECK ANGLE

REMOTE HYD. B' FLY FLANGE

SOUNDING CAP DECK PIECE

NOT CONN. CROSSING PIPE

BALL CHECK WITHOUT SPRING

REMOTE PNEU. B' FLY LUG

FILLING CAP

CONNECTED CROSSING PIPE

BALL CHECK WITH SPRING

REMOTE PNEU. B' FLY WAFER

AIR PIPE GOOSE NECK

BOSS

B' FLY LUG

REMOTE PNEU. B' FLY FLANGE

AIR VENT FLOAT A SCR

BOSS WITH PLUG

B' FLY WAFER

REMOTE ELEC. F' FLY LUG

AIR VENT FLOAT A

EXPANSION BEND PIPE

B' FLY FLANGE

REMOTE ELEC. B' FLY WAFER

AIR VENT FLOAT B SCR

HOSE CONN. GLOBE STR

REMOTE ELEC. B' FLY FLANGE

AIR VENT FLOAT B

PRESSURE INDICATER

HOSE CONN. GLOBE ANG

SURFACE DROP

COUPLING DRESSER

COMPOUND GAUGE

SAFETY STR

PRESSURE VACUUM

COUPLING SLEEVE

PRESSURE TRANSMITTER

SAFETY ANG

PRESS. VACUUM HIGH VELOCITY

COUPLING FLANGED DRESSER

THERMOMETER

SELF CLOSING STR SPRING

PRESS. VACUUM BREAKER

SPECTACLE FLANGE

LEVEL ALARM HIGH

SELF CLOSING ANG SPRING

GAS FREEING COVER

BLANK FLANGE

LEVEL ALARM LOW

NEEDLE STR

FLAME ARRESTER

BELL MOUTH

NEEDLE ANG

ORIFICE PLATE

SPOOL PIECE

NEEDLE 3-WAY TEST

ORIFICE VALVE

CARGO LIQUID LINE F.W. LINE CONDENSATE LINE

STRIPPING/SPRAY LINE

GAS LINE

STEAM LINE

N2 LINE DIESEL OIL LINE

INERT GAS LINE

L.O LINE

F.O LINE

GLYCOL WATER LINE

F

GAS FLOW METER

SEA WATER LINE BILGE LINE

CLOSE

HYD. OIL LINE

AIR LINE

OPEN

VAPOUR LINE

4

Symbol

LNGC BERGE EVERETT Abbreviation ABNOR ABP ABS ABS AC ACB ACC ACCOM ACCU ACK ACM ACT ADJ ADV AE AFT AHD AHU ALM ALS AMP APT AST ATM ATOM AUS AUTO AUX AVAIL B/ATOM B/L B/THR BALL BATT BC BGB BH TK BHD BLK BLR BLWR BMS BNR BO BO/WU BOG BOSUN ST BRG BW BWC BZ CAB CCC CCR CENT CFW CIRC CL CLK CLR CMR CNR CO2 COFF COM COMP COMP RM COND CONDUCT CONT COOL COUNT CP CSBD CSL CSW CTS CUR CW

ABNORMAL AFTER BOTTOM PORT AFTER BOTTOM STBD ABSOLUTE AIR CONDITIONER AIR CIRCUIT BREAKER AUTOMATIC COMBUSTION CONTROL ACCOMMODATION ACCUMULATOR ACKNOWLEDGE AFTER CENTRAL MIDDLE ACTIVATE ADJUSTING ADVANCE AUXILIARY ENGINE AFTER AHEAD AIR HANDLING UNIT ALARM AFTER LOWER STBD AMPERE AFT PEAK TANK ASTERN ATMOSPHERE ATOMISING AFTER UPPER STBD AUTOMATIC AUXILIARY AVAILABLE BURNER AUTOMIZING BALLAST / LADEN BOW THRUSTER BALLAST BATTERY BOTTOM CENTRAL BOILER GAUGE BOARD BILGE HOLDING TANK BULKHEAD BLOCK BOILER BLOWER BURNER MANAGEMENT SYSTEM BURNER BOIL-OFF BOIL-OFF / WARM-UP BOIL OFF GAS BOSUN STORE BEARING BILGE WELL BRIDGE WING CONSOLE BUZZER CABINET CARGO CONTROL ROOM CONSOLE CARGO CONTROL ROOM CENTRAL / CENTRIFUGAL COOLING FRESH WATER CIRCULATING CLOSE CLOCK COOLER CARGO MOTOR ROOM CORNER CARBON DIOXIDE COFFERDAM COMMON COMPRESSOR CARGO COMPRESSOR ROOM CONDENSATE / CONDENSER CONDUCTIVITY CONTROL COOL, COOLING COUNT, COUNTER CONTROL PANEL CARGO SWITCHBOARD CONSOLE COOLING SEA WATER CUSTODY TRANSFER SYSTEM CURRENT COOLING WATER

CYL DAMP DB DEARER DEL DET DG DIFF DIS DISCON DK DO DP DRK W DRN DRV DRY DSHTR DW ECC ECONM ECRC EDR EDSHTR EDUCT EER EH EHQ ELEV EMCY EMR ENG ENGAGE EQ ER ESBD ESD ESDS EXH EXP EXT EXTR F/VPR FCL FCLE FCU FCV FDB FDF FDWC FE FEW FG FLP FO FORC FPT FREQ F-ST FUNC FUP FW FWC FWD GACP GEN GMS GRAV GRP GS GUS GVNOR GW H HAND HD HDR HFO HH HP HPM

Cargo Operating Manual HPT HSC HTR HYD IAS IG IGG IGV IN INCIN INCOM IND INH INJECT INSP INSUL INTERM INTLK IR ISO L/VPR LCV LD LDO LIQ LL LO LP LPSG LPT LSC LTG LVL LWR M/COND M/LOADER M/WHEEL MAN MANI MANO MB MFWPT MG MGPS MID MSBD MT MV N2 NAV NOR NOZL O/C O2 OMD OP OUT OVBD OVFL OVLD OVRD OW SEP P P/WAY PB PCV PD PIST PKG PNEUM PNL POS PP PPTW PRES PRI PROV PRP PSU PURIF PWR

CYLINDER DAMPER DOUBLE BOTTOM / DISTRIBUTION BOARD DEAERATOR DELIVERY DETECTOR / DETECTION DIESEL GENERATOR DIFFERENTIAL DISCHARGE DISCONNECT DECK DIESEL OIL DIFFERENTIAL PRESS DRINKING WATER DRAIN DRIVE, DRIVING DRYER DESUPERHEATED SYSTEM HEATER DISTILLED WATER ENGINE CONTROL ROOM CONSOLE EXHAUST GAS ECONOMIZER ENGINE CONTROL ROOM ELECTRIC DISTRIBUTING PANEL ROOM EXTERNAL DESUPERHEATED DEUCTOR ELECTRIC EQUIPMENT ROOM EXTEREMELY HIGH EMERGENCY HEADQUARTER ELEVATOR EMERGENCY ELECTRIC MOTOR ROOM ENGINE ENGAGED EQUIPMENT ENGINE ROOM EMERGENCY SWITHBOARD EMERGENCY SHUT DOWN EMERGENCY SHUT DOWN SYSTEM EXHAUST EXPANSION EXTENSION EXTRACTOR FORCING VAPOURIZER FWD CENTRAL LOWER FORECASTLE FWD CENTRAL UPPER FLOW CONTROL VALVE FOREWARD DEEP BALLAST FORCED DRAFT FAN FEED WATER CONTROL FLAME EYE FINISHED WITH ENGINE FUEL GAS FWD LOWER PORT FUEL OIL / FIBER OPTIC FORCING FORWARD PEAK TANK FREQUENCY FOLLOW AUTO START FUNCTION FWD UPPER PORT FRESH WATER FRESH WATER CONTROL FORWARD GENERATOR AUTO CONTROL PANEL GENERATOR GAS MANAGEMENT SYSTEM GRAVITY GROUP GENERAL SERVICE GLOBAL USER STATION GOVERNOR GLYCOL WATER HIGH HANDLE / HANDLING HIGH DUTY HEADER HEAVY FUEL OIL HIGH-HIGH HIGH-PRESSURE HIGH-PREFORMANCE PROCESS MANAGER

5

HIGH PRESSURE TURBINE HIGH SEA CHEST HEATER HYDRAULIC INTEGRATED AUTOMATION SYSTEM INERT GAS INERT GAS GENERATOR INLET GUIDE VANE INLET INCINERATOR INCOMMING INDICATION INHIBIT INJECTIION INSPECTION INSULATION INTERMEDIATE INTERLOCK INFRA-RED ISOLATING LNG VAPOURIZER LEVEL CONTROL VALVE LOW DUTY LIGHT DIESEL OIL LIQUID LOW-LOW LUBRICATION OIL LOW PRESSURE LOW PRESSURE STEAM GENERATOR LOW PRESS TURBINE LOW SEA CHEST LIGHTING LEVEL LOWER MAIN CONDENSER MANUAL LOADER MAIN WHEEL MANUAL MANIFOLD MANOUVERING MAIN BOILER MAIN FEED WATER PUMP TURBINE MASTER GAS MARINE GROWTH PREVENTING SYSTEM MIDDLE MAIN SWITCHBOARD MAIN TURBINE MANOEUVERED VALUE NITROGEN NAVIGATION NORMAL NOZZLE OPEN/CLOSE OXYGEN OIL MIST DETECTOR OPEN OUTLET OVERBOARD OVERFLOW OVERLOAD OVERRIDE OILY WATER SEPARATOR PORT PASSAGE WAY PUSH BUTTON PRESSURE CONTROL VALVE PIPE DUCT PISTON PACKAGE PNEUMATIC PANEL POSITION PUMP PUMP TOWER PRESSURE PRIMARY / PRIMING PROVISION PROVISION REFRIGERATION PLANT POWER SUPPLY UNIT PURIFIER POWER

RECIRC REDUC REF REG REGUL RESV RIO RM RPB RPM RTN RVI S S/D S/S S/T SAH SAL SB SC SCRUB SDC SEC SEL SEP SEQ SERV SETTL SG SHTR SIN PH SOL SP SPR ST STBY STC STM STOR STR STRIP SUC SUPP SV SVB SW SWBD SYNC SYS T/C TC TCV TEMP TG THR TK TOPP UP TP TPS TRANS TRBL TURN GEAR UPP UPS V V/F VAC VAP VIB VISC VL VPR VRC VV W WH WHC WIND WO WS WU

RECIRCULATING REDUCTION REFRIGERATION TYPE REGENERATION TYPE REGULATOR RESERVE REMOTE IO ROOM REMOTE PUSH BUTTON REVOLUTIONS PER MINUTE RETURN ROTOR VIBRATION INDICATION STARBOARD SCHEMATIC DIAGRAM SHIP SIDE STERN TUBE STEAM AIR HEATER SALINITY SOOT BLOWER SEA CHEST SCRUBBER STEAM DUMP CONTROL SECONDARY SELECT SEPARATOR SEQUENCE SERVICE SETTLING STEERING GEAR SUPERHEATED STEAM HEATER SINGLE PHASE SOLENOID SPACE SPRAY START STAND BY STEAM TEMPERATURE CONTROL STEAM STORAGE STARTER STRIPPING SUCTION SUPPLY SOLENOID VALVE SOLENOID VALVE BOX SEA WATER SWITCHBOARD SYNCHRONIZE SYSTEM TURBOCHARGER THERMOCOUPLE TEMPERATURE CONTROL VALVE TEMPERATURE TURBO GENERATOR THRUSTER TANK TOPPING UP TRIP TANK PROTECTION SYSTEM TRANSMITTER / TRANSFER TROUBLE TURNING GEAR UPPER UNINTERRUPTED POWER SUPPLY VOLTAGE VOLTAGE / FREQUENCY VACUUM VAPOUR VIBRATION VISCOSITY VERY LOW VAPOURIZER VALVE REMOTE CONTROL VALVE WATER WHEELHOUSE WHEELHOUSE CONSOLE WINDING WASTE OIL WORKSHOP WARM UP

Abbreviation

Introduction.....................................................................................................3 Cargo Machinery Symbols and Colour Scheme...........................................4 Abbreviation....................................................................................................5 Part 1 Cargo and Ballast System ............................................................. 1 - 1 1.1 Cargo Piping System...................................................................... 1 - 2 1.1.1 Liquid, Vapour, Spray Pipes................................................ 1 - 2 1.1.2 Gas Line (One Tank Operation) .......................................... 1 - 4 1.1.3 Fuel Gas and Vent Pipes...................................................... 1 - 4 1.1.4 Inerting/Aeration Pipes ........................................................ 1 - 4 1.2 Cargo Pumps.................................................................................. 1 - 6 1.2.1 Main Cargo Pumps .............................................................. 1 - 8 1.2.2 Stripping/Spray Pumps ...................................................... 1 - 10 1.2.3 Emergency Cargo Pump .................................................... 1 - 12 1.3 Cargo Compressors...................................................................... 1 - 14 1.3.1 HD Compressors................................................................ 1 - 14 1.3.2 LD Compressors ................................................................ 1 - 18 1.4 Boil-Off/Warm Up Heater ........................................................... 1 - 22 1.5 LNG Vaporizer ............................................................................ 1 - 24 1.6 Forcing Vaporizer ........................................................................ 1 - 26 1.7 Vacuum Pumps ............................................................................ 1 - 28 1.8 Custody Transfer System............................................................. 1 - 30 1.8.1 Radar-Based Level Gauge ................................................. 1 - 30 1.8.2 System Readout and Control ............................................. 1 - 32 1.8.3 Float Level Gauge.............................................................. 1 - 40 1.8.4 Trim-List Indicator ............................................................ 1 - 42 1.9 Nitrogen Production System ........................................................ 1 - 44 1.10 Inert Gas and Dry Air System.................................................... 1 - 46 1.11 Gas Detection System ................................................................ 1 - 48 1.12 Cargo and Ballast Valve Control ............................................... 1 - 50 1.12.1 Cargo and Ballast Control System................................... 1 - 50 1.12.2 Emergency Shutdown System ......................................... 1 - 54 1.12.3 Ship Shore Link ............................................................... 1 - 56 1.12.4 Mooring Load Monitoring System .................................. 1 - 60 1.13 Relief Systems ........................................................................... 1 - 62 1.13.1 Cargo Tank Relief Valves................................................ 1 - 62 1.13.2 Insulation Space Relief Valves ........................................ 1 - 62 1.13.3 Pipe Relief Valves ........................................................... 1 - 62 1.14 Ballast Level and Draft Indicating System ................................ 1 - 64 1.15 Fuel Oil Bunkering and Transfer Systems ................................. 1 - 66

Part 2 Cargo Auxiliary and Deck System ............................................... 2 - 1 2.1 Temperature Monitoring System ................................................... 2 - 2 2.2 Insulation Space Nitrogen Control System .................................... 2 - 4 2.3 Cofferdam Glycol Heating System ................................................ 2 - 6 2.3.1 Hull Ventilation ................................................................. 2 - 10 2.4 Fire Fighting System .................................................................... 2 - 12 2.4.1 Fire Protection and Wash Deck.......................................... 2 - 12 2.4.2 Water Spray System........................................................... 2 - 14 2.4.3 Dry Powder System ........................................................... 2 - 16 2.4.4 CO2 System ....................................................................... 2 - 18 2.4.5 Fire Detection System........................................................ 2 - 20 2.5 Auxiliary FW Cooling System..................................................... 2 - 22 2.6 Steam Condensate System ........................................................... 2 - 23 2.7 Bilge and Scupper System ........................................................... 2 - 26 2.8 Instrument Air System ................................................................. 2 - 27 2.9 Emergency Air System ................................................................ 2 - 28 Part 3 Cargo Operations........................................................................... 3 - 1 3.1 Insulation Space Tests.................................................................... 3 - 1 3.2 Post Dry Dock Operation ............................................................... 3 - 3 3.2.1 Insulation Space Inerting ..................................................... 3 - 3 3.2.2 Drying Cargo Tanks............................................................. 3 - 7 3.2.3 Inerting Cargo Tanks ........................................................... 3 - 9 3.2.4 Gassing-up Cargo Tanks.................................................... 3 - 11 3.2.5 Cooling Down Cargo Tanks .............................................. 3 - 15 3.3 Ballast Passage............................................................................. 3 - 17 3.3.1 Cooling Down Tanks Prior to Arrival................................ 3 - 19 3.3.2 Spraying During Ballast Voyage ....................................... 3 - 21 3.4 Loading ........................................................................................ 3 - 23 3.4.1 Preparations for Loading.................................................... 3 - 23 3.4.2 Cargo Lines Cool Down .................................................... 3 - 23 3.4.3 To Load Cargo with Vapour Return to Shore .................... 3 - 27 3.4.4 Nitrogen Set-up During Loading ....................................... 3 - 31 3.4.5 De-Ballasting ..................................................................... 3 - 33 3.5 Loaded Voyage with Boil-Off Gas Burning ................................ 3 - 35 3.5.1 Normal Boil-Off Gas Burning ........................................... 3 - 35 3.5.2 Forced Boil-Off Gas Burning ............................................ 3 - 37 3.6 Discharging with Gas Return from Shore .................................... 3 - 39 3.6.1 Preparations for Unloading ................................................ 3 - 39 3.6.2 Liquid Line and Arm Cooldown before Discharging ........ 3 - 42 3.6.3 Discharging ........................................................................ 3 - 44 3.6.4 Ballasting ........................................................................... 3 - 47

