PETRONET Cargo Operating Manual LNGC DISHA (H2210)
LNGC DISHA Issue and Update Control .................................................................................. 2 Cargo Machinery Symbols and Colour Scheme .............................................. 3 Part 1 Design Concept of Vessel 1.1 Principal Particulars...........................................................................1 - 1 1.1.1 Principal Particulars of the Ship ............................................. 1 - 1 1.1.2 Principal Particulars of Cargo Machinery............................... 1 - 3 1.1.3 Maker List............................................................................... 1 - 4 1.1.4 General Arrangement .............................................................. 1 - 6 1.1.5 Tanks and Capacity Plan ......................................................... 1 - 7 1.2 Rules and Regulations .......................................................................1 - 8 1.3 Design Concept of the Cargo System ..............................................1 - 12 1.3.1 Cargo Containment System Principle ................................... 1 - 12 1.3.2 Membrane Cargo Containment............................................. 1 - 14 1.3.3 Deterioration or Failure ........................................................ 1 - 19 1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 21 Part 2 Properties of LNG 2.1 Physical Properties, Composition and Characteristics of LNG .........2 - 1 2.2 Characteristics of LNG ......................................................................2 - 4 2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures ....2 - 4 2.2.2 Supplementary Characteristics................................................2 - 5 2.2.3 Properties of Nitrogen and Inert Gas ......................................2 - 6 2.2.4 Avoidance of Cold Shock to Metal .........................................2 - 8 2.3 Health Hazards ..................................................................................2 - 9 Part 3 Integrated Automation System (IAS) 3.1 General ..............................................................................................3 - 4 3.2 IAS Overview ....................................................................................3 - 5 3.3 IAS Function Operation.....................................................................3 - 7 3.4 IAS Mimics........................................................................................3 - 9 Part 4 Cargo and Ballast System 4.1 Cargo Containment System ............................................................... 4 - 2 4.2 Cargo Piping System ......................................................................... 4 - 3 4.2.1 Liquid Line ............................................................................. 4 - 3 4.2.2 Vapour Line............................................................................. 4 - 3 4.2.3 Spray Line............................................................................... 4 - 4 4.2.4 Gas Line (One Tank Operation).............................................. 4 - 4 4.2.5 Fuel Gas Line.......................................................................... 4 - 4 4.2.6 Vent Line................................................................................. 4 - 4 4.2.7 Inerting/Aeration Line ............................................................ 4 - 4 4.3 Cargo Pumps.................................................................................... 4 - 10 4.3.1 Main Cargo Pumps ............................................................... 4 - 12 4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14 4.3.3 Emergency Cargo Pump ....................................................... 4 - 16 4.4 Cargo Compressors.......................................................................... 4 - 18 4.4.1 HD Compressors................................................................... 4 - 18 4.4.2 LD Compressors ................................................................... 4 - 22 4.5 H/D & L/D Gas Heater .................................................................... 4 - 26 4.6 LNG Vaporizer................................................................................. 4 - 28 4.7 Forcing Vaporizer ............................................................................ 4 - 30 4.8 Vacuum Pumps ................................................................................ 4 - 32
Cargo Operating Manual 4.9 Custody Transfer System .................................................................4 - 35 4.9.1 Custody Transfer System ......................................................4 - 35 4.9.2 CTS Operation ......................................................................4 - 37 4.9.3 HSH Float Level Gauge ........................................................4 - 44 4.9.4 Trim-List Indicator................................................................4 - 46 4.10 Nitrogen Production System ..........................................................4 - 48 4.11 Inert Gas and Dry Air Generator ....................................................4 - 50 4.12 Fixed Gas Detection System ..........................................................4 - 52 4.13 Cargo & Ballast Valve Control System..........................................4 - 58 4.13.1 Cargo Valve Control System ...............................................4 - 58 4.13.2 Ballast Valve Control System..............................................4 - 60 4.14 Relief Systems ...............................................................................4 - 62 4.14.1 Cargo Tank Relief Valves....................................................4 - 62 4.14.2 Primary and Secondary Insulation Space Relief Valves......4 - 62 4.14.3 Line Relief Valves ...............................................................4 - 62 4.15 Ballast Piping System ....................................................................4 - 64 4.15.1 General Description ............................................................4 - 64 4.15.2 Ballast Water Management (Ballast Exchange) ..................4 - 65 4.16 Loading Computer .........................................................................4 - 70 4.16.1 ON-Line and OFF-Line Mode ............................................4 - 70 4.16.2 Software Configuration.......................................................4 - 70 4.16.3 Explanation of the Ship Manager Screen ............................4 - 71 4.17 Portable Gas Detector ....................................................................4 - 72 4.17.1 Portable Combination Gas Detector....................................4 - 72 4.17.2 Portable Methane Gas Detector ..........................................4 - 73 4.17.3 Portable Oxygen Monitor....................................................4 - 74 4.17.4 Portable CO2 Analyzer .......................................................4 - 75 4.17.5 Dew Point Meter .................................................................4 - 76 Part 5 Cargo Auxiliary and Deck System 5.1 Temperature Monitoring System........................................................5 - 3 5.2 Insulation Space Nitrogen Control System ........................................5 - 5 5.3 Cofferdam Heating System................................................................5 - 8 5.3.1 Glycol Water Heater................................................................5 - 8 5.3.2 Cofferdam Heating System ...................................................5 - 10 5.3.3 Hull Ventilation .....................................................................5 - 12 5.4 Fire Fighting System........................................................................5 - 14 5.4.1 Fire and Deck Wash System..................................................5 - 14 5.4.2 Water Spray System ..............................................................5 - 16 5.4.3 Dry Powder System ..............................................................5 - 18 5.4.4 CO2 System...........................................................................5 - 22 5.4.5 Fire Detection System...........................................................5 - 23 5.5 Auxiliary F.W. Cooling System........................................................5 - 28 Part 6 Cargo Operations 6.1 Insulation Space Tests........................................................................6 - 2 6.2 Post Dry Dock Operation...................................................................6 - 4 6.2.1 Insulation Space Inerting ........................................................6 - 4 6.2.2 Drying Cargo Tanks ................................................................6 - 8 6.2.3 Inerting Cargo Tanks.............................................................6 - 10 6.2.4 Gassing-up Cargo Tanks .......................................................6 - 12 6.2.5 Cooling Down Cargo Tanks ..................................................6 - 16
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6.3 Ballast Passage................................................................................ 6 - 18 6.3.1 Cooling Down Tanks prior to Arrival....................................6 - 20 6.3.2 Spraying During Ballast Voyage ...........................................6 - 22 6.4 Loading ........................................................................................... 6 - 24 6.4.1 Preparations for Loading .......................................................6 - 24 6.4.2 Cargo Lines Cool Down........................................................6 - 24 6.4.3 To Load Cargo with Vapour Return to Shore ........................6 - 28 6.4.4 Nitrogen Set-up During Loading...........................................6 - 32 6.4.5 De-Ballasting.........................................................................6 - 34 6.5 Loaded Voyage with Boil-Off Gas Burning .................................... 6 - 36 6.5.1 Normal Boil-Off Gas Burning...............................................6 - 36 6.5.2 Forced Boil-Off Gas Burning................................................6 - 38 6.6 Discharging with the Gas Returning from the Shore ...................... 6 - 40 6.6.1 Preparations for Unloading ...................................................6 - 40 6.6.2 Liquid Line and Arm Cool Down before Discharging ..........6 - 43 6.6.3 Discharging ...........................................................................6 - 46 6.6.4 Ballasting...............................................................................6 - 50 6.7 Pre-Dry Dock Operations................................................................ 6 - 52 6.7.1 Stripping and Line Draining..................................................6 - 52 6.7.2 Tank Warm Up ......................................................................6 - 54 6.7.3 Inerting ..................................................................................6 - 56 6.7.4 Aeration .................................................................................6 - 58 Part 7 Emergency Procedures 7.1 Vapour Leakage................................................................................. 7 - 2 7.2 Liquid Leakage ................................................................................. 7 - 3 7.3 Water Leakage to Barrier Space ........................................................ 7 - 6 7.4 Fire and Emergency Breakaway........................................................ 7 - 6 7.5 Emergency Cargo Pump Installation................................................. 7 - 8 7.6 One Tank Operation ........................................................................ 7 - 12 7.6.1 Warm Up (No.3 Tank) ...........................................................7 - 12 7.6.2 Inerting ..................................................................................7 - 14 7.6.3 Aeration .................................................................................7 - 16 7.6.4 Drying and Inerting ...............................................................7 - 18 7.6.5 Gassing-up Cargo Tank .........................................................7 - 20 7.6.6 Cool Down ............................................................................7 - 22 7.7 Ship to Ship Transfer....................................................................... 7 - 23 7.8 Jettisoning of Cargo ........................................................................ 7 - 24 Part 8 Ship-Shore Item 8.1 General.............................................................................................. 8 - 1 8.1.1 Particulars of Deck Machinery............................................... 8 - 1 8.2 Mooring Facilities ............................................................................. 8 - 5 8.2.1 Performance of Mooring Facilities......................................... 8 - 5 8.2.2 Hydraulic Power System for Deck Machinery....................... 8 - 5 8.2.3 Mooring Arrangements for the LNG Terminal....................... 8 - 6 8.3 Location of Manifold and Details ................................................... 8 - 10 8.4 Location of Landing Area for Shore Gangway ............................... 8 - 12 8.5 Emergency Shutdown and Cargo Tank Protection Scheme ............ 8 - 17 8.6 Ship Shore Link .............................................................................. 8 - 22 8.7 Mooring Load Monitoring System.................................................. 8 - 25
Issue and Update Control
LNGC DISHA
Cargo Operating Manual
Issue and Update Control
Safe Operation
Illustrations
This manual was prepared by:
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. These are detailed in the various manuals available on board. However, records show that even experienced operators sometimes neglect safety precautions due to too much familiarity with the ship’s operation. Therefore, the following basic rules must be remembered at all times.