3.7 Pre-Dry Dock Operations............................................................. 3 - 49 3.7.1 Stripping and Line Draining............................................... 3 - 49 3.7.2 Tank Warm Up................................................................... 3 - 51 3.7.3 Inerting ............................................................................... 3 - 53 3.7.4 Aeration.............................................................................. 3 - 55 Part 4 Integrated Automation System (IAS)........................................... 4 - 1 4.1 General ........................................................................................... 4 - 3 4.2 Hardware ........................................................................................ 4 - 6 4.3 Operation........................................................................................ 4 - 7 Part 5 Emergency Procedures .................................................................. 5 - 1 5.1 Vapour Leakage ............................................................................. 5 - 2 5.2 Liquid Leakage............................................................................... 5 - 4 5.3 Water Leakage to Barrier Space..................................................... 5 - 7 5.4 Fire and Emergency Breakaway..................................................... 5 - 7 5.5 Emergency Cargo Pump Installation.............................................. 5 - 9 5.6 One Tank Operation ..................................................................... 5 - 11 5.6.1 Warm Up (No.3 Tank) ....................................................... 5 - 11 5.6.2 Inerting ............................................................................... 5 - 13 5.6.3 Aeration.............................................................................. 5 - 15 5.6.4 Drying and Inerting ............................................................ 5 - 17 5.7 Ship to Ship Transfer.................................................................... 5 - 18 5.8 Jettisoning of Cargo ..................................................................... 5 - 19 Part 6 Design Concept of the Vessel......................................................... 6 - 1 6.1 Principal Particulars ....................................................................... 6 - 1 6.2 Rules and Regulations .................................................................... 6 - 7 6.3 Design Concept of the Cargo System............................................. 6 - 9 6.3.1 Cargo Containment System Principle .................................. 6 - 9 6.3.2 Membrane Cargo Containment .......................................... 6 - 10 6.3.3 Deterioration or Failure...................................................... 6 - 15 6.4 Hazardous Areas and Gas Dangerous Zone ................................. 6 - 17 Part 7 Properties of LNG.......................................................................... 7 - 1 7.1 Physical Properties, Composition and Characteristics of LNG...... 7 - 1 7.2 Characteristics of LNG................................................................... 7 - 4 7.2.1 Flammability of Gases ......................................................... 7 - 4 7.2.2 Supplementary Characteristics ............................................. 7 - 5 7.2.3 Avoidance of Cold Shock to Metal ...................................... 7 - 6 7.3 Health Hazards ............................................................................... 7 - 7

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.1a Cargo Piping System

CG514

CG524 CG523

CG525

IG022

CG527

CG526

CG522

CG512

CG519

LNG LIQUID LINE

No.1 B.O/W.UP HEATER

CG520

CG518

CG517

CG508

No.2 LOW DUTY COMP. CG502

CS506

CG532

CG504

FORCING VAP.

STRIPPING LINE

CG501

CG503 CS505

LNG VAPOUR LINE CG505

CG507

TO E/R

CG509

No.1 HIGH DUTY COMP. CG506

CG521 CG405

No.2 HIGH DUTY COMP. CG510

CG511

No.2 B.O/W.UP HEATER

FROM E/R IG021 IG020

CG516

CG002

CG513

CG515

No.1 LOW DUTY COMP.

CS504

CN683

CS503

DEMISTER CG530

TO INS.PRESS.

LNG VAPORIZER

CS501

CS502 CG528

CS003 GAS MAIN VAPOUR MAIN CS002

CS004

CS001

STRIPPING/SPRAY MAIN

LIQUID MAIN

CF401

CF301

CF302

CF402

No.4 CARGO TANK

CF201

CF101

CF102

CF202

No.3 CARGO TANK

No.2 CARGO TANK

1-1

No.1 CARGO TANK

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT Part 1 Cargo and Ballast System 1.1 Cargo Piping System Description

Cargo Operating Manual

The Inert Gas and Dry-Air System (section 1.10), located in the Engine Room, is used to supply inert gas or dry air to the cargo tanks via piping which connects with the main cargo system through a blind valve (seutelven) to avoid gas returning to the engine room.

The cargo piping system is illustrated in a simplified perspective drawing showing only the principal features of the system.

All of the cargo piping is welded to reduce the possibility of joint leakage. Flanged connections are electrically bonded by means of bolts/nuts between flanges to ensure that differences in potential, due to static electricity between cargo and other deck piping, tanks, valves and other equipment, are avoided.

Liquid cargo is loaded and discharged via the two crossover lines at midships and is delivered to and from each cargo tank liquid dome via the liquid header which runs fore and aft along the trunk deck. Each crossover line at midships separates into two loading/discharging connections, port and starboard, making a total of four loading/discharge connections on each side of the ship.

Both liquid and vapour systems have been designed in such a way that expansion and contraction are absorbed in the piping configuration. This is done by means of expansion loops and bellows on liquid and vapour piping respectively.

The cargo tank vapour domes are maintained in communication with each other by the vapour header running fore and aft along the trunk deck. The vapour main also has a cross connection at the midship manifold for use in regulating tank pressures when loading and discharging. When loading, the vapour header and crossover, together with the HD compressors, are used to return the displaced gas from the tanks back to the shore installation. When discharging, the vapour header is used in conjunction with either the vapour crossover, or a vaporizer, to supply gas to the tanks to replace the outgoing liquid cargo. The stripping/spray line can be connected to the liquid crossover lines and can be used to drain or to cool down each cargo tank, and also to spray during discharging if the return vapour is insufficient. The vapour header and stripping/spray headers are both connected to the vapour dome of each tank. The vapour domes also house the tank safety valves, pressure pick up and three sample points. The spray line on each tank consists of two spray assemblies inside the tank at the top to distribute the incoming liquid into several spray nozzles in order to assist in evaporation and thus achieve a better cool down rate. The stripping/spray, liquid and vapour headers have branches to and from the cargo auxiliaries room with connections to the compressors, heaters and vaporizer for various auxiliary functions. Removable bends are supplied for fitting where necessary to allow cross-connection between the various pipe work for infrequent uses such as preparing for dry dock and recommissioning after dry dock.

Fixed and sliding pipe supports and guides are provided to ensure that pipe stresses are kept within acceptable limits. All sections of liquid piping that can be isolated, and thus possibly trapping liquid between closed valves, are provided with safety valves which relieve excess pressure to the nearest vapour dome. This is a safety measure, although normal working practice is to allow any remaining liquid to warm up and boil off before closing any such valves. All major valves such as the midships manifold (port and starboard) valves, also called ESD Manifold Valves, and individual tank loading and discharge valves, are remotely power operated from the IAS, so that all normal cargo operations can be carried out from the Cargo Control Room (CCR). When an ESD is activated, the manifold valves are closed, discontinuing loading or unloading operations. A non-return valve is fitted at the discharge flange of each cargo pump. A 6 mm hole is drilled in the valve disc to allow the tank discharge lines to drain down and be gas freed. Non-return valves are also fitted at the discharge flange of the compressors. The spray/stripping and emergency cargo pump discharge lines have non-return valves located directly after the hydraulically operated discharge valves. A small 6 mm diameter spray nozzle is also fitted at the top of each cargo pump discharge line inside the tank to cool down the pump tower leg in order to maintain a cold temperature through the complete discharge.

1.1.1 Liquid, Vapour, Spray Pipes The system comprises a 600\450A butt welded, cryogenic stainless steel pipeline connecting each of the four cargo tanks to the loading/discharge manifolds at the ship’s side by means of a common line. At each tank liquid dome there is a manifold which connects to the loading and discharge lines from the tank to allow for the loading and discharge of cargo. This manifold on the liquid dome connects to the tank discharge lines from the port and starboard cargo pumps, the loading line, emergency pump well and spray line. No.2 and 3 tanks also have the facility to fill the discharge line prior to start of cargo pumps to prevent pressure surge. At certain points along the liquid line, blank flanges and sample points are fitted to facilitate inerting and aeration of system during refit. All sections of the liquid line outside the cargo tanks are insulated with a rigid polyurethane foam, covered with a moulded GRP cover to act as a tough water and vapour tight barrier Vapour Line The system comprises a 700\600\500\350A cryogenic stainless steel pipeline connecting each of the four cargo tanks by means of a common line to the ship side vapour manifold, the compressor room and the forward vent mast. The line to the cargo compressor room allows for the vapour to be used in the following manner: Sent ashore during cargo loading by means of the HD compressors in order to control pressure in the cargo tanks. During ballast/loaded voyages the boil-off gas is sent to the engine room via the LD compressors and heater for use as fuel in the boilers. During repair periods the gas to be vapourised and used to purge-dry the cargo tanks. The line to the forward riser acts as a safety valve to all tanks and is used to control the tank pressure during normal operations. At certain points along the vapour line, blank flanges and sample points are fitted to facilitate inerting and aeration of system during refit.

The vapour header connects the vapour domes to each other for the venting of boil off gas, which discharges to atmosphere through vent mast riser No.1. The vapour main also directs the boil-off gas to the engine room for gas burning, via the LD compressors and boil-off/warm-up gas heaters.

All sections of the vapour line outside the cargo tanks are insulated with a rigid polyurethane foam covered with a moulded GRP cover to act as a tough water and vapour tight barrier.

1-2

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.1a Cargo Piping System

CG514

CG524 CG523

CG525

IG022

CG527

CG526

CG522

CG512

CG519

LNG LIQUID LINE

No.1 B.O/W.UP HEATER

CG520

CG518

CG517

CG508

No.2 LOW DUTY COMP. CG502

CS506

CG532

CG504

FORCING VAP.

STRIPPING LINE

CG501

CG503 CS505

LNG VAPOUR LINE CG505

CG507

TO E/R

CG509

No.1 HIGH DUTY COMP. CG506

CG521 CG405

No.2 HIGH DUTY COMP. CG510

CG511

No.2 B.O/W.UP HEATER

FROM E/R IG021 IG020

CG516

CG002

CG513

CG515

No.1 LOW DUTY COMP.

CS504

CN683

CS503

DEMISTER CG530

TO INS.PRESS.

LNG VAPORIZER

CS501

CS502 CG528

CS003 GAS MAIN VAPOUR MAIN CS002

CS004

CS001

STRIPPING/SPRAY MAIN

LIQUID MAIN

CF401

CF301

CF302

CF402

No.4 CARGO TANK

CF201

CF101

CF102

CF202

No.3 CARGO TANK

No.2 CARGO TANK

1-3

No.1 CARGO TANK

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Spray Line

1.1.3 Fuel Gas and Vent Pipes

The system comprises a 80/65A butt welded, cryogenic stainless steel pipeline connecting the spray pump in each of the four cargo tanks to the stripping/spray header and serves the following functions by supplying LNG to:

During transportation of LNG at sea, gas vapour is produced due to the transfer of heat from the outside sea and air, through the tank insulation; also energy is absorbed from the cargo motion due to the vessel’s movement.

Spray rails in each tank, used for tank cool down and gas generation main liquid line, used for cooling down lines prior to cargo operations priming of discharge lines in No.2 and 3 cargo tanks to prevent line surge when starting main cargo pumps Supply of LNG or LN2 to vaporizers for gas generation to compressors and heaters At certain points along the spray line, blank flanges and sample points are fitted to facilitate inerting and aeration of system during refit.

Under normal power conditions, the boil-off gas is used as a means of fuel in the ship’s boilers. The gas vapour is taken from the vapour header and passed through the demister, then on into the LD Compressors. It then passes through the boil-off/warm up heater before going to the ship’s boilers where it is burnt as fuel. The fuel gas pipe to the engine room is 300A and is fitted with fuel gas master valve and a flow meter. Vent Line

All sections of the spray line outside the cargo tanks are insulated with a rigid polyurethane foam covered with a moulded GRP cover to act as a tough water and vapour tight barrier.

1.1.2 Gas Line (One Tank Operation) The system comprises a 300A pipeline which can be connected to the vapour line and the forward vent mast for use when ‘One Tank Operation’ is required.

During normal operations the pressure in the tanks is controlled by the use of the boil-off gas in the boilers as fuel, or controlled via the forward vent mast and the common vapour line. Each cargo tank is also fitted with an independent means of venting, comprising of two 250A lines exiting the tank top into their own pilot operated relief valve. From here the gas passes through a 300A and/or 450A line into a vent mast where it is vented to atmosphere.

The use of this line enables a single tank to be isolated and repair work carried out without having to warm up and inert the whole vessel.

All vent mast are protected by the N2 purge fire smothering system.

Connection to each individual tank is by means of a spool piece between the 200A blank flanges situated at each vapour dome on the vapour and gas header.

At certain points along the vent line, sample points are fitted to facilitate inerting and aeration of system during refit.

During single tank operations it is possible to connect to the Inert Gas Generator by means of a spool piece.

Sections of the vent line outside the cargo tanks are insulated with a rigid polyurethane foam covered with a moulded GRP cover to act as a tough water and vapour tight barrier.

At certain points along the gas header, blank flanges and sample points are fitted to facilitate inerting and aeration of system during refit.

1.1.4 Inerting/Aeration Pipes The system comprises of a 450 mm flanged line which supplies inert gas/dry air to the cargo tanks and pipelines for inerting and drying during refit periods. The inert gas/dry air is supplied from the inert gas plant situated in the engine room. The line is connected to the gas header and the liquid header by means of a spool piece. By selective use of the spool pieces it is possible to inert/aerate all or a single cargo tank.

1-4

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.2a Operator Curve for Cargo Pumps SAPRAY PUMP CURVE SPRAY PUMP, MODEL 2EC-092 (LNG at –163’C, 440 Volts, 60Hz) 7.0

40.0

6.5

37.5

850

(Over Current Relay = 877 Amps)

800

7.0

750

Discharge Pressure

6.5

700

5.0

4.5

Current (0.47 SG) 4.0

Current (0.43 SG)

600

(Maximum Flow = 2,040 m3/hr)

5.5

650

(Rated Flow = 1,700 m3/hr)

6.0

3.5

(Under Current Relay = 378 Amps)

550

500

Corresponding Current Draw (Amps)

7.5

32.5

5.0

30.0

4.5

27.5

4.0

3.5

3.0

2.5

Current (0.47 SG)

2.0

Current (0.43 SG)

(Under Current Relay = 15 Amps)

25.0

22.5

20.0

Corresponding Current Draw (amps)

8.0

Discharge Pressure

5.5

(Maximum Flow = 60 m3/hr)

900

(Minimum Continuous Flow = 562 m3/hr)

17.5

15.0

1.5

12.5

1.0

10.0 0

4

8

12

16

20

24

28

32

Capacity

36

40

44

48

52

56

60

64

(m3/hr)

- Refer to INSTALLATION, OPERATION AND MAINTENANCE MANUAL in all cases for detailed instructions. - This graph is based on shop testing of pumps supplied to DAEWOO HEAVY INDUSTRIES and is provided for reference only. - Actual expected TDH to be modified to reflect on-site conditions of piping, pressure tap elevation, field SG, tank liquid level and tank gas pressure. - To convert pressure (bar) to head (m): TDH = (PRESSURE x 10.2) / (FIELD SPECIFIC GRAVITY) - To normalize on-site amperage: AMP1 = AMP2 x (440/VOLT2) x (0.45/SG2), (Where: 2 = on-site conditions; 1 = conditions in above graph)

450

400

EMERGENCY CARGO PUMP CURVE Ebara Model 8ECR-12 (LNG @ -163’C, 440 Volts, 60 Hz)

400

500

600

700

800

900

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

2100

350 2200

8.5

330 (Over Current Relay = 320 Amps)

Capacity (m3/hr) - Discharge Pressure Gauge Reading will be different when tank is above or below one-half tank level (13.38 m) and SG different than 0.45. - To convert Pressure (bar) to Head (m): TDH = (PRESSURE x 10.2) / (FIELD SPECIFIC GRAVITY) - To normalize on-site Amperage: AMP1 = AMP2 x (440/VOLT2) x (0.45/SG2), (Where: 2 = on-site conditions; 1 = conditions in above graph)

8.0

300

Discharge Pressure

7.5

270

7.0

240

6.5

210

6.0

180

5.5

Current (0.47 SG) Current (0.43 SG)

5.0

4.5

4.0

(Under Current Relay = 76 Amps)

3.5

150

120

90

Corresponding Current Draw (Amps)

300

(Maximum Flow = 660 m3/hr)

200

(Rated Flow = 550 m3/hr)

100

(Minimum Continuous Flow = 196 m /hr)

0

3

3.0

Pump Discharge Pressure Gauge Reading (bar) at 0.45 SG with Cargo Tank One-Half Full (Gauge 17.3 m Above Liquid Level)

Pump Discharge Pressure Gauge Reading (bar) at 0.45 SG with Cargo Tank One-Half Full (Gauge 17.3 m Above Liquid Level)

8.5

35.0

(Rated Flow = 50 m3/hr)

MAIN CARGO PUMP CURVE

Ebara Model 12EC-24 (LNG at –163’C, 440 Volts, 60Hz)

6.0

(Minimum Continuous Flow = 16 m3/hr)

Total Discharge Pressure (bar) at 0.45 SG with Liquid Level 29.3 m Below Pressure Gauge

(Over Current Relay = 35 Amps)

60

30

3.0 0

50

100

150

200

250

300

350

400

450

500

550

600

650

0 700

Capacity (m3/hr) - Discharge Pressure Gauge Reading will be different when tank liquid level is above or below one-half tank level (13.38 m) and SG is different than 0.45. - To convert pressure (bar) to head (m): TDH = (PRESSURE x 10.2) / (FIELD SPECIFIC GRAVITY) - To normalize on-site amperage: AMP1 = AMP2 x (440/VOLT2) X (0.45/SG2), (Where: 2 = on-site conditions; 1 = conditions in above graph)"

1-5

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.2 Cargo Pumps General Description The ship is fitted with submerged, electric, single-stage (the stripping/spray pumps are two-stage), centrifugal cargo pumps manufactured by Ebara Cryodynamics. They are installed at the bottom of each tank. Two sizes of pump, main cargo and stripping/spray pumps are installed as fixed units, i.e two main cargo pumps and one stripping/spray pump per tank. In addition, provision is made at each tank to introduce an emergency cargo pump in case of total cargo pump failure. One emergency pump is available on each ship. Operation The cargo pumps are started and stopped from the Cargo Control Room (CCR) mainly via the IAS Schematic Display C03, C04 and the associated group displays. These are also accessed through the loading and unloading plans and monitor Schematic Displays. They will also be automatically stopped in the event of various shut down trips being activated both in relation to the cargo system and the pumps themselves. Each cargo pump electric motor is protected from: Overload (over current) Low-current (no load operation) Imbalance between phases (single-phasing) Too long starting. The main cargo pumps are direct on-line started. Swing check valves are installed inside the tanks just down steam of the cargo pump discharge flange. These valves assist in the reduction of any excessive liquid hammer that can occur if the pumps are not started in accordance with the steps outlined in this section. The power supply to the cargo pump motors is made available via cargo switch boards which are arranged in two independent sections that are normally operated as coupled, via bus-tie connection, or independently. No.1 cargo switchboard supplies the No.1 pumps in all four tanks, while No.2 cargo switchboard supplies the No.2 cargo pumps. Each of the cargo switchboards can be supplied by either, or both, of the main switchboards. Due to high electrical load imposed on the cargo switchboards by the running of main cargo pumps, there is a limitation on the number of pumps that can be run depending on the electrical power management system (start block).

Cargo Operating Manual

The pumps should be started individually and sequentially, as required, with the pump discharge valve open (approximately min. 5% to max. 25%).

Starting Procedure for the Stripping/Spray Pumps a)

If the pump discharge valve position does not open to min. 5%, pump will not be started due to starting interlock function. Starting Procedure for the Main Cargo Pumps a)

b) Choose the pump discharge valve symbol for the pump to be started. The following information appears on the bottom right hand corner of the screen in the ‘change zone’. Valve’s reference % OPEN % CLOSE

Check to confirm that no pumps are in starting phase.

b) Select the cargo mimics display. c)

Choose the discharge valve symbol for the pump to be started.

c)

The following information appears on the lower side of the screen in the change zone. Valve’s reference % OPEN % CLOSE

Choose the pump symbol for starting the pump. The following information appears on the lower side of the screen in the ‘change zone’. Pump’s reference START STOP Valve’s reference OPEN STOP CLOSE

Open the discharge valve to 25% (maximum). If the valve position does not correspond to the request, a time-out (valve failed) alarm is displayed.

d) Choose the pump symbol for starting the pump. The following information appears on the lower side of the screen in the ‘change zone’. Pump’s reference START STOP Valve’s reference OPEN STOP CLOSE

d) Open the discharge valve to 25% (maximum). If the valve position does not correspond to the request, a time-out (valve failed) alarm is displayed. The valve will change to the line process colour. e)

Select the mimic display for the stripping/spray pump’s operation.

e)

Start the associated stripping/spray pump.

Start the associated main cargo pump. Once the pump has started (the pump symbol changes from ‘White’ stop to run ‘Green’) open the discharge valve gradually from the operator station via the incremental button, to give the required flow-rate. The discharge pressure and pump motor amps are monitored and adjusted to ensure the most efficient operation as indicated on the pump performance graph, with due regard being taken of the head of liquid on the pump discharge flange. The manifold On-Off valves are controlled from the mimic screen, the states of which are indicated from limit switches. Note ! The starting duration is 7 seconds for each pump.

1-6

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.2.1a Main Pumps

Liquid Rated Flow Rated Head Specific Gravity Impeller Trim

Electrical Cable

Pump Charteristic Curve Main Cargo Pump

: LNG : 1700 m3/h : 155m : 0.5 : 625mm

220

550 Head

200

500

Shaft Power at 0.5 SG

180

Lifting Eyebolt

160 Head (m), Efficiency (%) And NPSHR/Pump Down x 100(m)

Junction Box

Cooling/Lubricating Filter

450 Minimum Continuous Flow (557 m/h)

400 H

140

350 Maximum Flow (2040 m3/h)

120

300

100

250 Efficiency

80

200

60

Upper Bearing

Power (kW)

Pump Discharge

150

40

100

NPSHR

20

50 Pump Down

0

Stator

0

100

200

300

400

500

600

700

800

0 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 Flow (m3/h)

Representative Motor Performance Data (Calculated) 522.2kW/700HP/440V/60Hz/Y500 100

1800

90

1799

800

80

1798

700

70

1797

600

60

500

50

1000 Speed (RPM) 900

Power Factor (%)

Power Input (kW) And Current (amps)

Lower Bearing

Automatic Thrust Balancing Device Impeller

Current (amps)

400

40

300 200 100 0 05

0

100

150

200

250

300

350

400

450

500

550

600

650

1795 1794

30

1793

20

1792

10

1791

Input Power (kW)

Pump Inlet

1796

0 700

Shaft Speed (RPM)

Efficiency (%)

Efficiency (%) and Power Factor (%)

Rotor

1790

Shaft Power Out (kw)

1-7

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.2.1 Main Cargo Pumps

The cargo pumps will be automatically stopped should any of the following occur:

(See Illustration 1.2.1a)

1) Cargo tank pressure below, or equal to, primary insulation space pressure plus 5 mbar (ESDS: Cargo Tank Protection).

Specification Manufacturer: Pump model: Number of stages: Operating temperature: Capacity rated flow: Rated head: Power rated: Efficiency: Rotational speed: Minimum starting level :

Cargo Operating Manual

Ebara International Corporation 12EC-24 1 -163°C 1,700 m3/h 155 m 448.4 kW (Motor rated at 522.2 kW) 80.8 % 1,780 rpm 0.89 m

2) Vapour header pressure below or equal to atmospheric pressure plus 3 mbar.

4) Activation of emergency shut down trip (10 push buttons and 12 fusible elements) (ESDS: Stage 1) 5) Activation of ship/shore pneumatic, fibre-optic or electrical shutdown (ESDS: Stage 1) 6) Motor single-phasing

The pump discharge valves will be throttled to ensure optimum performance as indicated by the pump performance graph.

8) High motor current (electrical overload)

Under normal conditions it should be possible to maintain the full discharge rate until the tank level approaches approximately 2.3 m, at which time the pump will start to cavitate and lose suction as indicated by fluctuations in the discharge pressure and ammeter readings. The discharge valves should be throttled to stabilise conditions and one pump stopped if necessary. The remaining pump should be progressively throttled in to maintain suction and to prevent the operation of the low discharge pressure trip, until a level of approximately 0.37 m is reached. By trimming the vessel 1 meter or more by the stern, it should be possible to reduce the amount of liquid remaining in the tanks before the pumps are stopped. Adjust the trim carefully at the end of discharging cargo to give an even keel for gauging. The cargo pumps may be run in closed circuit on their own tanks by opening the loading valve. This may be required if the discharge is temporarily halted when the tanks are at low level, thereby avoiding the problems of restarting with low level and low discharge pressure.

1) Normal start-up - 1st restart : minimum 5minutes after shut down - 2nd restart : 15minutes after 1st restart - 3rd restart : 15minutes after 2nd restart No more than 4 restarts within one hour

3) Extreme high level in cargo tank (99% volume).

Each main cargo pump is rated to discharge 1,700 m3/h at 155 m head of LNG. For optimum discharge results, bulk discharge will be carried out with 8 pumps running in parallel.

During the course of discharge, changes in flow rate and tank levels will alter these readings and the discharge valve will have to be readjusted accordingly.

Restart of pumps in normal operation are restricted depending on the liquid level above the submerged electric motor. Pumps may not be restarted with tank liquid level below at 0.89 m.

2) Emergency start-up For liquid level below motor centerline (approximately 1.5 m liquid in tank), restart after 30 minutes and not more than 2 restarts within one hour. Note ! In case of a sustained locked rotor start, attempt to restart only after 30 minutes and with no more than 2 restarts total. Quantities of cargo remaining in tanks after stripping refer to chapt. 3.6.3 discharging.

7) Low motor current

9) Low discharge pressure with time delay at starting 10) Cargo Control Room stop 11) Activation of ESDS stage 2 12) Cargo tank level low ESDS signifies that all cargo plant is shut down in addition to the pump(s) on the tank(s) in question. Note ! An insulation test of all pumps is to be carried out before arrived loading and discharging port in order to establish that all pumps are operational and to allow time for the installation of the emergency cargo pump should it be necessary. Disconnect the insulation monitor at terminal 6 before carrying out this test. Note ! Pump should not be started or operated against closed discharge valve due to potential damage which may result due to insufficient cooling and lubrication for motor and bearing and excessive vibration levels associated with zero flow conditions.

The pump shall be tested before arrival discharge port on calm sea condition, and during loading when the tank level is about 4~5 m subject to terminal’s acceptance.

1-8

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.2.2a Stripping/Spray Pumps

Pump Discharge

: : : : :

Pump Characteristic Curve Stripping / Spray Pump

LNG 0.5 50 m3/h 135m 209m

2.0

200 180

Minimum Cont. Flow (16.0m3/h)

Head

Shaft Power at 0.5SG

Head (m), Efficiency (%) & NPSH/Pump Down x 100(m)

160

Junction Box Cooling/Lubricating Filter

Upper Bearing

1.8 1.6

Maximum Flow(60.0m3/h)

140

1.4

120

1.2

100

1.0

80

0.8

Efficiency

60

0.6

NPSHR 0.4

40

Rotor

Pumpdown

20 0

Stator

Power (kW)

Lifting Eyebolt

Liquid Specific Gravity Rated Flow Rated Head Impeller Trim

Electrical Cable

Lifting Eyebolt

0.2 0

0

5

10

15

20

25

30

35

40

45

50

55

60

65

70

Flow (m3/h)

Representative Motor Performance Data (Calculated) 22.4 Kw / 30HP / 440V / 60HZ / Y250 3600

100

Efficiency (%)

90

Upper Impeller

Lower Impeller Pump Inlet

Inlet Filter

Speed (RPM)

3590

Power Factor (%)

80

3580

70

3570

60

3560 3550

50

Current (Amperes) 3540

40

kW Input (kW)

30

3530

20

3520

10

3510

0

05

10

15

20

25

Shaft Speed (rpm)

Automatic Thrust Balancing Device

Power Input(kW), Current(Amps), Efficiency(%) and Power Factor(%)

Lower Bearing

30

0

Shaft Power Output(kW)

1-9

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.2.2 Stripping/Spray Pumps

4) Activation of Emergency Shut Down System trip (10 push-buttons and 12 fusible elements) (ESDS: Stage 1)

(See Illustration 1.2.2a)

5) Activation of ship/shore pneumatic, fibre-optic or electrical shutdown (ESDS: Stage 1)

Specification Manufacturer: Pump model: Number of stages: Operating temperature: Capacity rated flow: Rated head: Power rated: Efficiency: Rotational speed: Minimum starting level:

Cargo Operating Manual

Ebara International Corporation 2EC-092 2 -163°C 50 m3/h 135 m 6.9 kW (Motor rated at 22.4 kW) 54.4 % 3,560 rpm 0.3 m

A stripping/spray pump is installed in each tank for cooling purposes and for forced vaporization of LNG. It is rated at 50 m3/h at 135 m head of LNG.

6) Motor single-phasing 7) Low motor current 8) High motor current (Electrical overload) 9) Low discharge pressure with time delay at starting 10) Cargo Control Room stop 11) Activation of ESDS stage 2 12) Cargo tank level low low

The pumps are started and stopped from the CCR via the IAS. In an emergency all pumps will be stopped by activation of the Emergency Shut Down System trip. The instances when these pumps can be used are:

Note ! An insulation resistance test of all pumps is to be carried out before arrived loading and discharging port in order to establish that all pumps are operational and to allow time for the installation of the emergency cargo pump should it be necessary.

1) To cool down the liquid header prior to discharging. 2) To cool the cargo tank during ballast voyage prior to arrival at the loading terminal by discharging LNG to the spray rails in the tanks. 3) To pump LNG from the tanks to the forcing vaporizer or LNG Vaporizer (emergency case) when forced vaporization of LNG in the boilers is required. 4) To enable each cargo tank to be stripped as dry as possible for reasons such as technical stop involving cargo tank entry. Whenever possible the stripping/spray pump should be started early enough to avoid possible starting problems due to very low tank levels (about 0.5 m minimum). The stripping/spray pumps will be stopped automatically should any of the following occur:

Restart of pumps in normal operation are restricted depending on the liquid level above the submerged electric motor. Pumps may not be restarted with tank liquid level below at 0.3 m. 1) Normal start-up - 1st restart : minimum 5minutes after shut down - 2nd restart : 15minutes after 1st restart - 3rd restart : 15minutes after 2nd restart No more than 4 restarts within one hour 2) Emergency start-up For liquid level below motor centerline (approximately 0.56 m liquid in tank), restart after 30minutes and not more than 2 restarts within one hour,

1) Cargo tank pressure below or equal to primary insulation space pressure plus 5 mbar (ESDS: Cargo tank protection).

Note ! In case of a sustained locked rotor start, attempt to restart only after 30 minutes and with no more than 2 restarts total.

2) Vapour header pressure below or equal to atmospheric pressure plus 3 mbar (ESDS: Stage 1).

Quantities of cargo remaining in tanks after stripping refer to chapt. 3.6.3 discharging.

3) Extreme high level in cargo tank (99% volume)

1 - 10

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.1.3a Emergency Cargo Pump

Liquid Specific Gravity Rated Flow Rated Head Impeller Trim

: : : : :

Pump Characteristic Curve Emergency Pump

LNG 0.5 50 m3/h 135m 209m

200

2.00

Head 175

1.75

Minimum Cont. Flow (196m3/h)

150

1.50

Shaft

125

1.25

Maximum Flow (660m3/h)

100

NPSH / Pumpdown (m)

Top Bearing

Head(m), Power(kW) & Efficiency (%)

Shaft Power at 0.5SG

1.00

NPSHR

75

0.75

Efficiency 50

0.50

25

0.25

Pumpdown 0

Rotor

0.00 0

50

100

150

200

250

300

350

400

450

500

550

600

650

700

750

800

Flow (m3/h)

Stator

Representative Motor Performance Data (Calculated) 223.8kW / 300HP / 440V / 60HZ / Y400 100

3600

90

3590

80

3580

350

70

3570

300

60

250

50

500 Power Factor(%) 450

Speed (RPM)

Impeller

Pump Inlet

Power Input (kW) and Current (amps)

Automatic Thrust Balancing Device

Current (Ampere)

40

200 Input Power (kW)

3560 3550 3540

30

3530

100

20

3520

50

10

3510

0

0

150

0

05

0

100

150

200

250

Shaft Speed (RPM)

400

Lower Bearing

Efficiency (%) and Power Factor (%)

Efficiency(%)

300

Shaft Power Ouptput (kW)

1 - 11

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.2.3 Emergency Cargo Pump (See Illustration 1.1.3a, see procedure 5.5 for details of installation) Specification Manufacturer: Pump model: Number of stages: Operating temperature: Capacity rated flow: Rated head: Power rated: Efficiency: Rotational speed: Minimum starting level:

Cargo Operating Manual

Restart of pumps in normal operation are restricted depending on the liquid level above the submerged electric motor. Pumps may not be restarted with tank liquid level below 0.86 m. 1) Normal start-up

Ebara International Corporation 8ECR-12 1 -163°C 550 m3/h 155 m 171 kW (Motor rated at 223.8 kW) 67.8 % 3,560 rpm 0.86 m

- 1st restart : minimum 5minutes after shut down - 2nd restart : 15minutes after 1st restart - 3rd restart : 15minutes after 2nd restart No more than 4 restarts within one hour 2) Emergency start-up For liquid level below motor centerline (approximately 1.6 m liquid in tank), restart after 30 minutes and not more than two (2) restarts within one hour.