All illustrations are explained in the text and are located either within the 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 the text concerning an illustration covers several pages, the illustration is duplicated above each page of text.
PENTATECH CO., LTD. For any new issue or update, please contact: Ansan Business Incubator, 932, Wongok-Dong, Danwon-Gu, Ansan-Si, Gyeonggi-Do, Korea E-Mail:
[email protected]
1. Never continue to operate any machine or equipment that appears to be potentially unsafe or dangerous. Always report such a condition immediately. 2. Make a point of testing all safety equipment and devices regularly.
Although the ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no single handbook that provides guidance on complete operating systems.
3. Never ignore any unusual or suspicious circumstances, no matter how trivial. Minor symptoms often appear before a major failure occurs.
The purpose of this manual is to fill some of these gaps and to provide the ship’s officers with additional information that is not usually 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.
4. Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour.
In addition to containing detailed information of the machinery and related systems, the machinery manual provided by each vendor, contains safety procedures, and procedures to be observed in emergencies and after accidents. Used in conjunction with the SMS MANUAL, this information is designed to ensure the safety and efficient operation of the ships. For quick reference to the relevant information, the manual has been subdivided into Parts and Sections, which are detailed in the general list of contents in the preceding pages.
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. The details of colour coding used in the illustrations are defined in the colour scheme. The symbols used in the manual adhere to international standards, and keys to the symbols used throughout the manual are given on the following pages. Notices The following notices occur throughout this manual:
5. Never start a machine remotely from the control room without checking visually if the machine can be operated 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.
Warning Warnings are given to draw the reader’s attention to operation where danger to life or limb may occur. ! Caution Cautions are given to draw the reader’s attention to operations where danger to life or limb may occur. Note ! Notes are given to draw the reader’s attention to points of interest or to supply supplementary information.
Description This book draws reference and other information from appropriate plans or instruction books. For more information, please refer to: 1) Books and Publications contained in the SMS Directory 2) SMS Manual In many cases, the best operating practice can only be learnt by experience. Where the information in this manual is found to be inadequate or incorrect, details should be sent to the Hull Piping Design Team of DSME, so that revisions may be made to the manuals of other ships of the same class.
The concept of this Cargo Operating Manual is based on the presentation of operating procedures in the form of one general sequential chart (algorithm) which gives a step-by-step procedure for performing operations. The manual consists of introductory sections, which describe the systems and equipment that are fitted and their method of operation, related to a schematic diagram, where applicable. This is then followed, where required, by the detailed operating procedures for the system or for the equipment involved. The overview of machinery operations consists of a basic operating algorithm, which sets out the complete procedure for operations, ranging from preparing the plant for operation from dead ship condition, to shutting down the plant in readiness for dry dock. Each machinery operation consists of a detailed introductory section, which describes the objectives and the methods of performing the operation related to the appropriate flow sheet shows the pipelines in use and the directions of flow within the pipelines. The details of valves, which are OPEN during the different operations/functions are provided in the text for reference.
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Issue and Update Control
LNGC DISHA
Cargo Operating Manual
Cargo Machinery Symbols and Colour Scheme STANDARD SYMBOL VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT SYMBOL
DESCRIPTION
SYMBOL
B'FLY LUG TYPE
DESCRIPTION
SYMBOL
OPEN
CLOSE
SYMBOL FM
SEPARATOR
QUICK CLOSING WIRE (STR/ANG) H
DESCRIPTION
FLOW METER
SPECTACLE FLANGE (NORMAL OPENED/CLOSED)
HORN
B'FLY FLANGE TYPE
REM. HD. B'FLY WAFER
ORIFICE PLATE
EJECTER
BALL FULL BORE SOLID
REM. HYD. B'FLY FLANGE
SPOOL PIECE
AUTO FILTER
BALL 3-WAY (T - TYPE/L - TYPE)
SELF CLOSING SPRING (STR./ANG)
AIR VENT GOOSE NECK PIPE
PORTABLE TANK
COCK 2-WAY
SAFETY (STR./ANG)
AIR VENT GOOSE NECK (FLOAT/SCR.)
HULL TANK
COCK 3-WAY ( T - TYPE/L - TYPE)
STORM VERT. SWING CHECK STR.
AIR VENT (FLOAT/FLOAT SCR.)
CENTRIFUGAL PUMP
FLOW CONT. BALL FLOAT
STORM VERT. SWING CHECK STR.
SOUNDING CAP SELF CLOS'G WEIGHT WITH SELF CLOS'G COCK
GEAR PUMP
FLOW CONT. BALL FLOAT CHECK
TEMP. CONROL 2-WAY WAX
SOUNDING CAP NORMAL
HAND PUMP
FLOW CONT. 2-WAY DISC/DIAPHRAGM
TEMP. CONTROL 2-WAY PNEU.
SOUNDING CAP DK PIECE
SCREW PUMP
GLOBE (STR./ANG)
TEMP. CONTROL 3-WAY WAX
SOUNDING CAP SELF CLOS'G WEIGHT PEDAL WITH SELF CLOS'G COCK
MONO PUMP
GLOBE SDNR (STR./ANG)
TEMP. CONTROL 3-WAY ROTARY PISTON
FILLING CAP
PISTON PUMP
SOLENOID 2-WAY (STR.)
TEMP. CONTROL 2-WAY ROTARY PISTON
MUD BOX (ANG./STR.)