Each cargo tank is equipped with an emergency pump well or column. This pump well has a foot valve which is held in the closed position by highly loaded springs.

Note ! In case of a sustained locked rotor start, attempt to restart only after 30 minutes and with no more than 2 restarts total.

Should a failure of either one or both main cargo pumps in one tank require the use of the emergency pump, the emergency pump is lowered into the emergency pump well after the well has been purged with nitrogen. The weight of the emergency pump overcomes the compression of the springs to open the foot valve. A small flow of nitrogen should be maintained whilst the pump is being installed. (See section 5.5 Emergency Cargo Pump Installation) Note ! Before undertaking this operation it is important to reduce the tan k pressure to near to atmospheric pressure and to keep it at this level throughout the entire operation. Electrical connections are made to the fixed junction box which is located adjacent to each pump well. A dedicated starter is available with one circuit breaker which is placed in No.1 cargo switchboard. This starter supplies all 4 fixed junction boxes. All safety devices are transferred to the emergency pump when the circuit breaker is engaged, as they are the same for the main cargo pumps. Note ! An insulation test of all pumps is to be carried out after before arrival loading and discharging port in order to establish that all pumps are operational and to allow time for the installation of the emergency cargo pump should it be necessary.

1 - 12

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.3.1a HD Compressor

VENT.

L

POWER ON PSLL 11

PSL 11

PI 8B

PSLL 8C

PSL 8C

TE 8

PI SEAL GAS

TE 9A

L

L

EMS

EMERGENCY STOP

POWER ON

EMERGENCY STOP

L

L

L

READY TO START COMPRESSOR

READY TO START AUX. L.O. PUMP

TSHH 10

PT 8

D 5

PCV 11

PSLL 8A

TE 9F

COMPRESSOR RUNNING GEAR BOX

PCV 3

5

PI

PCV 8

INSTRUMENT AIR DRTD SURGE CONTROL

ZI 3A

FI 3

PDI 1

FI 11

FIC 1

PI 2

PT 2

TI 2

PT 2

TE 2A

BULKHEAD SEAL

B

TE 2B

E-MOTOR

T

C

C

TI 8

A

S

PROCESS GAS OUT

OIL FILTER FT 1

I/P

FY 1

F 1

PI 1

TI 1

BULKHEAD

ZSL 1

PSV 6A

PROCESS GAS IN

OP 6A

Compressor

MAIN OIL PUMP

A

YE 9 DV 1

TE 1

FILL

ZE 3

ZI 3

V 6C LOCKED OPEN

LG 5 TI 5A

ZS 3

PI

PCV 3A

HY 3

HS 3

CV 6B

MOTOR ROOM

OIL COOLER

V 6F

EM 6

LOCKED OPEN

START L.O. PUMP

START L.O. PUMP

HSH 6

HSH 6

TCV 6 TI 6A EMLH

OIL PUMP RUNNING

H 5

TLS 5

DAC 3 HIC 3

CP 6B

TI TCV 5

PCV 3B

OIL TANK

TSL 5

P

PI

TSH 5

AUX. L.O. PUMP

B LSL 5

ZSL 3

COMPRESSOR ROOM

DV 6

V 6B

PSV 6B

F 5C

PDSH 7

PDI 7B

1.5

Set : 6 bar

IGV

FE 1

PDI 7A

CV 6A

V 6A

Set : 5 bar

F 5A

F 5B

WATER IN EMY 6

L/R

WATER OUT AUX. L.O. PUMP RUNNING

DV 5

READY TO START AUX. L.O. PUMP

AUX. L.O. PUMP OVERLOAD

I/P

REMOTE CONTROL SIGNAL 4-20mA

REMOTE START STEAM INLET

REMOTE STOP

STEAM OUTLET

1 - 13

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

1.3 Cargo Compressors

Compressor Systems

1.3.1 HD Compressors

Seal Gas System

Journal bearing on both sides of the high-speed shaft

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

The seal gas system is provided to prevent LO mist from entering the process stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox and into the LO system. Seal gas is nitrogen produced by the nitrogen generators on board.

Journal bearing on the driven end of the low speed shaft

Two low duty (LD) compressors, installed in the compressor room on deck, are provided for handling the LNG vapour for the boiler produced by the natural boil off and forced vaporization, which is used as fuel.

The seal gas is injected into the carbon ring with back-up labyrinth type seals between the gearbox shaft bearing and the compressor wheel.

The HD and LD compressors are driven by electric motors, installed in an electric motor room segregated from the compressor room by a gas tight bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal. HD Compressors Manufacturer: Model: Type: Volume flow: Inlet pressure: Outlet pressure: Inlet temperature: Shaft speed: Motor speed: Rated motor power: Inlet guide vanes setting: Efficiency:

Cryostar CM 400/55 - HD Centrifugal. Single stage. Fixed speed with adjustable guide vanes. 35,000 m3/h 1,060 mbarA 1,960 mbarA -140°C 11,200 rpm 3,580 rpm 1,000 kW -30 to +80 deg 80%

The compressors are operated locally or from the IAS in CCR. The following conditions trip the compressors: Safeties in ESDS and Tank protection system : Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 5 mbar Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 mbar Differential pressure: vapour header/atmospheric pressure = 3 mbar Differential pressure: vapour header / primary pressure header = 0 mbar Tank No.1, 2, 3 or 4 - extreme high liquid level (99% volume) Electric power failure and other trip signal from ESDS Ventilation flow failure in the electric motor room Safeties on local control system (oil temperature, oil pressure, discharge

The LO system feeds the following:

The system is maintained by a pressure control valve where seal gas pressure is always higher than the suction pressure (usually adjusted at 300 mbar). Seal gas entering the gearbox from the shaft seals is returned to the LO sump, separated from the oil and vented to atmosphere on top of cargo compressor room. After a period of more than 8 days of non-operation, the unit must be purged with dry and warm nitrogen. As long as the seal gas system is operated, the machine can left stand-by under gas for extended periods. LO System LO in the system is stored in a vented 400 liters LO sump. An integrated steam immersion heater with thermostatic temperature control valve is fitted in the sump to maintain a constant positive temperature and avoid condensation when the compressors are stopped. The heater will automatically switch of at 40°C LO temperature. The auxiliary LO pump is not operating below 15°C. LO is supplied from the sump through separate suction strainer screens and one of the 2 LO pumps. The discharge from the pumps is through check valves to a common LO supply line feeding the gearbox, bearings and bulkhead seal. The main operational pump is driven by the high speed shaft gear. Upon failure of the driven pump, the standby electric motor driven auxiliary pump is energised immediately. The standby electric motor driven auxiliary pump is also used during start up of the compressors. The LO passes through a fresh water cooled oil cooler and a 3-way temperature control valve, to maintain the LO inlet temperature at approximately 35°C. The oil supply to the bearings is fed via a 25 micron duplex filter.

Integral thrust and journal bearing on the non-driven end of low speed shaft Sprayers for the gear wheels HD compressors’ bulkhead seals Surge Control System An automatic surge control system is provided to ensure that the compressor flow rate does not fall below the designed minimum during start-up and steady state operation. Below this rate, the gas flow will not be stable and the compressor will be liable to surge, causing shaft vibration which may result in damage to the compressor. All the HD compressors are equipped with an automatic surge control system which consists of: A flow transmitter Suction and discharge pressure transmitter A ratio station An anti-surge controller A surge control valve on the gas stream On the basis of a preset ratio between the gas flow and compressor differential pressure signals, the anti-surge controller produces a signal which modulates a compressor surge control valve. Inlet Guide Vanes To achieve the required gas flow, the compressors have inlet guide vanes fitted at the suction end. The vanes are operated by pneumatic actuators which receive control signals from the flow controller. Rotation of the vanes is possible through its full range of travel of -30° to +80°. The position is indicated both locally and in the IAS. (Range 0 to 100%)

The duplex filter has to be switched, as soon as the pressure drop reached 2 bar differential pressure and the clogged filter cartridge has to be replaced or cleaned. A pressure control valve regulates the oil flow to the bearings. Excess oil is bypassed and discharged to the sump. Pump relief valves act as back up and are set at 8 bar.

gas temperature, seal gas pressure and shart vibration)

1 - 14

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.3.1a HD Compressor

VENT.

L

POWER ON PSLL 11

PSL 11

PI 8B

PSLL 8C

PSL 8C

TE 8

PI SEAL GAS

TE 9A

L

L

EMS

EMERGENCY STOP

POWER ON

EMERGENCY STOP

L

L

L

READY TO START COMPRESSOR

READY TO START AUX. L.O. PUMP

TSHH 10

PT 8

D 5

PCV 11

PSLL 8A

TE 9F

COMPRESSOR RUNNING GEAR BOX

PCV 3

5

PI

PCV 8

INSTRUMENT AIR DRTD SURGE CONTROL

ZI 3A

FI 3

PDI 1

FI 11

FIC 1

PI 2

PT 2

TI 2

PT 2

TE 2A

BULKHEAD SEAL

B

TE 2B

E-MOTOR

T

C

C

TI 8

A

S

PROCESS GAS OUT

OIL FILTER FT 1

I/P

FY 1

F 1

PI 1

TI 1

BULKHEAD

ZSL 1

PSV 6A

PROCESS GAS IN

OP 6A

Compressor

MAIN OIL PUMP

A

YE 9 DV 1

TE 1

FILL

ZE 3

ZI 3

V 6C LOCKED OPEN

LG 5 TI 5A

ZS 3

PI

PCV 3A

HY 3

HS 3

CV 6B

MOTOR ROOM

OIL COOLER

V 6F

EM 6

LOCKED OPEN

START L.O. PUMP

START L.O. PUMP

HSH 6

HSH 6

TCV 6 TI 6A EMLH

OIL PUMP RUNNING

H 5

TLS 5

DAC 3 HIC 3

CP 6B

TI TCV 5

PCV 3B

OIL TANK

TSL 5

P

PI

TSH 5

AUX. L.O. PUMP

B LSL 5

ZSL 3

COMPRESSOR ROOM

DV 6

V 6B

PSV 6B

F 5C

PDSH 7

PDI 7B

1.5

Set : 6 bar

IGV

FE 1

PDI 7A

CV 6A

V 6A

Set : 5 bar

F 5A

F 5B

WATER IN EMY 6

L/R

WATER OUT AUX. L.O. PUMP RUNNING

DV 5

READY TO START AUX. L.O. PUMP

AUX. L.O. PUMP OVERLOAD

I/P

REMOTE CONTROL SIGNAL 4-20mA

REMOTE START STEAM INLET

REMOTE STOP

STEAM OUTLET

1 - 15

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT Operating Procedures To prepare for running of HD Compressors a)

Note ! The temperature in LO sump tank is controlled by TCV5. The LO temperature should be kept between approximately 40°C to 50°C in normal operations. Do not operate the auxiliary LO pump at temperatures below 25°C. Open the compressor suction and discharge valves.

d) Open the seal gas supply manual valve. e)

HD Alarm and Trip Settings No.

Item

Tag. No.

Check the LO level in the sump tank.

b) Start the LO heater about 30 minutes (depending on ambient temperature) prior to the expected compressor start up.

c)

Cargo Operating Manual

Run the auxiliary LO pump to warm up the gearbox and bearings about 15 -30 minutes prior to compressor start up. Check the LO system for leaks.

Normal Operation Condition

Instrument range Setting Range 0 to 200 mbar

Open the fresh water cooling inlet and outlet for the LO cooler.

g) Open the instrument air supply to the control panel. h) Ensure that the IGV position is set at 0% (start position). i) j)

k) At least two alternators should be coupled to the main switchboard to have sufficient power available at the cargo switchboards. l)

When stopping the compressor, leave the auxiliary LO and seal gas until compressor is warm (approximately 1 hour).

! Caution A maximum of 2 consecutive starts is allowed. 180 minutes must be allowed for cool down of the soft start compensation transformer before a further start attempt.

Signal

-

-

4 to 20 mA

-

-

-

4 to 20 mA

Type

-

Suction Gas Pressure

PT1

2

Discharge Gas Pressure

PT2

960 mbar

3

Suction Gas Temperature

TT1

-140 to +20

-200 to +200

-

-

-

4 to 20 mA

4

Discharge Gas Temperature

TSHH2A

-112

-200 to +200

HH

T

+100

4 to 20 mA

5

Discharge Gas Temperature

TSH2B

-112

-200 to +200

H

A

+90

4 to 20 mA

6

IGV Start Position

7

Surge Valve Position

8

Process Gas Flow

9

Vibration YE9

-25 to 200 mbar 0 to 2000 mbar 0 to +1100 mbar

ZSL3

-

-

-

-

-

Contact

ZSH/ZSL1

-

-

-

-

-

Contact

FT1

35,000 m /h

-

-

-

4 to 20 mA

-

-

-

4 to 20 mA

3

0 to 620 mbar 0 to +61 mbar

YT9 YSH9

10

Oil Filter Differential Press.

5 to 20 mm

0 to 100 mm

11

H

A

40 mm

Contact

HH

T

45 mm

Contact

PDSH7

0. 5bar

01. to 10.3 bar

H

A

2.5 bar

Contact

Oil Tank Level

LSL5

64 mm ±4 mm

66 mm ±6 mm

L

A, I1

-5 mm

Contact

12

Oil Heater Temperature

TCV5

55

0 to +60

-

-

40

13

Temperature in Oil Tank

55

20 to +90

14

Temperature Oil System (Gear Box)

TSL5 TSH5

Switch on power to the control cabinet. Press the compressor reset button and check that all alarms/trip lamps are off and the if ready to start lamp is on.

Set Point

H, HH, L, LL

1

YSHH9

f)

Action

TT8 TSL8

42

0 to +100

TSH8

L

A, I1

25

Contact

H

A

60

Contact

-

-

-

4 to 20 mA

L

A, I2

20

Contact

H

A

55

Contact Contact

15

Temperature Bulkhead Oil

TSHH2A

60

20 to +90

HH

T

80

16

Bearing Temperature TE9A

TSHH9A

65

0 to +100

HH

T

75

Contact

-

-

-

4 to 20 mA

L

A, I2

15

Contact

-

-

-

4 to 20 mA

L

A

1 bar

Contact

TT9F

17

Bearing Temperature TE9F

18

Lub. Oil Pressure (Gear Box)

19

Lub. Oil Pressure (Gear Box)

PSLL8A

2 bar

0.1 to 10.3 bar

LL

T

0.8 bar

Contact

20

Lub. Oil Pressure (Bulkhead)

PSL8C

2 bar

0.1 to 10.3 bar

L

A

0.4 bar

Contact

21

Lub. Oil Pressure (Bulkhead)

PSLL8C

2 bar

0.1 to 10.3 bar

LL

T

0.2

Contact

22

Seal Gas Control Valve

PCV11

-

-

-

-

240 mbar

Contact

23

Seal Gas Pressure

PSL11

300 mbar

30 to 1240 mbar

L

A, I1, I2

200 mbar

Contact

24

Seal Gas Pressure

PSLL11

300 mbar

30 to 1240 mbar

LL

T

150 mbar

Contact

-

-

-

4 to 20 mA

25

IGV Position

TSL9F PT8 PSL8A

ZT3

65

0 to +100

2 bar

0 to 10 bar

-

min.+80° max.-30°

T: Trip, A: Alarm I1: Start-up Interlock LO Pump I2: Start-up Interlock Machine 1 - 16

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.3.2a LD Compressor

VENT.