VISC. CONTROLLER
GATE NON-RISING
TEMP. CONTROL 3-WAY ROTARY PISTON WITH HANDLE
ROSE BOX
F.W FOUNTAIN
H
HOSE GLOBE (STR./ANG)
GLOBE SDNR WITH HOSE CONNECTOR (STR/ANG) MAGNETIC 2-WAY (STR./ANG)
MAGNETIC 3-WAY
H
WS
WS H WS
REM. HYD. B ' FLY WAFER PISTON WITH HANDLE
WASH BASIN LEVEL GAUGE WITH VALVE (FLAT/CYLINDRICAL TYPE)
WATER SEAL GATE
NON-RETURN FLAP
BELL MOUTH
NON-RETURN SWING
BLANK FLANGE
P
H
P
H
RGB (0, 0, 255)
STRIP LINE
RGB (0, 255, 255)
VAPOUR LINE
RGB (226, 0, 255)
GAS LINE
RGB (253, 253, 0)
STEAM LINE
RGB (255, 0, 0)
N2 LINE
RGB (255, 89, 0)
IG LINE
RGB (74, 74, 74)
LO LINE
RGB (255, 218, 0)
FO LINE
RGB (0, 0, 0)
GLY. W. LINE
RGB (0, 255, 175)
SEA W. LINE
RGB (0, 255, 0)
F.W LINE
RGB (0, 0, 255)
HYD. OIL LINE
RGB (255, 0, 168)
DO LINE
RGB (255, 135,0)
COND. LINE
RGB (0, 0, 255)
AIR LINE
RGB (128, 159, 255)
BILGE LINE
RGB (0, 255, 0)
COLLER PLATE TYPE LEVEL GAUGE (DIAL FLOAT/FLOAT) TYPE OR
MAKER SUPPLY
STEAM TRACING AND INSULATION LEVEL GAUGE WITH VALVE (DIAL TYPE)
NON-RETURN LIFT (STR./ANG)
CARGO LINE
SHELL/TUBE TYPE HEAT EXCH.
WATER SEAL GLOBE (STR)
WATER SEAL REM. ELEC. B ' FLY WATER WITH HANDLE
Symbol Colour
DESCRIPTION
REM. HYD. B'FLY LUG
B'FLY WAFER TYPE
S
STANDARD SYMBOL VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT
INSULATION
BOSS AND PLUG
SIGHT GLASS
HYD. OIL PIPE
NON-RETURN BALL WITHOUT SPRING
DRESSER COUPLING
STRAINER Y-TYPE
CONTROL AIR PIPE
NEEDLE STR.
SLEEVE COUPLING
STRAINER SIMPLEX
CAPILLARY TUBE
LOCK (OPEN/CLOSE)
BELLOWS COUPLING
STRAINER DUPLEX
ELECTRIC CABLE
NEEDLE 3-WAY TEST
NOZZLE
STEAM TRAP FLOAT TYPE
DECK
PRESS. CONT. PRIMARY PNEU.
FLEXIBLE HOSE
STEAM TRAP DISC TYPE WITH V/V
PRESS. CONT. REDUCING PNEU.
HOPPER
FILTER REGULATOR
LOCAL INSTRUMENT
PRESS. CONT. REGULAT'G
OVERBOARD
STEAM TRAP BIMETAL TYPE
REMOTE CONTROL INSTRUMENT
QUICK CLOSING PNEU. (STR/ANG)
REDUCER
SEAL POT TANK SIPHON
QUICK CLOSING HYD. (STR/ANG)
BRANCH
LOOP SEAL PIPE SIPHON
5
XS
AUX. SWITCH
Symbols and Colour Scheme
Part 1 Design Concept of Vessel 1.1 Principal Particulars...........................................................................1 - 1 1.1.1 Principal Particulars of the Ship ............................................. 1 - 1 1.1.2 Principal Particulars of Cargo Machinery............................... 1 - 3 1.1.3 Maker List............................................................................... 1 - 4 1.1.4 General Arrangement .............................................................. 1 - 6 1.1.5 Tanks and Capacity Plan ......................................................... 1 - 7 1.2 Rules and Regulations .......................................................................1 - 8 1.3 Design Concept of the Cargo System ..............................................1 - 12 1.3.1 Cargo Containment System Principle ................................... 1 - 12 1.3.2 Membrane Cargo Containment............................................. 1 - 14 1.3.3 Deterioration or Failure ........................................................ 1 - 19 1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 21
Part 1 Design Concept of the Vessel
LNGC DISHA Part 1 : Design Concept of Vessel
Cargo Operating Manual Design speed
1.1 Principal Particulars 1.1.1 Principal Particulars of the Ship Shipbuilder
Yard Number Ship Name Delivered Nationality Port of Registration Call Sign Inmarsat-B I.D. TEL TEL TEL TEL TEL TEL FAX DATA HSD TELEX Type of Cargo Type of Ship Stem Stern Navigation Classification
Daewoo Shipbuilding and Marine Engineering Co., Ltd. Okpo Shipyard Republic of Korea 2210 DISHA 2004 Malta Valletta 9HSJ7
321 553 310 Wheel House 321 553 314 Captain 321 553 315 Radio Space 321 553 316 Cargo Control Room 321 553 317 Auto Telephone 321 553 318 321 553 311 321 553 312 391 036 850 321 553 313 LNG Segregated Ballast LNG Carrier Bulbous Bow and Raked Stem Transom Ocean Going Bureau Veritas : I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship type 2G (-163 °C 500 kg/m3 0.25 bar ), Unrestricted Navigation, +VeriSTAR-HULL, + AUT-UMS, + SYSNEQ-1, + MON-SHAFT, INWATERSURVEY IRS (Indian Registry of Shipping) Length Overall 277.0 m Length Between Perpendiculars 266.0 m Breadth Moulded 43.4 m Depth Moulded 26.0 m Design Draught 11.4 m Scantling Draught 12.5 m Cargo Tank Capacity 138,097 m3 Gross tonnage 94058 Tons Net tonnage 28217 Tons Freeboard 8773 mm from deck (Sunken deck) Displacement 100149 Tons at the design draft of 11.4 m Deadweight 70151 Tons at the design draft of 11.4 m
Ballast Draft Cargo Tank Safety Valve Insulation Safety Valve Fuel Oil Consumption per day Guaranteed boil-off rate
19.6 knots with 90% MCR, with 21% sea margin 20.5 knots with 90% MCR, without sea margin 9.4 m 25 kPag 1 kPag 166.8 Tons per day. 0.15% per day
Steering gear Maker Type No. of Sets Torque Hyd. Pump capacity Motor Ballast stripping eductor Type
Main Turbine Maker No. of Sets Type Output Steam Pressure Steam Temperature
Kawasaki 1 UA-306 MCR 36,000 PS (88 RPM) NCR 32,400 PS (85 RPM) 5.88 MPag (60 kgf/cm2G) 510ºC
Main Boiler Maker No. of Sets Model Max. Evaporation Nor. Evaporation Max. Steam Condition Nor. Steam Condition
Mitsubishi Heavy Industries Ltd. 2 MB-4B-NS 63,000 kg/h 54,000 kg/h 6.81 MPag /515ºC 6.61 MPag /515ºC
Turbo generator Make Type
Mitsubishi Heavy Ind. Horizontal Multi-stage Impulse condensing turbine AT42CT-B 2 3450 kW
No. of Sets Capacity Diesel generator Maker Type
STX Corporation 4 stroke Trunk Piston 8L 32/40 1 3664 kW
No. of Sets Capacity EM’CY generator Maker Type
STX Corporation 4 Stroke Water cooled KTA38DMGE 1 850 kW
No. of Sets Capacity
1-1
YooWon Industries Ltd. YSFTX2-380-2(45°) Electro-Hydraulic, 2Ram-4Cyl. 1 3.334kN-m, 340 t-m 386 ltr/min. AC440V, 60HZ, 90kW, 1200 rpm
No. of Sets Capacity
FCD450/SUS316 Nozzle Sea Water Driven Eductor 1 300 m3/hour
Ballast pump Maker Type No. of Sets Capacity
Shinko Ind. Ltd. Vertical Centrifugal 3 3000 m3/hour x 300 MTH.
Windlass Maker Type Sets Capacity
Rolls-Royce BFMC41.102 Electro-Hydraulic 2 49.4 Tons
Mooring winch Maker Type No. of Sets Capacity
Rolls-Royce WMC41030 7 30 Tons
Hose handling crane Maker Type No. of Sets Capacity Provision handling crane Maker Type No. of Sets Capacity
TTS MCV1800-10-24Ex Electro-Hydraulic 2 10 Tons
TTS MCV1800-15-16 Electro-Hydraulic 2 15 Tons
Part 1 Design Concept of the Vessel
LNGC DISHA Anchor Maker Type No. of Sets Weight Anchor chain cable Maker Type
Cargo Operating Manual
Kum Hwa Cast Steel HHP 3 13,350 kg
No. of Sets Dimension
Dai Han Anchor Chain Flash butt welded extra high Strength steel (Grade Q3A) 2 102 mm Dia
Air capstan Maker Type No. of Sets Capacity
Yong Nam Marine Mach. Pneumatic type 4 0.5 Tons X 25 m/min.
Fire wire reel Maker Type No. of Sets Wire Rope Size
Yong Nam Marine Mach. Air motor driven type 2 38 mm Dia. X 90 m
Accommodation ladder Maker Type No. of Sets
Sam Gong Co., Ltd. Vertical self stowing type 2
Mooring Rope Type No of Sets Size
6 X 36 IWRC Galv’d 20 + 2(SPARE) 42 mm Dia. X 275 m
1-2
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
1.1.2 Principal Particulars of Cargo Machinery Main Cargo Pumps Type; Capacity: No. of sets: Spray/Stripping Pumps Type: Capacity: No. of sets:
Shinko SM350 Rated at 1,650 m3/h x 177 m 8 (2 per cargo tank)
Shinko SM65-2 Rated at 50 m3/h x 160 m 4 (1 per cargo tank)
Emergency Cargo Pumps Type: Shinko SMR200 Capacity: Rated at 550 m3/h x 175 m No. of sets: 1 HD. Compressor Type: Capacity: No. of sets:
Cryostar CM 400/55 32,000 m3/h x 203 kPag 2
LD. Compressor Type: Capacity: No. of sets:
Cryostar CM 300/45 8,000 m3/h x 196 kPag 2
LNG Vapourizer Type: Mass flow Heating: No. of sets:
Cryostar 65-UT-38/34-5.9 10,788 kg/h Steam at 700 kPag 1
Forcing Vapourizer Type: Mass flow: Heating: No. of sets:
Cryostar 34-UT-25/21-3.6 6,790 kg/h Steam at 800 kPag 1
High Duty Gas Heaters Type: Mass flow: Heating: No. of sets:
Cryostar 108-UT-38/34-3.8 22,600 kg/h Steam at 700 kPag 1
Low Duty Gas Heaters Type: Mass flow: Heating: No. of sets:
Cryostar 21-UT-38/34-3.2 7,906 kg/h Steam at 700 kPag 1
Mist Separator Type: Mass flow: No. of sets:
Cryostar VMS-10/12-1000 5,800 kg/h 1
Vacuum Pumps Type: Capacity: No. of sets:
MPR industries P100 1,250 m3/h 2
Steam Heater for Glycol Water Type: BEU 323-1800 Capacity: 130L (steam) / 57L (glycol) Heating: Steam at 700 kPag No. of sets: 2 Electric Heater for Glycol Water Type: TB100E Capacity: 80 kW x 440V Heating: Electric No. of sets: 1 Nitrogen Generator Type: Capacity: Dew point: Outlet pressure(min/max): No. of sets:
Air Products Nitrogen Generator 120 Nm3/h at 97%N2 -70 °C 600/950 kPag 2
Nitrogen Buffer Tank Capacity: Working Pressure: Hydrostatic test pressure: No. of sets:
37 m3/h 1 MPag 1.5 MPag 1
Inert Gas Generator Type: Capacity: Inert Gas Dry Air Inert Gas/Air Dew Point: Delivery Pressure: Max. 0₂content: No. of sets:
Smit Gln14,000-0.25BUFD 14,000 Nm3/h 14,000 Nm3/h -45 °C 25 kPag 0.5 vol% 1
Safety Valve for Primary Insulation Spaces Type: Fukui 6” x 6” Capacity: 2,146 Nm3/h Set Pressure: 1 kPag No. of sets: 8 Safety Valve for Secondary Insulation Spaces Type: Fukui 6” x 6” Capacity: 2,146 Nm3/h Set Pressure: 1 kPag No. of sets: 8 Drain cooler Type: Capacity: No of sets:
Shell / Tube Type 95 m3/h 1
Cargo Machinery Room Exhaust Fan Type: MXDN-1000/410 Air Volume: 48,000 m3/h No. of sets: 2 Cargo Motor Room Supply Fan Type: AQ-800/380 Air Volume: 21,000 m3/h No. of sets: 2 Cargo Hoses Temp. Range: Working Pressure: Capacity: No. of sets:
-200 °C up to +80 °C 1MPag/150 psig 8” X 4m 4
Safety Valve for Cargo Tank Type: Fukui 10” x 12” Capacity: 27,700 Nm3/h Set Pressure: 25 kPag No. of sets: 8
1-3
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
1.1.3 Maker List NO.
1) Hull Part NO. 1
EQUIPMENT CRYOGENIC HOSE
MAKER FLEXTRACO. B.V.
DWG NO. DV3010101
MAKER ADDRESS & TELEPHONE FLEXTRACO B.V
TEL. 31-0-10-521-5422
SAMBONG CO.
CHR.
FAX. 31-0-10-521-8420
TEL. 02-839-2322
HUXGENSSTRAATIOA2665
13
AGENT
14
FAX. 02-839-2335
3
ILJIN AND CO.
NOZZLE
KOREA
CARGO PUMP
SHINKO IND, LTD.
DV8140104
1500-8,
15
DV3510101
5
LNG VAPORISER
FORCING VAPORISER
CRYOSTAR-
5-7-21, OHZU, MINAMI-KU, TEL. 082-508-1000
SAMKONG TRADING
HIROSHIMA JAPAN
TEL. 051-246-7793
FAX. 082-508-1020
ZONE INDUSTRIELLE BP48 TEL. 33-389-70-2727
TACHYON CO.
FRANCE SA
F-68220
TEL. 02-514-4516
FRANCE
FRANCE
CRYOSTAR-
DV3510102
DV3510102
FRANCE SA
6
GAS HEATER
CRYOSTAR-
DESINGUE, FAX. 33-389-70-2900
ZONE INDUSTRIELLE BP48 TEL. 33-389-70-2727 DESINGUE, FAX. 33-389-70-2900
FRANCE DV3510102
FRANCE SA
CARGO EXPANSION
BROKINGTON &
BELLOWS
SCOTT LTD.
DV3520104
RELIEF VALVES
DV3750102
VACUUM PUMP
MACHINES
DV3750501
TEL. 051-261-3454
SAHA-KU PUSAN KOREA
FAX. 051-261-2455
6,1-CHOME
TEL. 072-857-9598
DONGJIN INTEC CO.
SHODAITAJIKA, HIRAKATA
FAX. 072-857-9599
TEL. 051-463-5771
GAS DOME
SFZ, FRANCE
DV3520104
BELLOWS
9
CRYOGENIC
145,AV. DES GRESILLONS
TEL. 33-1-4793-6000
ASIA TECH.
PNEUMATIQUES
F. 92234
FAX. 33-1-4733-8282
TEL. 02-561-0770
ROTATIVES
GENNEVILLIERS CEDEX,
INDUSTRIES,
FRANCE
16
INERT GAS
FAX. 02-566-0766
GROENESTEAAT
TEL. 31-24-352-3100
HAESUNG
GENERATOR
SMIT
265 P.O. BOX 6664
FAX. 31-24-356-4995
TEL. 051-626-6363
SYSTEM
6503 GD NIJMEGEN
DV3760101
FAX. 051-626-3459
THE NETHERLANDS 17
NITROGEN
AIR PRODUCTS,
TACHYON CO.
GENERATOR
NORWAY
TEL. 02-514-4516
SYSTEM
18
WATER DETECTOR
PAN-ASIA
CRYOSTAR-FRANCE
TEL. 33-389-70-2727
TACHYON CO.
SA, FRANCE
FAX. 33-389-70-2900
TEL. 02-514-4516
PRECISION & ENG.
FAX. 02-544-5579
CO., LTD.
DV3770101
19
DV3780201
TEL. 47-38-03-99-00
DAE HWA TRADING
VAAGSBYGD N-4602
FAX. 47-38-01-11-13
COMPANY
KRISTIANSAND S,
TEL. 051-465-0243
NORWAY
FAX. 051-465-0245
945-44 JANGLIM SAHA-KU
TEL. 051-263-8029
PUSAN KOREA
FAX. 051-262-5418
FLOAT LEVEL
HENRI SYSTEMS
POSTBUS 198
TEL. 31-78-610-0999
GLOBAL MARITIME
GAUGING SYSTEM
HOLLAND B.V.