L

POWER ON PSLL 11

PSL 11

PI 8B

PSLL 8C

PSL 8C

TE 8

PI SEAL GAS

TE 9A

L

L

EMS

EMERGENCY STOP

POWER ON

EMERGENCY STOP

L

L

L

READY TO START COMPRESSOR

READY TO START AUX. L.O. PUMP

TSHH 10

PT 8

D 5

PCV 11

PSLL 8A

TE 9F

COMPRESSOR RUNNING GEAR BOX

PCV 3

5

PI

PCV 8

INSTRUMENT AIR DRTD SURGE CONTROL

ZI 3A

FI 3

PDI 1

FI 11

FIC 1

PI 2

PT 2

TI 2

PT 2

TE 2A

BULKHEAD SEAL

B

TE 2B

E-MOTOR

T

C

C

TI 8

A

S

PROCESS GAS OUT

OIL FILTER FT 1

I/P

FY 1

F 1

PI 1

TI 1

BULKHEAD

ZSL 1

PSV 6A

PROCESS GAS IN

OP 6A

Compressor

MAIN OIL PUMP

A

YE 9 DV 1

TE 1

FILL

ZE 3

ZI 3

V 6C LOCKED OPEN

LG 5 TI 5A

ZS 3

PI

PCV 3A

HY 3

HS 3

CV 6B

MOTOR ROOM

OIL COOLER

V 6F

EM 6

LOCKED OPEN

START L.O. PUMP

START L.O. PUMP

HSH 6

HSH 6

TCV 6 TI 6A EMLH

OIL PUMP RUNNING

H 5

TLS 5

DAC 3 HIC 3

CP 6B

TI TCV 5

PCV 3B

OIL TANK

TSL 5

P

PI

TSH 5

AUX. L.O. PUMP

B LSL 5

ZSL 3

COMPRESSOR ROOM

DV 6

V 6B

PSV 6B

F 5C

PDSH 7

PDI 7B

1.5

Set : 6 bar

IGV

FE 1

PDI 7A

CV 6A

V 6A

Set : 5 bar

F 5A

F 5B

WATER IN EMY 6

L/R

WATER OUT AUX. L.O. PUMP RUNNING

DV 5

READY TO START AUX. L.O. PUMP

AUX. L.O. PUMP OVERLOAD

I/P

REMOTE CONTROL SIGNAL 4-20mA

REMOTE START STEAM INLET

REMOTE STOP

STEAM OUTLET

1 - 17

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.3.2 LD Compressors Manufacturer: Model: Type: Volume flow: Inlet pressure: Outlet pressure: Inlet temperature: Maximum shaft speed: Variable shaft speed Motor speed: Rated motor power: Inlet guide valve setting:

Cargo Operating Manual

LO System Cryostar CM 300/45-LD Centrifugal. Single stage. Variable speed with adjustable guide vanes. 8,500m3/h 1,060 mbarA 1,960 mbarA -60°C 24,000 rpm 24,000 – 12,000 rpm 3,580 rpm 280kW -30 to +80 deg

The compressors are operated locally or from the IAS in ECR. The following conditions trip the compressors: Safeties in ESDS and Tank Protection System. Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 5 mbar Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 mbar Differential pressure: vapour header/atmospheric pressure = 3 mbar

LO in the system is stored in a vented 400 liters LO sump. An integrated steam immersion heater with thermostatic temperature control valve is fitted in the sump to maintain a constant positive temperature and avoid condensation when the compressors are stopped. LO is supplied from the sump through separate suction strainer screens and one of the 2 LO pumps. The discharge from the pumps is through check valves to a common LO supply line feeding the gearbox, bearings and bulkhead seal. The main operational pump is driven by the high speed shaft gear. Upon failure of the driven pump, the standby electric motor driven auxiliary pump is energised immediately. The standby electric motor driven auxiliary pump is also used to start the compressors.

On the basis of a preset ratio between the gas flow and compressor differential pressure signals, the anti-surge controller produces a signal which modulates a surge control valve. Inlet Guide Vanes To achieve the required gas flow, the compressors have inlet guide vanes fitted at the suction end. The vanes are operated by pneumatic actuators which receive control signals of the fuel gas demand from the boilers. Rotation of the vanes is possible through an angle of 110°. The position is indicated both locally and on the IAS in the ECR.

The LO passes through a sea water cooled oil cooler and a 3-way thermal bypass temperature control valve, to maintain the LO inlet temperature at approximately 35°C. The oil supply to the bearings is fed via a 25 micron duplex filter with an automatic continuous flow switch over valve.

Bulkhead Shaft Seals

A pressure control valve regulates the oil flow to the bearings. Excess oil is bypassed and discharged to the sump. Pump relief valves act as back up and are set at 8 bar.

The seals are of flexibox supply. They are fixed on the bulkhead and float on the shafts, supported by two ball bearings.

The LO system feeds the following:

Each compressor shaft is equipped with a forced lubricated bulkhead shaft seal preventing any combustible gas from entering the electric motors room.

The LO seal ensures tightness between the two bearings. The lubrication comes from the main LO circuit.

Differential pressure: vapour header/primary pressure header = 0 mbar

Journal bearing on both sides of the high speed shaft

Electric power failure and other trip signal from ESDS.

Journal bearing on the driven end of the low speed shaft

Safeties in combustion control system of the boilers

Integral thrust and journal bearing on the non-driven end of the low

Safeties on local control system (oil temperature, oil pressure,

speed shaft

a)

discharge gas temperature, seal gas pressure and shaft vibration)

Sprayers for the gear wheels

b) Start the LO heater about 30 minutes (depending on ambient temperature) prior to expected compressor start up.

LD compressors’ bulkhead seals Compressor Sub Systems Surge Control System Seal Gas System The seal gas system is provided to prevent LO mist from entering the process stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox and into the LO system. Seal gas is nitrogen produced by the nitrogen generators on board. The seal gas is injected into the carbon ring with back-up labyrinth type seals between the gearbox shaft bearing and the compressor wheel.

An automatic surge control system is provided to ensure that the compressor flow rate does not fall below the designed minimum. Below this rate, the gas flow will not be stable and the compressor will be liable to surge, causing shaft vibration which may result in damage to the compressor. All the LD compressors are equipped with an automatic surge control system which consists of: A flow transmitter

The system is maintained by a pressure control valve where the seal gas pressure is always higher than the suction pressure (usually adjusted at 300 mbar). Seal gas entering the gearbox from the shaft seals is returned to the LO sump, separated from the oil and vented to atmosphere on top of cargo compressor room.

Operating Procedures To prepare the LD compressors for running: Check the LO level in the sump tank.

Note ! The temperature in LO sump tank is controlled by TCV5. The LO temperature should be kept between approximately 40°C to 50°C in normal operations. Do not operate the auxiliary LO pump at temperatures below 25°C. c)

Open the compressor suction and discharge valves.

d) Open the seal gas supply manual valve. e)

Run the auxiliary LO pump to warm up the gearbox and bearings about 15 -30 minutes prior to compressor start up. Check the LO system for leaks.

A compressor differential pressure transmitter A ratio station An anti-surge controller A surge control valve on the gas stream

1 - 18

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

LD Alarm and Trip Settings f)

Open the cooling water inlet and outlet LO cooler (usually left open).

No.

Item

Tag. No.

g) Open the instrument air supply to the control panel.

Normal Operation Condition

Instrument range Setting Range 0 to 2000 mbar

Action

Set Point

Signal

-

-

4 to 20 mA

-

-

-

4 to 20 mA

H, HH, L, LL

Type

-

1

Suction Gas Pressure

PT1

2

Discharge Gas Pressure

PT2

960 mbar

3

Suction Gas Temperature

TT1

-140 to +20

-200 to +200

-

-

-

4 to 20 mA

4

Discharge Gas Temperature

TSHH2A

-112

-200 to +200

HH

T

+100

4 to 20 mA

5

Discharge Gas Temperature

TSH2B

-112

-200 to +200

H

A

+90

4 to 20 mA

Set up the cargo piping system for the correct operation to be carried out.

6

IGV Start Position

7

Surge Valve Position

b) Select the appropriate mimic on LD compressor for the correct operation.

8

Process Gas Flow

c)

9

Vibration YE9

h) Switch on power to the control cabinet. i)

Switch on power to the variable speed controller. (Each LD compressor is supplied from a separate cargo switchboard i.e Port and Starboard.)

On the IAS in the CCR; a)

IGV (inlet guide vanes) must be set at 0% and motor speed adjusted to 50% before compressor can start.

d) Message ‘Ready to Start’ appears on the mimic display below the compressors when the safeties are clear. e) f)

-25 to +200 mbar 0 to 2000 mbar 0 to +1100 mbar

ZSL3

-

-

-

-

-

Contact

ZSH/ZSL1

-

-

-

-

-

Contact

FT1

8,500 m /h

-

-

-

4 to 20 mA

-

-

-

4 to 20 mA

3

0 to 620 mbar 0 to +61 mbar

YT9 YSH9

5 to 20 mm

0 to 100 mm

YSHH9 10

Oil Filter Differential Press.

11

H

A

40 mm

Contact

HH

T

45 mm

Contact

PDSH7

0.5 bar

01. to 10.3 bar

H

A

2.5 bar

Contact

Oil Tank Level

LSL5

64 mm ±4 mm

66mm ±6 mm

L

A, I1

-5 mm

Contact

12

Oil Heater Temperature

TCV5

55

0 to +60

-

-

40

13

Temperature in Oil Tank

55

20 to +90

14

Temperature Oil System (Gear Box)

Start the compressor motor.

TSL5 TSH5

Switch the compressor control to automatic mode.

TT8 TSL8

42

0 to +100

TSH8

L

A, I1

25

Contact

H

A

60

Contact

-

-

-

4 to 20 mA

L

A, I2

20

Contact

H

A

55

Contact Contact

15

Temperature Bulkhead Oil

TSHH2A

60

20 to +90

HH

T

80

16

Bearing Temperature TE9A

TSHH9A

65

0 to +100

HH

T

75

Contact

-

-

-

4 to 20 mA

L

A, I2

15

Contact

-

-

-

4 to 20 mA

L

A

1bar

Contact

TT9F

17

Bearing Temperature TE9F

18

Lub. Oil Pressure (Gear Box)

19

Lub. Oil Pressure (Gear Box)

PSLL8A

2bar

0.1 to 10.3bar

LL

T

0.8bar

Contact

20

Lub. Oil Pressure (Bulkhead)

PSL8C

2bar

0.1 to 10.3bar

L

A

0.4bar

Contact

21

Lub. Oil Pressure (Bulkhead)

PSLL8C

2bar

0.1 to 10.3bar

LL

T

0.2

Contact

22

Seal Gas Control Valve

PCV11

-

-

-

-

240 mbar

Contact

23

Seal Gas Pressure

PSL11

300 mbar

30 to 1240 mbar

L

A, I1, I2

200 mbar

Contact

24

Seal Gas Pressure

PSLL11

300 mbar

30 to 1240 mbar

LL

T

150 mbar

Contact

-

-

-

4 to 20 mA

25

IGV Position

TSL9F PT8 PSL8A

ZT3

65

0 to +100

2bar

0 to 10 bar

-

min.+80° max.-30°

T: Trip, A: Alarm I1: Start-up Interlock LO Pump I2: Start-up Interlock Machine 1 - 19

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

AUX. LUB. OIL PUMP SEQUENCE FOR HD/LD COMPRESSOR Input

Function in Main Control Panel (MCP)

MAIN MOTOR SEQUENCE FOR HD/LD COMPRESSOR Output

Oil Tank Level Low

Feedback Aux. LOP running

t=10 sec

Seal Gas Press. Low Low Aux. LOP Ready to start (To starter)

AND

Seal Gas Press. Low

FUNCTION IN MAIN CONTROL PANEL (MCP)

INPUT

0____10

2

Surge valve open ZSH1

Oil tank temp. Low

1

IGV in start position ZSL3

Aux. LOP Motor Overload Aux. LOP Start Ready 1

Ready to start LOP

Aux. LOP Ready to start (To MCP)

AND

Feedback Aux. LOP Running

2

OUTPUT

Common trip

8

Common Alarm

7

AND

Compressor Ready to start (To Starter)

AND

Compressor Ready to start (To MCP)

Cont. System Trouble

Remote/Local in Local Pos LOP Local Start Aux. LOP Start Ready

1

Ready to Start LOP Main Motor running

Compressor Start Ready

Aux. LOP Start order (To start)

AND

5

Feedback Compressor running

4

Remote/Local in Remote Pos

6 1

LOP Remote Start Aux. LOP Start Ready

1

AND

S

4

3

Main Motor running

4

Main Motor running

4

AND

Compressor Start ready

OR

S

Remote/Local in Remote Pos.

OR

Compressor Start ready

LOP Remote Stop

OR 4

AND 3

9

Aux. LOP Stop order (normal operation=1) (to starter)

R

Compressor Stop order Remote/Local in Local Pos.

AND

0____20

OR

Main Motor Local Stop

t=20sec

Remote/Local in Remote Pos.

0____120

Emergency stop

AND

5

Compressor Ready to start

0____21 t=21sec

4

Main Motor Start order (To Starter)

M.Motor Remote Start

4

Remote/ Local in Remote Pos.

Main Motor running

AND

5

Compressor Ready to start

R

9

LOP Local Stop

Gear Oil Press.Low

Compressor running (To MCP)

=

M.Motor Local Start impuls 1-0

Remote/Local in Local Pos.

Main Motor running

6

Remote/Local in Local Pos.

LOP run other blackout Aux. LOP Stop order

Electrical failure Comp.contactor line (To MCP)

AND

6

Feedback Comp. running

Gear Oil Press.Low

Main Motor runing

t= 30 sec

Feedback Comp. running

Ready to Start LOP Main Motor running

0____30

Main Motor Start order

OR

OR

t=120sec

Main Motor Remote Stop

Aux. LOP Motor overload Electrical failure LOP

AND

Main Motor Stop order (normal operation=1) (To Starter)

0____10

Aux. LOP Start order Feedback Aux. LOP Running

2

AND

Electrical faiure LOP contactor line (To MCP)

Feedback Aux. LOP Running

2

=

Aux. LOP running (To MCP)

t=10sec

Common trip

8

Electrical failure Main Motor

1 - 20

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.4a Boil-Off/Warm Up Heater

PIT 2 P1 3

TE 2B

TE 2A

TSHH

CG520 (CG525)

GAS OUTLET TO VAP. HDR

CG521 (CG526)

GAS OUTLET

SC313 (SC317)

STEAM INLET

TO F.G. LINE

P1 1

LS 4.2

HY 2

ZS 2

HS 2

LS 4.1

HIC 2

D

GAS INLET

S

H

CD310 CD311

STEAM OUT

SC310 SC314 D

TCV 2

CG517 (CG522)

TE 4B

LI 4 CD312 CD316

2

TE 4A TSLL 4

CG519 (CG524)

DRAIN

CG518 (CG523)

TCV 1

S SV 1

LNG VAPOUR STEAM

ZS 1 HS 1 HIC 1

PCV 1

P1 INSTRUMENT AIR SUPPLY

HY 1

1 - 21

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.4 Boil-Off/Warm Up Heater

g) Set the LNG vapour lines as detailed for the operation and the heater to be put in use.

General Description There are two steam heated boil-off/warm up heaters located in the cargo compressor room, which is situated on the starboard side on the main deck. The heaters are of the shell and tube type. The heaters are used for the following functions: a)

Heating the LNG vapour which is delivered by either of the HD compressors at the specified temperature for warming up the cargo tanks before gas freeing.

b) Heating inert gas supplied from inert gas generator for inerting operation and warming up with inert gas. c)

Heating boil-off gas supplied to the main boilers or venting to atmosphere via the LD compressors (or free flow).

! Caution When returning heated vapour to the cargo tanks, the temperature at the heater outlet should not exceed +85°C, to avoid possible damage to the cargo piping insulation and safety valves.

h) In the CCR, set the controls for the heater to the ON position on the IAS. i)

Open the instrument air supply to the controls for the heater.

j)

Check the condensate level in the sight glass.

k) Set the temperature and level controller to the correct settings for the operation being undertaken (first stage: 0°C, second stage: +80°C for warming up operation with LNG vapour, appr. 50°C for warming up and inerting operation with inert gas).

Cryostar 34-UT-38/34-3.6 Horizontal shell and tube heat exchanger 17,570 kg/h -140°C +80°C

Operating Procedure in Warming Up Configuration a)

Open the shell side vent valve.

b) Open the shell side condensate valves and check the drains. c)

Crack open the manual steam supply valve SC313, 317 (ensure the steam to deck is available and the isolating valve is open SC356).

d) When all the air has been expelled from the shell, shut the vent valve. e)

When water has been drained from the shell, shut the drain valve.

The temperatures and pressures for the venting and warming up of the heater should in approximately 30 minutes. f)

Slowly open up the steam inlet valve.

c)

Set the LNG vapour lines as detailed for the operation to be taken.

d) Open the vapour outlet valve CG520(CG525) and the vapour inlet valve CG517(CG522). e)

In the CCR, set the controls for the boil-off heater on the IAS.

f)

Open the control air supply to the boil-off gas heater controls.

g) Set the temperature and level controllers to the correct settings for gas burning of +30°C. h) Monitor the gas vapour outlet and condensate temperatures. On completion of the operation

l)

Open the hydraulically operated gas inlet and manually operated outlet valves.

a)

m) Monitor the gas vapour outlet and condensate temperatures. On completion of the operation. a) Switch the auto-control to manual.

c)

Close the steam supply valve to the heater when the temperature at the heater outlet is above 0°C.