3330 AD ZWIJNDRECHT
FAX. 31-78-610-3214
ENGINEERING
SA4 IRP
FOR CARGO TANK
NETHERLAND
NETHERLAND
TEL. 44(0)179288-2400 DAE MYUNG FAX. 051-404-3039
DV3810101
P.O. BOX8100,
PONTADDULAIS SWANSEA FAX. 44(0)179288-5843 TEL. 051-404—3037
TEIL WORKS,
TEL. 051-265-2001 FAX. 051-265-2005
8,
RUE
DES
FRERES TEL. 33-4-72-47-62-11
LUMIERE-F69680-LYON-
WESTAD, NORWAY DV3520201
BUTTERFLY VALVE
FAX. 33-4-72-47-62-01
20
ASIA TECH. TEL. 02-561-0770
CHASSIEU-FRANCE
FAX. 02-556-0766
WESTAD INDUSTRI A/S P.O. TEL. 47-32-78-04-55
SAMKONG TRADING
BOX 40 N-3361 GEITHUS FAX. 47-32-78-06-58
COMPANY
NORWAY
TEL. 051-246-7793
CUSTODY
SAAB MARINE
TRANSFER SYSTEM
ELECTRONICS AB
DV3810201
CRYOGENIC BALL VALVE
TRUFLO S.A
DV3520202
BELGIUM
PARC INDUSTRIEL HAUTS SARTS B-4040 HERSTAL,
TEL. 32-42-40-68-86 FAX 32-42-48-02-46
BELGIUM 11
CRYOGENIC GLOBE, SNRI S.A. FRANCE
DV3520203
CHECK & GATE
CARGO PIPE
FINNETEC CO.
INSULATION
LTD. KOREA
DV3520301
TEL. 46-31-337-0315
SAAB MARITIME
FAX. 46-31-25-3022
KOREA TEL. 051-740-5460 FAX. 051-740-5488
21
HIGH DUTY CARGO CRYOSTARCOMPRESSOR
DV3530101
FRANCE SA
ZONE INDUSTRIELLE
TEL 33-389-70-2727
TACHYON CO.
BP 48 F-68220 HESINGUE,
FAX 33-389-70-2900
TEL. 02-514-4516
FRANCE 22
SEIL-SERES CO.
LOW DUTY CARGO CRYOSTARCOMPRESSOR
TEL. 02-237-3451
DV3530101
FRANCE SA
FAX. 02-544-5579
ZONE INDUSTRIELLE
TEL 33-389-70-2727
TACHYON CO.
BP 48 F-68220 HESINGUE,
FAX. 33-389-70-2900
TEL. 02-514-4516
FRANCE
FAX. 02-232-0936 TEL. 05-45-29-60-00
ASIA TECH.
MOTOR FOR HIGH
TAIYO ELECTRIC
SANRITSU-SHA BLDG,
TEL.
SAMKONG TRADING
16700 RUFFEC, FRANCE
FAX. 05-45-31-12-91
TEL. 02-561-0770
DUTY CARGO
CO., LTD.
NO. 16-8 1-CHOME,
81-3-3293-3067
COMPANY
FAX. 02-556-0766
COMPRESSOR
JAPAN
UCHI KANDA, CHIYODA-KU FAX.
TEL. 051-246-7793
TOKYO101 JAPAN
81-3292-7012
FAX. 051-244-7596
274-1, KYERUK-RI,
TEL. 82-334-677-7001
MIYANG-MYUN
FAX. 82-02-737-7596
23
24
DV3530102
FAX. 02-544-5579
ROUTE DU TREUIL BP107
VALVE 12
GAMLESTADSVAGEN 18B BOX 13045 SE402-51 GOTEBORG, SWEDEN
FAX. 051-244-7596 10
-
FAX. 051-462-7907
WALES, UK 8
AGENT
1517-2 DADAE-DONG,
OASKA 573-1003 JAPAN
FAX. 02-544-5579
FRANCE 7
DV3520401
MAKER ADDRESS & TELEPHONE
FRANCE
FAX. 02-544-5579
F-68220
FRANCE
FKI SAFETY &
SAFETY RELIEF
FAX. 82-051-291-6813
FAX. 051-244-7596 4
CARGO LINE
HADAN-DONG, TEL. 82-051-291-6822
SAHA-KU, PUSAN KOREA
SUNBO IND. CO.
DWG NO.
VALVE
TAE NEVERLANDS CARGO SPRAY
CARGO STRAINER
MAKER
LTD.
KX BLRISWIJK P.O. BOX158
2
EQUIPMENT
MOTOR FOR LOW
TAIYO ELECTRIC
SANRITSU-SHA BLDG,
TEL. 81-3-3293-3067
SAMKONG TRADING
ANSUNG-SHI
DUTY CARGO
CO., LTD.
NO. 16-8 1-CHOME,
FAX. 81-3292-7012
COMPANY
KYUNGKI-DO 456-840
COMPRESSOR
JAPAN
UCHI KANDA, CHIYODA-KU
TEL. 051-246-7793
TOKYO101 JAPAN
FAX. 051-244-7596
KOREA
1-4
DV3530102
Part 1 Design Concept of the Vessel
LNGC DISHA NO. 25
Cargo Operating Manual
EQUIPMENT
MAKER
CONTROL VALVE
NAKAKITA
FOR CARGO PART
SEISAKUSHO CO.,
DWG NO. DV3530401
MAKER ADDRESS & TELEPHONE 1-1FUKONO-MINAMIMACHI
TEL. 81-720-71-6003
SO YOUNG
DAITO 574 OSAKA JAPAN
FAX. 81-720-74-3185
TEL. 051-266-4567
LTD. 26
27
42
EQUIPMENT DRY POWDER
MAKER NK
DWG NO. DV8180101
SYSTEM
FAX. 051-266-4568
TEL. 82-525-37-3000
JUCHON-MYEON KIMHAE
FAX. 82-525-37-3305
ENVIRONMENTAL
WAKEFIELD WEST
FAX. 44-1924-361700
TEL. 051-464-8742
KYUNG-NAM, KOREA
PLC
TORKSHIRE WF2 9LP UK
DANFOSS
DV3810701
PNEUMATIC DRAIN
DONG IL
PUMP
ENTERPRISE CO.
DV3780301
FAX. 051-464-1137
44
449, WONJI-RI
TEL. 82-525-37-3000
TEL. 82-51-602-5555
JUCHON-MYEON KIMHAE
FAX. 82-525-37-3305
SAHA-KU, PUSAN KOREA.
FAX. 82-51-602-5553
KYUNG-NAM, KOREA
DONG-IL BLDG 3FL
TEL. 02-699-9948
887-13, SHIN JUNG 5DONG
FAX. 02-691-9916
YANGCHUN-KU, SEOUL
KI-WON KOREA
DV8010101
530, SHINPYOUNG-DONG,
45
BILGE EDUCTOR
KI-WON KOREA
FAX. 82-051-204-2215
449, WONJI-RI
SYSTEM
BALLAST EDUCTOR
REMOTE LEVEL &
HANLA LEVEL CO.,
DRAFT GAUGING
LTD.
DV8010101
DV8230101
1601-5 SONGJEONG-DONG TEL. 82-51-601-3000 KANGSEO-KU, PUSAN
SYSTEM
AGENT
648-1, SHINPYOUNG-DONG TEL. 82-051-204-2211 SAHA-KU, PUSAN, KOREA
SAKO TRADING
DV3810601
43
MAKER ADDRESS & TELEPHONE
TEL. 44-1924-380700
TQ
CONTROL 28
NO.
FLANSHAW WAY,
GAS DETECTION
VALVE REMOTE
AGENT
FAX. 82-51-831-1850
KOREA
KOREA 29
BALLAST PUMP
SHINKO, JAPAN
DV7210001
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 HIROSHIMA JAPAN
30
FIRE & G.S. PUMP
SHINKO, JAPAN
DV7210001
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 HIROSHIMA JAPAN
31
EM’CY FIRE PUMP
SHINKO, JAPAN
DV7210001
WATER SPRAY &
SHINKO, JAPAN
DV7210001
SILTY WATER
FAX. 082-508-1020 47
FAX. 082-508-1020
GLYCOL WATER
DV7210001
CIRC. PUMP 34
CARGO MACH.
SHINKO, JAPAN
DV7210001
COOLING F.W. PUMP 35
CARGO MACH.
SHINKO, JAPAN
DV7210001
37
38
JOCKY PUMP
SHINKO, JAPAN
DV7210001
ASIA TECH
WATER HEAT
SAINT PRIEST CEDEX,
FAX. 04-78-21-72-69
TEL. 02-561-0770
EXCHANGER
FRANCE
ELEC. GLYCOL
ASET, FRANCE
DV8250201
41
FWD H.F.O
ELLEHAMMERS
TRANSFER PUMP
BOITE POSTALE 25 6P803
TEL. 04-78-20-16-16
ASIA TECH
SAINT PRIEST CEDEX,
FAX. 04-78-21-72-69
TEL. 02-561-0770
LABORATORIUM
DK2600 GLOSTRUP,
FAX. 45-43-45-57-06
A/S
DENMARK
COOLER
PRECISION IND.
WATER SPRAY
ILJIN AND CO.
SYSTEM
DV8250101
DV8140101
ROCHE-CHALAIS, FRANCE
FAX. 02-232-0936
EMERGENCY
HONEYWELL
SHUTDOWN
KOREA
DV3810702
6F JUYEON BUILDING 209
TEL. 82-02-2129-7165
SEOKYE-DONG,
FAX. 82-02-3273-2111
YONGSAN-GU, SEOUL
PORTABLE GAS
RIKEN KEI KI
DETECTOR
KOREA
DV3810601
301-16, PUGOK-DONG
TEL. 82-051-518-3613
KEUMJUNG-GU, PUSAN,
FAX. 82-051-512-7737
CARGO TANK
FKI SAFETY &
SAFETY RELIEF
RELIEF VALVES
DV3750101
6, 1-CHOME
TEL. 072-857-9598
DONGJIN INTEC. CO.
SHODAITAJIKA, HIRAKATA,
FAX. 072-857-9599
TEL. 051-463-5771
OSAKA, 573-1003 JAPAN
BALLAST PIPE (GRP) AMERON
DV8010103
FAX. 051-462-7907
DONG-KU, PUSAN, KOREA
TEL. 65-861-6118
DAEWON
7A TUAS AVE 3
FAX. 65-862-1186
TEL. 02-352-89361
REMOTE CONTROL
DANFOSS MARINE
VALVE FOR HULL
SYSTEM LTD.
DV8310103
FAX. 82-2-322-8937
530, SHINPYONG-DONG,
TEL. 82-51-602-5555
SAHA-KU PUSAN KOREA
FAX. 82-51-602-5553
5-7-21, OHZU, MINAMI-KU,
TEL. 082-508-1000
SAMKONG TRADING
HIROSHIMA, JAPAN
FAX. 082-508-1020
TEL. 051-246-7793
PIPING 52
ELECTRIC
SHINKO IND. LTD.
DV3510101
CRYOGENIC CABLE FOR CARGO PUMP
FAX.02-556-0766 TEL. 45-43-45-50-55
DONG HWA
51
FAX.02-556-0766
EJBY INDUSTRIVEJ 70
STEAM DRAIN
DV8320101
WATER SPRAY
SINGAPORE 639407
TEL. 04-78-20-16-16
DV8250201
FONSECHE 24490 LA
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000
FRANCE
40
50
FAX. 082-508-1020
BOITE POSTALE 25 6P803
ASET, FRANCE
TEL. 02-237-3451
S.W COOLING &
VALVE
FAX. 082-508-1020
WATER HEATER
39
49
FAX. 082-508-1020
HIROSHIMA JAPAN STEAM/GLYCOL
SEIL-SERES CO.,
FAX. 33-5-53-92-44-05
KOREA
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 HIROSHIMA JAPAN
TEL. 33-5-53-92-44-69
INDUSTRIELLE GAGNAIRE
FAX. 082-508-1020
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 HIROSHIMA JAPAN
COOLING S.W. PUMP 36
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 HIROSHIMA JAPAN
DV3520201
140-140, KOREA 48
SHINKO, JAPAN
AMRI, FRANCE
FAX. 082-508-1020
CLEANING PUMP 33
KSB AMRI ZONE
BALLAST, BILGE, F.O,
SYSTEM
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 HIROSHIMA JAPAN
B’FLY VALVE FOR
SYSTEM
5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 HIROSHIMA JAPAN
32
46
FAX. 082-508-1020
53
FAX. 051-244-7596
GAS FLOW
DAEWOO
1-AJU-DONG KOJE-CITY
TEL. 82-55-680-2941
MONITORING
SHIPBUILDING &
DV3810303
KYUNG-NAM 656-714
FAX. 82-55-681-3266
SYSTEM
MARINE
KOREA
ENGINEERING
1506-2, DADAE-DONG,
TEL. 82-051-264-2800
SAHA-KU, PUSAN, KOREA
FAX. 82-051-264-2800
1500-8, HADAN-DONG,
TEL. 82-051-291-6822
SAHA-KU, PUSAN, KOREA
FAX. 82-051-291-6813
1-5
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
1.1.4 General Arrangement
1-6
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
1.1.5 Tanks and Capacity Plan Cargo Tanks (Measured Volume) Compartment
Location Frame Number
Capacities
at –160 °C, S.G. = 0.47 Center of Gravity
Volume 3 100% (m )
Volume 3 98% (m )
L.C.G. From Mid (Mid)
V.C.G. Above B.L. (Mid)
Max. F.S.M. 4 M
No. 1 Cargo Tank
121-133
21935.8
21497.1
78.66
16.21
69286
No. 2 Cargo Tank
104-120
40452.0
39643.0
38.61
16.46
198254
No. 3 Cargo Tank
87-103
40442.9
39634.1
-8.99
16.46
198254
No. 4 Cargo Tank
72-86
35266.5
34561.2
-53.79
16.46
172858
138097.2
135335.4
-
-
-
Total
Ballast Water Tanks Compartment
F.P.TK FWD Deep WB. TK(P) FWD Deep WB. TK(S) NO.1 DB.W.B.TK(P) NO.1 W.W.B.TK(P) NO.1 DB.W.B.TK(S) NO.1 W.W.B.TK(S) NO.2 DB.W.B.TK(P) NO.2 W.W.B.TK(P) NO.2 DB.W.B.TK(S) NO.2 W.W.B.TK(S) NO.3 DB.W.B.TK(P) NO.3 W.W.B.TK(P) NO.3 DB.W.B.TK(S) NO.3 W.W.B.TK(S) NO.4 DB.W.B.TK(P) NO.4 W.W.B.TK(P) NO.4 DB.W.B.TK(S) NO.4 W.W.B.TK(S) E/R W.B. TK(P) E/R W.B. TK(S) A.P. TK Total
Location Frame Number 164-F.E 134-157 134-157 120-134 120-134 120-134 120-134 103-120 103-120 103-120 103-120 86-103 86-103 86-103 86-103 71-86 71-86 71-86 71-86 48-71 48-71 A.E-15
Fresh Water Tanks Compartment
Distilled W. Tk(P) Distilled W. Tk(S) Fresh Water Tk(P) Fresh Water Tk(S)
Volume 3 100% (m )
Weight 100% (Tons)
1355.9 1575.7 1575.7 2086.8 3791.1 2086.8 3791.0 3469.2 2328.8 3469.2 2328.8 3584.1 2330.1 3584.1 2330.1 2830.1 2055.3 2830.1 2055.3 897.9 897.9 1174.1
1389.8 1615.0 1615.0 2138.9 3885.8 2138.9 3885.8 3555.9 2387.0 3555.9 2387.0 3673.7 2388.3 3673.7 2388.3 2900.9 2106.7 2900.9 2106.7 920.3 920.3 1203.5
52428.1
53738.3
Center of Gravity L.C.G. (m) 129.41 108.38 108.38 79.05 83.54 79.05 83.54 36.67 37.19 36.67 37.19 -10.40 -10.40 -10.40 -10.40 -53.85 -55.19 -53.85 -55.19 -85.34 -85.34 -127.20
V.C.G. (m)
Max. F.S.M. 4 M
10.86 12.01 12.01 2.83 18.37 2.83 18.37 2.40 18.02 2.40 18.02 2.39 18.02 2.39 18.02 2.45 18.02 2.45 18.02 15.05 15.05 13.51
1428 961 961 9449 4956 9449 4956 26257 747 26257 747 27777 739 27777 739 20957 659 20957 659 170 170 18057
7-15 7-15 A.E-7 A.E-7
Total