After the LD compressor has been shut down and the gas supply valve to the engine room shut, close the inlet valve to the heater CG517(CG522).

b) Shut the steam inlet valve SC313(SC317). c)

b) Close the gas supply and outlet valve on the heater.

Open the steam side vent and open the drain valve when all the pressure is off the heater. TAG NO.

IAS

DESCRIPTION

BW001

PIAHL

No.1 BO/WU heater outlet pressure. High alarm : 950 mbar, Low alarm : 30 mbar.

BW002

TIAL

No.1 BO/WU heater cond. temp. Low Set point : 120°C

BW003

LAH

No.1 BO/WU heater cond. level high

BW004

TICAHL

No.1 BO/WU heater outlet temp. High alarm : Set +10°C, Low alarm : Set-10°C

BW005

XA

No.1 BO/WU heater common trip

BW005.01

TALL

No.1 BO/WU heater cond. temp. LL Trip Set point : 80°C

BW005.02

LAHH

No.1 BO/WU heater cond. level. HH Trip

BW005.03

XA

No.1 BO/WU heater manual trip

BW005.04

TAHH

No.1 BO/WU heater outlet temp HH Trip Set point : 100°C

Boil-off Gas Heater Configuration The same procedure is followed for venting and warming through the heater as described above, except that the temperature control is set for a gas outlet temperature of approximately +30°C.

BW009

PIAHL

No.2 BO/WU heater outlet pressure. High alarm : 950 mbar, Low alarm : 30 mbar.

BW010

TIAL

No.2 BO/WU heater cond. temp. Low Set point : 120°C

BW011

LAH

No.2 BO/WU heater cond. level high

The LNG lines will be set for using one of the LD compressors to deliver the gas to one of the heaters. No.1 heater is the designated heater for this operation, although No.2 heater can be used by opening the cross connecting isolating valve CG529.

BW012

TICAHL

No.2 BO/WU heater outlet temp. High alarm : Set +10°C, Low alarm : Set-10°C

BW013

XA

No.2 BO/WU heater common trip

BW013.01

TALL

No.2 BO/WU heater cond. temp. LL Trip Set point : 80°C

BW013.02

LAHH

No.2 BO/WU heater cond. level. HH Trip

BW013.03

XA

No.2 BO/WU heater manual trip

BW013.04

TAHH

No.2 BO/WU heater outlet temp HH Trip Set point : 100°C

Specification: Manufacturer: Model: Type: Rated capacity: Vapour inlet temperature: Vapour max outlet temperature:

Cargo Operating Manual

d) Open the steam side vent, then open the drain when all the steam has vented. Controls and Settings The gas outlet temperature is controlled by controllers CG518, CG523 on the inlet and CG519, CG524 on the gas heater bypass lines respectively. The steam condensate from the heater is returned to the drains system via the cargo steam drains cooler and cargo escape tank, the latter of which is fitted with a gas detector sampling point.

When the heater has been vented and warmed through, proceed as follows: a)

Slowly open the manually operated steam inlet valve SC313(SC317).

b) Check the condensate level. 1 - 22

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.5a LNG Vaporizer

PIT 2

TE 2B

TE 2A

P1 3

RE-EVAPORATOR CG530 GAS OUTLET

PS 1 F1

TI

TE1

SC309

STEAM INLET

SC308

P1 1

LS 4.2

HY 2

LS 4.1

TE 4A

TE 4B

TSLL

4

ZS 2

HS 2

HIC 2

LI 4 SC307

2

CD309

STEAM OUT

D SC305 D TCV 2

CS501 LNG INLET

S

CS503

DRAIN

CS502 FC

H 2 TCV 1

S

LNG VAPOUR

SV 1

ZS 1 HS 1 HIC 1

STEAM

PCV 1

P1 INSTRUMENT AIR SUPPLY

HY 1

1 - 23

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

1.5 LNG Vaporizer

3) LN2 vaporization for inerting the cargo tank and insulation spaces.

General Description (See Illustration 1.5a)

4) Emergency forcing by manual operation: The LNG vaporizer can function as the forcing vaporizer when the forcing vaporizer has failed: Flow control: When the fuel gas demand from boiler is way in excess of the natural boil-off generation.

The LNG vaporizer is used for vaporizing LNG liquid, to provide gas when displacing inert gas from the cargo tanks with LNG vapour and for maintaining the pressure in the tanks when LNG is being discharged and vapour is not supplied from shore, and also for initial inerting in the insulation spaces with LN2. Both LNG and forcing vaporizers are situated in the cargo compressor room.

Note ! This operation is the normal procedure if the cargo tanks have been inerted with inert gas containing carbon dioxide.

Specification

Operating Procedures

Manufacturer: Model: Type: Heating medium: Inlet temp of steam: Maximum gas flow: Inlet LNG temperature: Outlet gas temp:

Cyostar 65-UT-38/34-59 Shell and ‘U’ tube design Saturated steam 220°C 26,150 kg/h -163°C -140°C to +20°C

Alarms are provided on the outlet gas temperature, high level and low temperature of the condensate water.

If the shore is unable to supply vapour return, liquid LNG is fed to the vaporizer by using one stripping pump or by bleeding from the liquid header. The vapour produced leaves the vaporizer at approximately -140°C and is then supplied to cargo tanks through the vapour header. Vapour pressure in the cargo tanks will normally be maintained at 1100 mbarA. (minimum 1040 mbarA) during the whole discharge operation. Additional vapour is generated by the tank sprayer rings, the LNG being supplied by the stripping/spray pump. If the back pressure in the discharge piping to shore is not sufficient to have a minimum of 3 bar at the inlet to the vaporizer, a stripping/spray pump will be used to supply liquid to the vaporizer. 2) Purging of cargo tanks with vapour after inerting with inert gas and prior to cool down. LNG is supplied from the shore to the vaporizer via the stripping / spray line. The vapour produced at the required temperature +20°C is then passed to the cargo tanks.

a)

Shut liquid valve CS501.

b) Shut the steam supply valve SC309 when no LNG remains. c)

Open the steam side vent and then open the drain when all steam has been vented.

d) Keep the vapour side valve open to system until vaporizer reaches ambient temperature. Control

Set the LNG pipelines as detailed for the operation about to be undertaken.

Process control is on outlet temperature from vaporizer with high and low temperature alarms. This is controlled on the TCV (temperature control valve) CS503.

LNG Vaporizer To prepare the LNG vaporizer for use; a)

The steam condensate from the vaporizer is returned to the drains system via the cargo steam drains cooler and cargo escape tank, the latter of which is fitted with a gas detector sampling point.

Open the shell side vent valve. The following alarms and trips are available:

b) Crack open the shell side drain valve. Check that the condensate drain valves are open, SC307 and CD309. c)

The main vaporizer is used for the following operations: 1) Discharging cargo at the design rate without the availability of a vapour return from the shore.

On completion of the operation;

Crack open the steam supply manual valve SC308 (making sure steam to deck is available).

d) When all air is expelled from the shell, shut the vent valve. After about 30 minutes when pressures and temperatures have stabilised on the vaporizer. e)

Slowly open fully the steam inlet manual valve (SC309).

f)

Open the instrument air supply to the vaporizer controls.

g) In the CCR, set the controls for the LNG vaporizer on the IAS mimic. h) Fill up the vaporizer with liquid using manual control. Check all flanges and joints for any signs of leakage. i)

Tag No.

IAS

Description

LV007

TIAL

Low condensate temperature alarm Set point: + 120°C

LV010.01

TALL

Low Low condensate temperature trip Set point +80°C

LV009

LAH

High condensate level alarm

LV010.02

LAHH

High high condensate level trip

LV010.03

XA

Local manual trip

NP001.04

PCAHH

Primary insulation space at initial inerting trip Set point: -50 mbar

GH019.1

PAH

Vapor header pressure trip Set point: 200 mbar

FV010.03

LAH

Mist separator high level trip

LV003

TICAHL

LNG vaporizer outlet temp. High alarm : Set +20°C Low alarm : Set -20°C

When vapour is produced, switch the control for liquid valve to remote and automatic.

! Caution Thorough checks around the LNG vaporizer and associated flange connections must be conducted during the operation.

1 - 24

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.6a Forcing Vaporizer

PIT 2

TE 2B

TE 2A

P1 3

RE-EVAPORATOR

CG532 GAS OUTLET DEMISTER PS 1 F1

GAS OUTLET

TI

TE1

SC304 GAS INLET

STEAM INLET

GAS INLET

DEMISTER LS1 DRAIN

P1 1

LS 4.2

HY 2

LS 4.1

TE 4A

TE 4B

TSLL

4

ZS 2

HS 2

HIC 2

LI 4 SC303

2

CD308

STEAM OUT

D SC301 D TCV 2

CS504 LNG INLET

S

CS506

DRAIN

CS505 FC

H 2 TCV 1

S

LNG VAPOUR

SV 1

ZS 1 HS 1 HIC 1

STEAM LNG LQUID

PCV 1

P1 INSTRUMENT AIR SUPPLY

HY 1

1 - 25

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.6 Forcing Vaporizer

2) Two conical baffles installed in the tube to allow eventually accumulated liquid to be directed into the gas stream on the pipe bottom.

General Description (See Illustration 1.6a)

The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up to 105% MCR.

! Caution Thorough checks around the forcing vaporizer and the associated flange connections must be conducted during operation. On completion of operation.

Demister

The forcing vaporizer is used for vaporizing LNG liquid to provide gas for burning in the boilers to supplement the natural boil off. Both the LNG and forcing vaporizers are situated in the cargo compressor room.

A demister is used downstream of the forcing vaporizer to serve as a moisture separator and prevent any carry over of liquid to the LD compressors.

a)

Shut the liquid valve CS504.

b) Shut the steam supply valve SC304 when no LNG remains. Specification

c)

Manufacturer: Model: Type: Mass flow: Service temperature:

The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an automatic inlet feed valve which receives its signal from the Boilers Gas Management System.

Cryostar VMS-10/12-1000 Shell with in / out nozzles and drain 7,708 kg/h -40°C

Open steam side vent and then open the drain when all steam has been vented.

d) Keep the vapour side valve open to the system until the vaporizer reaches the ambient temperature. Control

Specification Manufacturer: Model: Mass flow: Type: Heating medium: Inlet temp of steam: Maximum gas flow: Inlet LNG temperature: Outlet gas temp:

Cargo Operating Manual

An alarm with trip is provided on the level of the drained LNG. Cryostar 34-UT-25/21-3.6 7,090 kg/h Shell and ‘U’ tube design Saturated steam 170°C 7,090 kg/h -163°C -40°C

Alarms are provided on the outlet gas temperature, high level and low temperature of the condensate water. Each forcing vaporizer is equipped with a temperature control system to obtain a constant and stable discharge temperature for various ranges of operation. The temperature of the gas produced is adjusted by spraying a certain amount of bypassed liquid into the outlet side of the vaporizer through a temperature control valve and liquid injection nozzles. Both vaporizer tubes are fitted with spiral wires to promote turbulence ensuring efficient heat transfer and production of superheated LNG vapour at the exit of the tube nests. A re-evaporator is also used to ensure that accumulation of non-vaporized liquid at the vaporizer discharge is avoided and that the output is at a stable temperature.

To Prepare the Forcing Vaporizer for Use a)

Open the shell side vent valve.

Process control is on the outlet temperature from the vaporizer with high and low temperature alarms. This is controlled on the TCV (temperature control valve) CS506.

b) Crack open the shell side drain valve. Check that the condensate drain valves are open, SC303 and CD308.

The steam condensate from the vaporizer is returned to the drains system via the cargo steam drains cooler and cargo escape tank, the latter of which is fitted with a gas detector sampling point.

c)

The following alarms and trips are available:

Crack open the steam manual supply valve SC304 (making sure that the steam to deck is available).

Tag No.

d) When all air is expelled from shell, shut the vent valve. After about 30 minutes when pressures and temperatures have stabilised on the vaporizer.

IAS

FV007

TIAL

FV010.01

TALL

Description

Low condensate temperature alarm Set point: + 120°C Low Low condensate temperature trip Set point: +80°C

e) f)

Slowly open fully the steam inlet manual valve. Open the instrument air supply to the vaporizer controls.

g) In the CCR, set the controls for the forcing vaporizer on the IAS mimic. h) Fill up the vaporizer with liquid using manual control. Check all flanges and joints for any signs of leakage. i)

When vapour is produced, switch the control for the liquid valve to remote and automatic.

FV009

LAH

High condensate level alarm contact switch

FV010.02

LAHH

High high condensate level trip

FV010.03

LAH

High mist separator cond. level trip

FV010.04

XA

Local hand manual trip

GH019.1

PAH

Vapour header pressure high trip Set point: 200 mbar

FV001

PAL

Forcing vaporizer steam pressure low Set point: 5 bar

FV012

TIAH

Forcing vaporizer steam in temperature high

FV003

TICAHL

LNG Forcing vaporizer outlet temp. High alarm : Set -20°C Low alarm : Set -60°C

This is made possible by: 1) Two knitted mesh filters inserted in the gas flow path to fractionate the droplets and create the necessary turbulence to break down the small droplets injected into a fine fog of liquid gas and also to moisten the mesh wires acting as vaporizing surface.

1 - 26

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.7a Vacuum Pumps

PI 203

WATER OUTLET COLLECTOR Flange S.O. JIS B2221 - ND50

LOOSE SUPPLY

ND50

Primary Space Secondary Space

ND200

ND200

21

PSL 202

TI 109

TI 9 ND100

ND25

ND20

FSL 1

TI 7

TSL 1

ND25

ND100

PI 1

25

PI 6

ND125

ND125

SOV 1 ND25

ND20

ND100

TI 8

TSH 2

ND125

ND125

ND25

ND20

ND20

TI 107

ND100

25

PI 101

TI 108

TSH 102

ND125

PI 107

ND20 1/2"

ND20

UNIT 1 ND50

PI 106

ND125

SOV 101

WATER INLET COLLECTOR Flange S.O. JIS B2221 - ND50

FSL 101

TSL 101

PI 7

ND20 1/2"

ND20

UNIT 2 ND50

ND150

14 LG 2

FG

FG

2

FG

FG

3

4

FG

LG 102

5

FG

Vent Mast

105

102 FG

103

FG

104 Oil tank with visible level

Oil tank with visible level LSL 101 TSH 5

P100

TSH 105

M

TR 6

P100

XA1

M

TR 106

XA101

1 - 27

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT 1.7 Vacuum Pumps (See Illustration 1.7a) Two vacuum pumps located in the cargo compressor room are used to evacuate the primary and secondary spaces atmosphere in the following cases: To replace air with nitrogen for inerting To replace methane with nitrogen for gas freeing before dry docking after there has been leakage of cargo To test tightness of the membranes at regular intervals or after membrane repairs When the associated tank is opened up The pumps are driven by electric motors situated in the electric motors room through a gas tight bulkhead seal. The two pumps are used in parallel to evacuate the primary and secondary spaces in order to reduce the time taken to achieve the vacuum of 200 mbarA. The pumps are fresh water cooled from the auxiliary cooling fresh water system (refer to 2.5). The pumps are started and stopped from the starter panel in the cargo switchboard room, local from the cargo compressor room. ! Caution If there is a failure or stoppage and the vacuum pump is hot and the cooling water has stopped, wait for the vacuum pump to attain room temperature before restarting in order to avoid shock due to cold water. ! Caution If the primary space pressure is reduced below the secondary space pressure there is a danger of distorting the secondary barrier by lifting it off its supporting insulation. A maximum pressure difference of 30 mbar is allowed. Discharge from the pumps is led to No.4 vent mast.

Cargo Operating Manual

Control and Alarm Settings

Operating Procedures

Each vacuum pump will stop if the lubrication oil tank level, or flow is low, the discharge temperature is high or the suction temperature is low.

Tag No.