S.G.=1.025 Capacities
Location Frame Number
S.G.=1.000 Capacities
Center of Gravity
Volume 3 100% (m )
Weight 100% (Tons)
L.C.G. (m)
V.C.G. (m)
Max. F.S.M. 4 M
253.7 253.7 246.0 246.0
253.7 253.7 246.0 246.0
-124.13 -124.13 -131.57 -131.57
18.72 18.72 18.99 18.99
280 280 183 183
999.4
999.4
Fuel Oil Tanks Compartment
HFO.Deep Tk(C) No. 2 E/R HFO.Tk(P) No. 1 E/R HFO.Tk(S) Low Sulphur Stor. Tk(S) Low Sulphur Sett. Tk(S) No. 2 HFO.Sett.Tk(P) No. 1 HFO.Sett.Tk(S)
Location Frame Number 138-157 48-71 67-71 48-67 60-63 48-60 48-60
Total
S.G.=0.980 Capacities
Center of Gravity
Volume 3 100% (m )
Weight 98% (Tons)
L.C.G. (m)
V.C.G. (m)
3533.9 1009.6 261.7 709.9 38.0 225.6 225.6
3393.9 969.6 251.3 681.8 36.5 216.7 216.7
110.14 -83.59 -77.80 -85.71 -83.80 -89.80 -89.80
12.81 16.59 16.07 16.71 17.97 19.57 19.57
6004.3
5766.5
Diesel Oil Tanks Compartment
DO. Stor. Tk(P) DO. Serv. Tk(P) DO. Tk for IGG Total
1-7
Location Frame Number 40-47 44-47 40-47
Max. F.S.M. 4 M 2798 102 18 84 3 11 11
S.G.=0.850 Capacities Volume 3 100% (m )
Center of Gravity
Weight 98% (Tons)
332.7 37.7 131.3
277.1 31.4 109.4
501.7
417.9
L.C.G. (m)
V.C.G. (m)
-98.15 -96.60 -98.66
16.30 23.72 23.68
Max. F.S.M. 4 M 115 6 85
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Lubricating Oil Tanks Compartment
Main LO. Grav. Tk(S) Main LO. Sett. Tk(S) Main LO. Stor. Tk(S) D/G LO. Stor. Tk(S) D/G LO. Sett. Tk(S) T/G LO. Stor. Tk(S) T/G LO. Sett. Tk(S) Main LO. Sump Tk(C)
Location Frame Number
Capacities Volume 3 100% (m )
Weight 98% (Tons) 29.6 45.2 52.8 10.8 10.8 14.8 10.8 60.1
266.2
234.9
Miscellaneous Tanks Compartment
Bilge Holding Tk(C) HFO. Overf. Tk(P) S/T C.W. Tk(C) Waste Oil Tk(C) S/T LO. Sump Tk(C) FO. Sludge Tk(S) LO. Sludge Tk(S) Total
Location Frame Number 15-26 58-65 7-15 26-28 21-23 38-40 38-40
Other Tanks
Center of Gravity
33.6 51.3 59.9 12.2 12.2 16.7 12.2 68.1
32-36 36-40 40-47 40-42 38-40 36-40 36-38 29-37
Total
S.G.=0.900
L.C.G. (m)
V.C.G. (m) 17.97 17.97 22.86 22.86 22.86 22.86 22.86 2.11
-105.80 -102.60 -97.79 -100.20 -101.80 -102.60 -103.40 -106.34
Max. F.S.M. 4 M
Compartment
1 4 26 2 2 1 2 124
No. 1 Cargo(Pri. Barrier) No. 2 Cargo(Pri. Barrier) No. 3 Cargo(Pri. Barrier) No. 4 Cargo(Pri. Barrier) No. 1 Cargo(2nd Barrier) No. 2 Cargo(2nd Barrier) No. 3 Cargo(2nd Barrier) No. 4 Cargo(2nd Barrier) No.1 Cofferdam No.2 Cofferdam No.3 Cofferdam No.4 Cofferdam No.5 Cofferdam No.1 Trunk Deck Space No.2 Trunk Deck Space No.3 Trunk Deck Space No.4 Trunk Deck Space PIPE DUCT(C)
S.G.=1.000 Capacities
Volume 3 100% (m )
Center of Gravity
Weight 100% (Tons)
110.8 64.3 47.8 31.9 4.1 3.1 5.0
110.8 64.3 47.8 31.9 4.1 3.1 5.0
267.0
267.0
L.C.G. (m) -115.86 -83.80 -122.97 -111.39 -115.40 -101.80 -101.79
V.C.G. (m) 1.77 1.20 3.70 1.82 2.80 10.17 10.17
Max. F.S.M. 4 M
Total
124 52 8 65 4 1 7
1-8
Location Frame Number 121-133 104-120 87-103 72-85 121-133 104-120 87-103 72-86 133-134 120-121 103-104 86-87 71-72 121-133 104-120 87-103 72-86 67-138
S.G.=1.025 Capacities
Center of Gravity
Volume 3 100% (m )
Weight 100% (Tons)
L.C.G. (m)
V.C.G. (m)
Max. F.S.M. 4 M
1083.4 1604.2 1604.2 1455.0 1463.9 2224.3 2224.3 2020.2 1240.9 2834.3 2834.3 2834.3 2774.2 738.2 1744.2 1744.2 1526.2 2842.7
1110.5 1644.3 1644.3 1491.4 1500.5 2279.9 2280.0 2070.7 1271.9 2905.1 2905.1 2905.1 2843.5 756.6 1787.9 1787.9 1564.4 2913.7
78.20 38.60 -9.00 -53.80 78.07 38.60 -9.00 -53.80 98.78 62.40 14.80 -32.80 -74.78 76.19 38.60 -9.00 -53.80 12.19
16.16 16.30 16.30 16.30 16.11 16.29 16.29 16.30 15.74 17.04 17.04 17.04 17.04 31.99 31.98 31.98 31.98 1.60
1715 13610 13610 13610 13606 7306 34397 34397 30097 1759
34793.0
35662.8
Part 1 Design Concept of the Vessel
LNGC DISHA 1.2 Rules and Regulations
Cargo Operating Manual j)
Classification The vessel, including her hull, machinery, equipment and outfits shall be constructed under the survey of the Bureau Veritas (herein called the “Classification Society”), and shall be distinguished in the register by the symbols of: I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship type 2G (-163 °C 500 kg/m3 0.25 bar ), Unrestricted Navigation, +VeriSTAR-HULL, + AUT-UMS, + SYS-NEQ-1, + MON-SHAFT, INWATERSURVEY The vessel shall be classed with the Indian Registry of Shipping (IRS) with equivalent notations.
Rules and Regulations The Vessel shall be registered in the above port and shall comply with the following Rules and Regulations. All rules and regulations of the country of registry, the classification society, and the relevant government authorities of India and Qatar, known at the time of signing of the contract and are enforceable at any time within 5 years from the date of the delivery of the vessel, shall be implemented prior to delivery. a)
Rules and Regulations of the country of registry and the Indian registry.
cc) IMO Resolution A.868(20) “Guidelines for the control and Management of Ship’s Ballast Water to Minimize the Transfer of Harmful Aquatic Organisms and Pathogens (except ballast water management plan)”.
k) ILO Convention concerning Crew Accommodation on Board Ship (No. 92 and 133). l)
Certificates
ILO Codes of Practice, Safety and Health in Dockwork, 1977 as amended in 1979.