IAS

PSL202

-

Description Low suction common pressure alarm/trip Set point : 850 mbar

TSL1

-

No.1 Vac. pump suction temperature low/trip Set point : -55°C

TSH2

-

No.1 Vac. pump disch. temperature high/trip Set point : +170°C

VP002

XA

No.1 Vac. pump common trip alarm

FSL1

-

No.1 Vac. pump CW outlet flow low trip

LSL1

-

TSL101

-

No.1 Vac. pump oil tank level trip No.2 Vac. pump suction temperature low trip Set point : -55°C

TSH102

-

No.2 Vac. pump discharge temperature high trip Set point : +170°C

VP004

XA

No.2 Vac. pump common trip alarm

FSL101

-

No.2 Vac. pump CW outlet flow low trip

LSL101

-

No.2 Vac. pump oil tank level trip

Specification Manufacturer: Model: Type: Cooling medium: Outlet temp of CFW: Gas flow capacity: Pump speed: Power: Vacuum pull down: Oil drip feed rate: Bulkhead seal:

MPR industries P100 SV Two horizontal rotary dry vacuum pumps, single staged Deck central FW system 48°C 1,250 m3/h 1,170 rpm 37 kW 200 mbarA 8 drips/m Flexibox

1 - 28

a)

Open the fresh water cooling water inlet and outlet at the vacuum pump.

b) Check through the pump drain valve that there is no water in the pump. A sample intake is fitted on the drain valve in order to permit sampling during operation. c)

Vent the pump cooling water lines.

When evacuating the insulation spaces, the secondary barrier space is evacuated to 950 mbarA before the primary barrier space suction isolating valve is opened. Both spaces are then taken down to 200 mbarA. This process ensures that it is not possible to lower the pressure in the primary barrier insulation space without having the same pressure in the secondary barrier insulation. d) Check the pump LO tank level. e)

Ensure the free rotation of the pump.

f)

Operate the manual LO pump and ensure that the oil drips are evident at each sight glass. If the pump has been stopped for more than 24 hours it is essential to turn the rotor by hand 2 or 3 turns before starting the pump to ensure that the blades are not stuck on the cylinder.

g) The vacuum pumps can now be started.

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.8.1a Kongsberg CTS

EER

CCR WORK STATION No.1

NETWORK PRINTER ADAPTER

230 VAC

19"

POINTING DEVICE

230 VAC

CABINET TS8886600 1800x800x600 HxWxD

MOUNTING PLATE WITH:

GLK-100 UNITS EA-COMPUTERS Ex LON REPEATERS UPS POWER SUPPLY

ETHERNET CAT-5 CABLE

CCC

INKJET

NL-190 BACKUP DISPLAY 4x NL196 LEVEL DISPLAY BLOCKING & SIREN OFF SWITCHES BUZZER VIMEX TABLEAU Ref. sheet 004 & 053

230VAC

DOT MATRIX 230VAC

10x 0,75mm2 w/screen

Fixed cable 3m CONNECTION BOX

MCI INTERFACE

EMI FILTER

POWER SUPPLY

Note 6 Note 5

Note 4

230VAC

POWER

24VDC

Note 4 230 VAC

MASTER CLOCK

SYSTEM "B" TO I.A.S. MODBUS RTU, RS485

Ex-LON NETWORK

CAB. NODE

RADAR GLA-100/5

CAB.

Note 1 NODE

STAND PIPE SECTIONS

Note 3

NODE

RADAR GLA-100/5 Note 2

STAND PIPE SECTIONS

HIGH LEVEL ALARM SWITCH

HIGH LEVEL ALARM SWITCH

Note 1: 5 pair twisted 0,5mm2 w/screen

CCR :

CARGO CONTROL ROOM

Note 2: 2 pair 0,75mm2 w/screen

EER :

ELECTRIC EQUIPMENT ROOM

Note 3: 1 pair 0,5mm2 w/screen

CCC :

CARGO CONTROL CONSOLE IN CCR

Note 4: 3x 2,5 mm2

TEMPERATURE SENSORS MN3927

CARGO TANK 4

HAZARDOUS AREA

Note 5

TRANSMITTER GT302 VAPOUR

TRANSMITTER GT302 VAPOUR

TEMPERATURE SENSORS MN3927

SAFE AREA

4-20 mA TRIM-LIST SIGNALS Note 3

TRANSMITTER GT302 ATM

VIMEX CPU UNIT

SYSTEM "A" TO I.A.S. MODBUS RTU, RS485

Note 2

NODE

ALARM OUTPUTS

Note 5: 2 pair 0,5mm2 w/screen Note 6: 2x 1,5mm2

CARGO TANK 1

1 - 29

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

1.8 Custody Transfer System

Patented measuring method

Still Pipe measurement for LNG applications

1.8.1 Radar-Based Level Gauge

The echoes in “the reflection diagram” correspond to the reflected pulses in Pulse Radar. KMSS's unique detection method keeps the echo strength relatively the same regardless of the distance to the liquid inside the measurement range.

P-AC2LNG/XE 011128 12 Kongsberg Maritime Ship Systems AS The gas storage tank is designed to form a closed thermal system for the cargo, and is therefore kept close to the state of saturation. Gas evaporation under this condition is fairly smooth, and a gradual boil-off process as thermal heating of the tank content is very slow.

Measurement Fundamentals (See Illustration 1.8.1a) The Autronica GL-100 Level Gauge consists of the Autronica GLA-100 Level Sensing Unit connected to the Autronica GLK-100 Signal Processing Unit. The Autronica GLA-100 Level Sensing Unit provides a microwave antenna with transmitter and receiver electronics.

Echo strength : Free Space

n atio ens mp Co

The radar is based on the principle of reflectometer. A microwave signal with a centre frequency of 10GHz is emitted from the antenna and directed towards the liquid surface in the tank. A part of this signal is reflected from this surface back to the antenna, and the distance is in principle derived from the time delay of the reflected signal. The phase variation of the reflection coefficient of the radar antenna and the tank is measured and sampled during the frequency sweep. By in principle counting the number of periods of the phase change of the reflection coefficient, the distance to the target can be found. The signal is sampled and converted to digital form. The method utilised to find the number of periods or the frequency of the sampled signal is the Fast Fourier Transforms (FFT), which in principle is a “Spectrum Analyser”. Accordingly the distance to the target is calculated.

On this ship, one (1) still pipe and two (2) thermowell are installed alongside the emergency pump well in each tank. The level measurement accomplished provides an accuracy of ±5 mm over the entire gauging height.

Autronica's echo strength

Minimum level gauging based on the above accuracy is possible to 50 mm from the tank bottom. Ech os

M42-00000.180

tren g

th (1

The display resolution is 1 mm at the workstation and printer.

/R)

Distance

45m

The echo strength in a free space application is reduced by a factor related to 1/R. KMSS's patented detection method maintains the echo strength to be almost constant in the entire measuring range of the radar. This eases the setting of signal threshold to a fixed value.

The radar measures the distance between the radar antenna and the liquid surface, i.e. the tank ullage. With specific data stored in the Signal Processing Unit, the computer can calculate the exact level and volume in the tank. The values are corrected for trim and list. Also, by entering specific density for the carried cargo, the system can calculate the weight.

Echo strength : Still Pipe

Autronica's echo strength

Echo stren gth

M42-00000.180

Distance

High gas vapour density, the mixture of gases and their partial pressures, and the still pipe measuring process, will influence the propagation speed of the microwave signals. All these factors (which is normally not known in detail) have to be compensated for in order to give exact distance measurement. However, KMSS's unique AutroCAL® verification/calibration method uses the specially designed pipe joint signatures for continuous measurement verification /calibration in real time, and combined with accurate temperature measurement, the propagation speed of the radar signal can be calculated, thus giving very accurate readings of the liquid level (ullage). AutroCAL® makes the system independent to the gas mixture and their partial pressures.

ion sat pen Com

KMSS's radar-based level gauging system has a built-in software algorithm for averaging the measured values. This is a sliding averaging which means that the last measured instantaneous value will be more significant than each of the former values, the weighing curve being exponential. This averaging is built-in in order to avoid that liquid surface movements influence the measurement.

In the event of failure of the CTS, the HSH float level gauge may be used for level measurement providing that approval is given by the shore representatives.

45m

The data set in the processor memory, being the result of every single measurement, contains information both about the signature echoes and the echo from the liquid surface. The surveyor can use these signature echoes at any time to verify the accuracy of the system. When using the Autronica system with AutroCAL®, no separate verification pins or mechanical operations are needed to verify the accuracy of the system.

When applied in a still pipe, the pipe will act as a wave-guide for the radar signal and there will be no free space losses. However, ohmic losses will reduce the echo strength. These losses are equally compensated by KMSS's patented detection method.

1 - 30

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Temperature Measuring

Pressure Measuring

Measuring principle

The measuring principle is based on a capacitive pressure transmitter. The transmitter consists of a capacitive pressure-sensing cell together with an electronic unit encapsulated in the transmitter body. A ceramic diaphragm is connected to a solid ceramic substrate via a glass frit. Gold plates at the ceramic diaphragm and the ceramic substrate comprise the capacitor. An applied pressure will deflect the diaphragm and the corresponding change in capacitance will be converted to an output signal by the sensor electronics.

Each cargo tank is fitted with six active and six spare temperature sensor and each reading is recorded. The measuring principle is based on Pt100 temperature sensing element delivered according to IEC 751. The resistor element gives a decreasing resistance value when the ambient temperature increases. Nominal resistance at 0 - 100ºC is 100 – 138.5 ohm. To obtain the required accuracy each temperature sensor is calibrated. Therefore each temperature sensor has a serial no. for identification purposes. Before calibration all sensors are stabilised by varying the temperature from -196ºC and up to room temperature several times. Thereafter each sensor is measured several times at three different temperatures, and a calibration certificate is issued for each sensor. The total accuracy will also take into account the other parts of the system, signal converters, microprocessor, etc.

One Autronica GT302/LNG Pressure Transmitter is installed on each tank to measure the gas vapour pressure. The transmitter will be installed on top of the tank and only the ceramic diaphragm will be exposed to the tank atmosphere. Fastening arrangement for the transmitter can be adapted to the actual installation. Cabling for the pressure transmitters can either be via the temperature sensor cabinet, or via the connection box for the radar sensor.

Each Autronica MN3927/LNG Temperature Sensor consists of a mantle cable made of AISI 316 acid resistant steel of required length. In the lower end the Pt100 element is sealed in a tube while in the upper end there is compression fitting for fastening of the sensor. The sensor cables (four (4) wires cable) are normally connected to terminals in a cabinet on deck. Data is displayed at the workstation with a resolution of 0.01ºC and 0.01ºC on report format.

Flexible stand tails

150

System Readout and Control MN3927T1250 Pt100

11

Compression fitting Acid resistant steel 1/8"NPT (FS4,8-N18)

NOT FASTENED 4,8 Mantle cable,aci resistant steel,AISI316

L +/- 100 (see remark)

MN-3927 Ca.95

8 Element

MN-3927

MN-3927

The Operator Stations are the main presentation unit in the system, and is based upon the Windows NT operating system with redundant high-speed data communication between the various computers and microprocessors in the system. Dedicated process displays are created in conjunction with the customer to provide the best operational environment.

The system is operated with «track-ball» connected to the Operator Station. From the Main Menu, the selection of each sub-menu can be done. Pop-up windows for parameter values and alarm limit settings are displayed on the screen. Main functions of the Operator Station: • • • • • • • •

Handling of alarms and failures Configuration of the system Storage of measured parameter values Calculation using measured parameter values Logging of History/Trend Generation/Printout of customised CTS reports Graphic presentation of all relevant data System interface to IAS

Data available on the screen: • • • • • • • • • • • • • • • • •

Cargo tank name Cargo tank liquid ullage/level Cargo tank liquid volumes (total, individual and group) Cargo tank discharge and loading rate (total, individual and group) Cargo tank liquid weight (total, individual and group) Cargo tank temperature (average liquid, average vapour, individual) Cargo tank vapour pressure Trim, List and Draft ATM (atmospheric pressure) Misc. level, temperature and pressure readings Alarms Faults/Diagnosis Trend curves Clock Configuration data Parameter settings Misc. Reports

The Operator Stations are normally situated in the Cargo Control Room, where the operator can monitor the data and control all essential operating parameters. A number of Operator Stations can be connected in a network to provide several operator consoles at different locations onboard. Alarms are handled continuously in the background; ensure that the operator is immediately alerted if any alarm limits are exceeded. Failures that may occur in the system are immediately reported on the screen. Reports on failures and alarms, as well as history/trend reports on level, volume, vapour pressure and temperature are logged and stored and can be printed out at any time. Customised reports are also available.

1 - 31

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Independent High level Alarm System (Sub-supplier : Vimax)

1.8.2 System Readout and Control

Two(2) independent high level sensors are installed in the tops of each cargo tank. The extreme high level sensor is mounted at the 99% volume level and the high level sensor is mounted at the 95% volume level. The extreme high level sensor activates the ESD system and alarm. The high level sensor sends an alarm signal.

Operator Station with Presentation Program

Alarm monitoring for level shall be configured as follows : Alarm

Signal From

Alarm Monitoring

Related Safety Blocking of Device Alarm

Blocking Status Indication

Alarm Reset

Extreme High Level (99% in volume)

Independent 1. IAS Level sensor 2. CCR console

Alarm & ESDS CCR To be Activated. Console

CCR Console CCR & IAS Console

Very High Level (98.5% In volume)

Main level Gauge

1.IAS

Alarm & Overfill IAS protection To be Activated.

IAS

IAS

High High Level (98% in volume)

Main level Gauge

1.IAS

Alarm only

IAS

IAS

IAS

High Level (95% in volume)

Independent 1. IAS Level sensor 2. CCR console

Alarm only

CCR Console

CCR Console CCR & IAS Console

*) Abbr. IAS : Integrated Automation System ESDS : Emergency Shut down System CCR : Cargo Control Room Alarm Set Point based on Actual Volume Table Issued by ITS/NKKK. Tank No.

100.00%

Volume Height @ -160

99.00%

Volume Height @ -160

98.50%

Volume Height @ -160

98.00%

Volume Height @ -160

95.00%

Volume Height @ -160

No. 1

No. 2

No. 3

21,938.46

40,447.05

40,418.03

26.742

26.737

26.727

21,719.07

40,042.58

40,013.85

26.172

26.298

26.288

21,609.38

39,840.34

39,811.76

25.902

26.085

26.075

21,499.69

39,638.11

39,609.67

25.65

25.876

25.866

20,841.53

38,424.70

38,397.13

24.284

24.696

24.687

No. 4

Total

35,255.33 138,058.86 26.738 34,902.77 136,678.27 26.299 34,726.50 135,987.98 26.086 34,550.22 135,297.68 25.877 33,492.56 131,155.92 24.698

The Operator Stations are the main presentation unit in the system, and is based upon the Windows NT operating system with redundant high-speed data communication between the various computers and microprocessors in the system. Dedicated process displays are created in conjunction with the customer to provide the best operational environment. The Operator Stations are normally situated in the Cargo Control Room, where the operator can monitor the data and control all essential operating parameters. A number of Operator Stations can be connected in a network to provide several operator consoles at different locations onboard. Alarms are handled continuously in the background, ensure that the operator is immediately alerted if any alarm limits are exceeded. Failures that may occur in the system are immediately reported on the screen. Reports on failures and alarms, as well as history/trend reports on level, volume, vapour pressure and temperature are logged and stored and can be printed out at any time. Customised reports are also available. The system is operated with «track-ball» connected to the Operator Station. From the Main Menu, the selection of each sub-menu can be done. Pop-up windows for parameter values and alarm limit settings are displayed on the screen. Main functions of the Operator Station: - Handling of alarms and failures - Configuration of the system - Storage of measured parameter values - Calculation using measured parameter values - Logging of History/Trend - Generation/Printout of customised CTS reports - Graphic presentation of all relevant data - Control functions (Option available when integrated to the IAS by Kongsberg Simrad) Data available on the screen if implemented: - Cargo tank name - Cargo tank liquid level - Cargo tank liquid volumes (total, individual and group) - Cargo tank temperature (average liquid, average vapour, individual) - Cargo tank vapour pressure - Trim, List and Draft - ATM (atmospheric pressure) - Misc. level, temperature and pressure readings - Alarms - Faults/Diagnosis - Trend curves - Clock - Configuration data

1 - 32

- Parameter settings - Misc. Reports - Control functions (Option available when integrated to the IAS by Kongsberg Simrad) On the coming pages a number of screen pictures and reports are shown as examples.

Display’s in the System Main Menu

At the bottom of the main menu screen, the operator can call the different functions/displays in the system uses the function buttons. The menu/function buttons correspond too directly to the keys (F1-F12) on the keyboard and Shift + F1-F12. To fully operate the presentation program NL-300 / CTS a mouse or trackball is required. Pointing on actual key with the mouse and click can also activate the menu/function buttons. To simplify the instruction the term “click on the function” is used as a short form for “point on the function and click with the left mouse/trackball button”. This presentation gives only a brief introduction to the NL-300 / CTS program. For more detail documentation and description of the different functions in the system. See the User’s Manual NL-300 / CTS

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

“Click on” the CTS and the picture that appears on the screen will be as below.

CTS activity, details of all the parameter of the chosen tank is displayed. In this display the buttons “START LOADING / UNLOADING will activate the logging of the system.

The “ACTIVITY” window will change as shown in the next display. In the upper part of the display there is a button for each tank. This makes it easy to shift between the different tanks for information.

The picture gives the operator an “overview” of all the Cargo tanks. By “Click on” the Cargo tank Name button, the following display will appear on the screen:

When the activity is started a submenu will show in the display. Text header that shall be displayed in the CTS report is inserted.

When the LOADING / UNLOADING is completed, “click on” the “STOP LOADING” button then “click on” the REPORTS. A submenu will then appear in the display.

Detailed information of the tank parameter is displayed. Moving from one tank to another is easily done by “Clicking on” the arrows beside the tank name. “Clicking on” the CTS activity button a new display will appear on the screen.

After inserting the text and start the logging “click on” OK. The “NO ACTIVITY” will change to “LOADING” and a green lamp will start blinking.

In the REPORT menu select what further action to be done with the report.

1 - 33

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

To get back to the MAIN MENU “click on” the button “MAIN MENU”. “Click on” the button “SETUP CONFIG” to enter this display the user will be requested a password. After inserting password the following menu will appear on the screen.

After selected “SET IN AUTOMATIC” or “SET NEW VALUES” the system returns back to the menu display. A new selection of function can then be made. If the operator selects “TEMP SENSOR CTS” the following display will come on the screen.

Selecting the “CARGO TANKS” the below display will come on the screen. Changing of ALARM limits in the system can be done in this display.

In this menu different system parameter can be selected and changed. The system also allows the user to enter manual values for some parameters that will be used in stead of automatic read values. If TRIM / LIST is selected the following picture will appear.

Normally two sets of temperature sensors are installed in the tank, one set as spare. In this picture the operator can select what sensors that shall be used in the CTS calculation on the different tank. “Click on” “PREV MENU” will return to “CONFIG MENU” If “TEMP SENSORS MAN.SET” is selected the following display will show. In this display manually entered values can be inserted and used in the system.

“Click on” the “CARGO TANK DETAILS” in the config set up menu the following display will show. This picture gives information of radar parameter setting.

Manually values for TRIM / LIST can be inserted and used in the system.

1 - 34

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT Next button in the config. menu is “CALIBRATION VAPOUR” if the operator is sure that the vapour pressure transmitter is ventilated to ATM pressure, the sensor can be 0 adjusted in this display. First the sensor must be reset, and then new offset can be set and afterwards execute the setting.

Cargo Operating Manual

Back in “MAIN MENU” “Click on” the “CARGO TANKS” a display giving overview of all the tanks in the system will come on the screen.

Returning back to the MAIN MENU “click on” the “SETUP CARGO” the display will be as follow:

The operator has the possibility to setup groups of tanks that he wants information from. One tank can be displayed in different groups if selected. “Click on” the group name of which group you want to setup. “Click on” the tank you want to appear in selected group, and then the tank name will be displayed in the group “box”. When finish “Click on” the “CARGO GROUPS” button then next display is shown on the screen.

For more details of the rest of the functions in NL-300 / CTS. See the Users manual.

1 - 35

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Computer Cargo Record Sheets

CUSTODY TRANSFER MEASUREMENT DATA

CUSTODY TRANSFER MEASUREMENT DATA

BEFORE LOADING SHIP NAME DATE(YYYY/MM/DD) LOCAL TIME(HH:MM) PORT NAME CARGO NO. GAS OFFICER TRIM(m) LIST(°C)

LNG BERGE EVERETT 2002-11-25 20:05 Namsos 11L Meg 0.56 B/H 0.49 STBD

AFTER LOADING

Atm. Press Ambient tmp

1019 mbar 30.0 °C

SHIP NAME DATE(YYYY/MM/DD) LOCAL TIME(HH:MM) PORT NAME CARGO NO. GAS OFFICER TRIM(m) LIST(°C)

Cargo Density 0.4600 Draft fore Draft aft

CT4

1.00 2.00

CT 3

CT 2

Cargo Density 0.4600 Draft fore Draft aft

1.00 2.00

CT 3

CT 2

CT1

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.036 0.038 0.000

0.020 0.030 0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

0.036 0.038 0.000

0.020 0.030 0.000

0.000

0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000

0.000

0.000

12.10 V 13.94 V 13.99 V 14.07 V 14.04 V 13.99 L

10.58 V 12.26 V 12.31 V 12.38 V 12.22 V 12.44 L

10.22 V 11.66 V 11.71 V 11.74 V 11.77 V 11.86 L

10.69 V 12.87 V 12.87 V 12.89 V 12.96 V 12.87 L

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000

TEMPERATURE (°C.)

AVG. VAPOUR TEMP. (°C.) AVG. VAPOUR TEMP SHIP (°C) AVG. LIQUID TEMP (°C) AVG. LIQUID TEMP SHIP (°C) VAPOUR PRESSURE (mbar) AVG. VAPOUR PRESSURE SHIP (mbar)

1019 mbar 30.0 °C

CT4

0.000 0.000 0.000 0.000 0.000 0.000

CT1

Atm. Press Ambient tmp

LEVEL MEASUREMENTS (m) 1ST 2ND 3RD 4TH 5TH AVERAGE LEVEL (m)

LEVEL MEASUREMENTS (m) 1ST 2ND 3RD 4TH 5TH AVERAGE LEVEL (m)

TOP (VAPOUR) (T1) 95% (T2) 80% (T3) 50% (T4) 10% (T5) BOTTOM (LIQUID) (T6)

LNG BERGE EVERETT 2002-11-25 20:05 Namsos 11L Meg 0.56 B/H 0.49 STBD

TEMPERATURE (°C.) 12.10 V 13.94 V 13.99 V 14.07 V 14.04 V 13.99 L 13.6 12.4 14.0 12.8 84 98 COMPANY

10.58 V 12.26 V 12.31 V 12.38 V 12.22 V 12.44 L

10.22 V 11.66 V 11.71 V 11.74 V 11.77 V 11.86 L

10.69 V 12.87 V 12.87 V 12.89 V 12.96 V 12.87 L

12.0

11.4

12.5

12.4

11.9

12.9

99

101

107

TOP (VAPOUR) (T1) 95% (T2) 80% (T3) 50% (T4) 10% (T5) BOTTOM (LIQUID) (T6) AVG. VAPOUR TEMP. (°C.) AVG. VAPOUR TEMP SHIP (°C) AVG. LIQUID TEMP (°C) AVG. LIQUID TEMP SHIP (°C) VAPOUR PRESSURE (mbar) AVG. VAPOUR PRESSURE SHIP (mbar)

NAME

13.6 12.4 14.0 12.8 84 98 COMPANY

BUYER (S)

BUYER (S)

SELLER (S)

SELLER (S)

MASTER

MASTER

SURVEYOR

SURVEYOR

1 - 36

12.0

11.4

12.5

12.4

11.9

12.9

99

101

107

NAME

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

CUSTODY TRANSFER MEASUREMENT DATA

CUSTODY TRANSFER MEASUREMENT DATA

BEFORE UNLOADING SHIP NAME DATE(YYYY/MM/DD) LOCAL TIME(HH:MM) PORT NAME CARGO NO. GAS OFFICER TRIM(m) LIST(°C)

LNG BERGE EVERETT 2002-11-25 20:05 Namsos 11L Meg 0.56 B/H 0.49 STBD

AFTER UNLOADING

Atm. Press Ambient tmp

1019 mbar 30.0 °C

SHIP NAME DATE(YYYY/MM/DD) LOCAL TIME(HH:MM) PORT NAME CARGO NO. GAS OFFICER TRIM(m) LIST(°C)

Cargo Density 0.4600 Draft fore Draft aft

CT4

1.00 2.00

CT 3

CT 2

Cargo Density 0.4600 Draft fore Draft aft

1.00 2.00

CT 3

CT 2

CT1

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

0.036 0.038 0.000

0.020 0.030 0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

0.036 0.038 0.000

0.020 0.030 0.000

0.000

0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000

0.000

0.000

12.10 V 13.94 V 13.99 V 14.07 V 14.04 V 13.99 L

10.58 V 12.26 V 12.31 V 12.38 V 12.22 V 12.44 L

10.22 V 11.66 V 11.71 V 11.74 V 11.77 V 11.86 L

10.69 V 12.87 V 12.87 V 12.89 V 12.96 V 12.87 L

0.000 0.000 0.000 0.000 0.000 0.000

0.000 0.000 0.000 0.000 0.000 0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000

TEMPERATURE (°C.)

AVG. VAPOUR TEMP. (°C.) AVG. VAPOUR TEMP SHIP (°C) AVG. LIQUID TEMP (°C) AVG. LIQUID TEMP SHIP (°C) VAPOUR PRESSURE (mbar) AVG. VAPOUR PRESSURE SHIP (mbar)

1019 mbar 30.0°C

CT4

0.000 0.000 0.000 0.000 0.000 0.000

CT1

Atm. Press Ambient tmp

LEVEL MEASUREMENTS (m) 1ST 2ND 3RD 4TH 5TH AVERAGE LEVEL (m)

LEVEL MEASUREMENTS (m) 1ST 2ND 3RD 4TH 5TH AVERAGE LEVEL (m)

TOP (VAPOUR) (T1) 95% (T2) 80% (T3) 50% (T4) 10% (T5) BOTTOM (LIQUID) (T6)

LNG BERGE EVERETT 2002-11-25 20:05 Namsos 11L Meg 0.56 B/H 0.49 STBD

TEMPERATURE (°C.) 12.10 V 13.94 V 13.99 V 14.07 V 14.04 V 13.99 L 13.6 12.4 14.0 12.8 84 98 COMPANY

10.58 V 12.26 V 12.31 V 12.38 V 12.22 V 12.44 L

10.22 V 11.66 V 11.71 V 11.74 V 11.77 V 11.86 L

10.69 V 12.87 V 12.87 V 12.89 V 12.96 V 12.87 L

12.0

11.4

12.5

12.4

11.9

12.9

99

101

107

TOP (VAPOUR) (T1) 95% (T2) 80% (T3) 50% (T4) 10% (T5) BOTTOM (LIQUID) (T6) AVG. VAPOUR TEMP. (°C.) AVG. VAPOUR TEMP SHIP (°C) AVG. LIQUID TEMP (°C) AVG. LIQUID TEMP SHIP (°C) VAPOUR PRESSURE (mbar) AVG. VAPOUR PRESSURE SHIP (mbar)

NAME

13.6 12.4 14.0 12.8 84 98 COMPANY

BUYER (S)

BUYER (S)

SELLER (S)

SELLER (S)

MASTER

MASTER

SURVEYOR

SURVEYOR

1 - 37

12.0

11.4

12.5

12.4

11.9

12.9

99

101

107

NAME

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

TRANSFER DOCUMENT OF LOADING

SHIP NAME PORT NAME CARGO NO. GAS OFFICER BEFORE LOADING DATE(YYY/MM/DD) TIME(HH/MM) TRIM(m) LIST(°C)

LNG BERGE EVERETT Namsos 11L Meg 2002-11-25 20:05 0.56 0.49

B/H STBD TANK 4

TRANSFER DOCUMENT OF UNLOADING

Atm. Press Ambient tmp

1019 mbar 30.0 °C

Cargo Density

Draft fore Draft aft TANK 3

LNG BERGE EVERETT Namsos 11L Meg

Atm. Press Ambient tmp

1019 mbar 30.0 °C

0.4600

SHIP NAME PORT NAME CARGO NO. GAS OFFICER

Cargo Density

0.4600

1.00 2.00

BEFORE UNLOADING DATE(YYY/MM/DD) TIME(HH/MM) TRIM(m) LIST(°C)

2002-11-25 20:05 0.56 0.49

Draft fore Draft aft

1.00 2.00

TANK 2

TANK 1

B/H STBD TANK 4

TANK 3

TANK 2

TANK 1

AVERAGE LEVEL (m)

0.000

0.000

0.000

0.000

AVERAGE LEVEL (m)

0.000

0.000

0.000

0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

0.036 0.038 0.000

0.020 0.030 0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

0.036 0.038 0.000

0.020 0.030 0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000 (A)

0.000

0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000 (A)

0.000

0.000

AVG. VAPOUR TEMP. (°C) AVG. VAPOUR TEMP. SHIP (°C) AVG. LIQUID TEMP. (°C) AVG. LIQUID TEMP. SHIP (°C)

13.6 12.4 14.0 12.8

12.0

11.4

12.5

11.4

12.5

11.9

12.9

13.6 12.4 14.0 12.8

12.0

12.4

AVG. VAPOUR TEMP. (°C) AVG. VAPOUR TEMP. SHIP (°C) AVG. LIQUID TEMP. (°C) AVG. LIQUID TEMP. SHIP (°C)

12.4

11.9

12.9

AFTER LOADING DATE(YYY/MM/DD) TIME(HH/MM) TRIM(m) LIST(°C)

2002-11-25 20:07 0.56 0.49

AFTER UNLOADING DATE(YYY/MM/DD) TIME(HH/MM) TRIM(m) LIST(°C)

B/H STBD TANK 4

TANK 3

TANK 2

2002-11-25 20:07 0.56 0.49

TANK 1

B/H STBD TANK 4

TANK 3

TANK 2

TANK 1

AVERAGE LEVEL (m)

0.000

0.000

0.000

0.000

AVERAGE LEVEL (m)

0.000

0.000

0.000

0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

0.036 0.038 0.000

0.023 0.029 0.000

TRIM CORRECTION (m) LIST CORRECTION (m) CORRECTED LEVEL (m)

0.031 0.038 0.000

0.036 0.038 0.000

0.036 0.038 0.000

0.023 0.029 0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000 (B)

0.000

0.000

LIQUID VOLUME (m3) TOTAL LIQUID VOLUME (m3)

0.000 0.000

0.000 (B)

0.000

0.000

AVG. VAPOUR TEMP. (°C) AVG. VAPOUR TEMP. SHIP (°C) AVG. LIQUID TEMP. (°C) AVG. LIQUID TEMP. SHIP (°C)

13.6 12.4 14.0 12.8

12.0

11.4

12.5

11.4

12.5

11.9

12.9

13.6 12.4 14.0 12.8

12.0

12.4

AVG. VAPOUR TEMP. (°C) AVG. VAPOUR TEMP. SHIP (°C) AVG. LIQUID TEMP. (°C) AVG. LIQUID TEMP. SHIP (°C)

12.4

11.9

12.9

SUMMARY

SUMMARY

TOTAL LIQUID VOLUME TRANSFER (m3) COMPANY

0.000

(B-A)

ROUND

0

TOTAL LIQUID VOLUME TRANSFER (m3)

NAME

COMPANY

BUYER (S)

BUYER (S)

SELLER (S)

SELLER (S)

MASTER

MASTER

SURVEYOR

SURVEYOR

1 - 38

0.000

(A-B)

ROUND

0

NAME

Part 1 Cargo and Ballast System

LNGC BERGE EVERETT

Cargo Operating Manual

Illustration 1.8.3a Float Level Gauge

LOCAL LEVEL INDICATOR 806 LEVEL GAUGE U

P

806 LEVEL GAUGES

1

8" X 6" REDUCER

2

FLOAT

3

FLOAT

UP

UP

1 2 3 4 5 6 7 8

4

FLOAT

FLOAT

UP

1 2 3 4 5 6 7 8

UP

1 2 3 4 5 6 7 8

1 2 3 4 5 6 7 8

INSPECTION COVER 8" X 8" X 8" TEE SAMPLING INTAKE VALVE

HAZARDOUS AREA 8" GATE VALVE

ALARM OUTPUTS

SIGNAL OUTPUTS

LEVEL ALARM OUTPUTS RL 1

WEATHER DECK

ALARM OUTPUTS

COM NC NO

SIGNAL OUTPUTS

INSULATION PIPE

RL 4

RL 1

RL 2

RL 3

RL 4

RL 1

RL 2

RL 3

COM NC NO

COM NC NO

COM NC NO

COM NC NO

COM NC NO

COM NC NO

COM NC NO

COM NC NO

COM NC NO

COM NC NO

4-20 mA

ALARM OUTPUTS

LEVEL ALARM OUTPUTS

RL 3

SIGNAL OUTPUTS RL 4

COM NC NO

4-20 mA

LEVEL ALARM OUTPUTS RL 1

RL 2

RL 3

COM NC NO

COM NC NO

COM NC NO

HENRI SYSTEMS HOLLAND BV

HENRI SYSTEMS HOLLAND BV

AMTG 821/02 REMOTE LEVEL INDICATOR

AMTG 821/02 REMOTE LEVEL INDICATOR

AMTG 821/02 REMOTE LEVEL INDICATOR

AMTG 821/02 REMOTE LEVEL INDICATOR

Circuit [EEx ia] IIC Approval no : KEMA nr. Ex-93C7922 Sensor output : U