The Builder shall obtain the following certificates and deliver to the Owner at the time of the Vessel’s delivery in triplicate, one (1) original and two (2) copies:
m) DNV notation F-AMC for structural fire protection and equipment except Pt. 6 ch.4 Sec.2 B201 and C100. n) OCIMF “Standardization of Manifolds for Refrigerated Liquefied Gas Carriers (LNG)”. o) OCIMF “Mooring Equipment Guidelines, 1997 (Compliance with the Guidelines shall be as specified in Group 4)”. p) OCIMF “Ship to Ship Transfer Guide (Liquefied gases)”. q) SIGTTO “Guidelines for the Alleviation of excessive Surge Pressure on ESD, 1987. r)
SIGTTO “Recommendations and Guidelines for Linked Ship/Shore Emergency Shutdown of Liquefied Gas Cargo Transfer”.
b) Maritime Rules and Regulations of the loading/unloading ports.
s)
SIGTTO “Recommendations for the Installation of Cargo Strainers”.
c)
t)
IMO Resolution A.330(IX) “Safe Access to working in large ballast space”.
International Convention on Load Lines, 1996 with the Protocol of 1988.
bb) IMO Circular letter No. 2224 dated at 26th May 2000 (Amendments to the International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS)).
Rules and Regulations of USCG for Foreign Vessels Operating in the Navigable Waters of the United States including pollution prevention except in Alaskan waters. . CFR title 33-part 155, 156, 159 and 164 . CFR title 46-part 154
a)
Builder’s Certificate issued by the Builder.
b)
Classification Certificate issued by the Classification Society.
c)
International Load Line Certificate issued by the Classification Society.
d)
International Tonnage Certificate issued by the Classification Society or other assigned Authority.
e)
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk issued by the Classification Society or other assigned Authority.
f)
International Oil Pollution Prevention Certificate issued by the Classification Society or other assigned Authority.
g)
Suez Canal Special Tonnage Certificate issued by the Classification Society or other assigned Authority.
h)
Cargo Ship Safety Radio certificate issued by the Classification Society or other assigned Authority.
d) International Convention for the Safety of Life at Sea, 1974 with the Protocol of 1978/1988 and Amendments up to 1997 including International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC-code).
u) IMO Resolution A.468(XII) “Code on Noise Levels on Board Ships”. v) IMO Resolution A.601(15) “Provision and Display of Manoeuvring Information on Board Ships”.
i)
Cargo Ship Safety Construction Certificate Classification Society or other assigned Authority.
e)
International Convention for the Prevention of Pollution from Ships, 1973 (Annex I, IV, V & VI (Regulation 12, 13 and 16)), as modified by the Protocol 1978 and Amendments up to 1997 (herein called “MARPOL 73/78”).
w) IMO Resolution A.686(17) “Code on Alarms and Indicators”.
j)
Cargo Ship Safety Equipment Certificate issued by the Classification Society or the assigned Authority.
k)
Convention on the International Regulations for Preventing Collisions at Sea, 1972 with the Amendments up to 1993.
y) IEC publication 533 “Electromagnetic Compatibility of Electrical and Electronic installation on Ships”.
Statement of compliance with USCG Rules and Regulations for Foreign Vessels carrying liquefied gases in bulk issued by the Classification Society.
l)
Statement of Compliance of EIAPP for Auxiliary Engine issued by the Classification Society or other assigned Authority.
m)
Statement of Compliance of MARPOL Annex VI for Incinerator issued by the Classification Society or other assigned Authority.
f)
g) International Convention on Tonnage Measurement of Ships, 1969. h) International Telecommunication Convention, 1973 with annex and revisions 1974, 1982 and 1983/87. i)
Rules of Navigation of the Suez Canal Authority including Regulations for the Measurement of Tonnage.
x) International Electrotechnical Commission “Electrical installation in Ships”.
z)
(IEC)
Publication
92
ISO Draft Proposal No. 6954 “Guidelines for Overall Evaluation of Vibration in Merchant Ships, 1984”.
aa) VDI 2056 “Criteria for Assessment of Mechanical Vibrations in Machines”.
1-9
issued
by
the
Part 1 Design Concept of the Vessel
LNGC DISHA n)
Statement of Compliance of IAPP for Nox issued by the Classification Society or other assigned Authority.
o)
Deratting Exemption Certificate issued by the Korean Government.
p)
Cargo gear Certificate corresponding to ILO forms issued by the Builder for Provision Cranes and Deck Cranes.
q)
Adjustment certificates for magnetic compass issued by the Builder.
r)
Crew Accommodation Certificate corresponding to ILO Convention No.92 and 133 issued by the Classification Society or other assigned Authority.
s)
Certificates for all Custody Transfer Instruments and Cargo Tank Calibration Tables issued by Independent Society mutually agreed between the Owner and the Builder.
t)
Statement of compliance of F-AMC for structural Fire protection and Equipment only except pt.6 ch.4 Sec.2 B201 and C100.
u)
Other Certificates including Manufacturer’s Certificates and Builder’s Certificates which are normally issued for Machinery, Equipment and Outfit of the Vessel.
Cargo Operating Manual
The Builder shall provide with necessary assistance in preparing for and obtaining approval from the government authorities of the loading and discharging port for calibration of CTS and cargo tank table. If the formal certificate(s) are not obtained at the time of the Vessel’s delivery, the Builder shall furnish the Owner with the provisional certificate(s). In such case(s), the Builder shall deliver the formal certificate(s) to the Owner as soon as available after the Vessel’s delivery.
1 - 10
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Illustration 1.3.1a Cargo Tank Lining Reinforcement
Void Area
Cofferdam Reinforced Area Secondary boxes........... Type RS Primary boxes................ Type RP
Primary Membrane
Secondary Membrane
Non Reinforced Area Secondary boxes........... Type S Primary boxes................ Type P
Ballast
Primary Insulation Boxes
Void Cofferdam
Secondary Insulation Boxes
Pipe Duct Ballast Tank
Pipe Duct
1 - 11
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
1.3 Design Concept of the Cargo System
1.3.1 Cargo Containment System Principle
General Description
The cargo tanks are of double membrane, Gaz Transport No.96-2 Evolution System design.
The Cargo Containment System consists of four double insulated cargo tanks encased within the inner hull and situated in-line from forward to after. The spaces between the inner hull and outer hull are used for the ballast and will also protect the tanks in the event of an emergency situation, such as collision or grounding. The cargo tanks are separated from other compartments, and from each other, by five transverse cofferdams, which are all dry compartments. The ballast spaces around the cargo tanks are divided into two double bottom water ballast tanks, two wing water ballast tanks, port and starboard for each cargo tank. The wing water ballast tanks extend to the side of the cargo tanks and as far up as the trunk ways. The LNG to be transported is stored in the four cargo tanks numbered 1 to 4, from fore to aft. All cargo tanks have an octagonal transverse section matching with the supporting inner hull. Each tank between the two transverse bulkheads is composed of a prism placed in a direction parallel to the keel plate. The boundaries of the tanks are as follows: 1) One flat bottom, parallel to the keel plate raised along the ship’s plating by two inclined plates, one on each side. 2) Two vertical walls each extended at their upper parts by an inclined plate, in order to limit the liquid free surface effect when the tanks are full. 3) One flat top parallel to the trunk bottom. Cargo tank No.1 is slightly different in shape due to its position in the ship. It has a polygonal section and the lengthwise walls are almost parallel to the ship’s plating.
Thermal expansion coefficient = (1.5±0.5) 10-6 mm/°C between 0°C and –180°C (Less than approx. ten times for stainless steel AISI 304 type) Charpy Test at -196°C, > 120 J/cm2
The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally with the Gaz Transport integrated tank containment and insulation system. This consists of a thin, flexible membrane called the primary membrane, which is in contact with the cargo, a layer of plywood boxes filled with Perlite called the Primary insulation, a second flexible membrane similar to the first one called the secondary membrane and a second layer of boxes also filled with Perlite in contact with the inner hull called the Secondary insulation. The double membrane system meets the requirement of the relevant regulations on the Cargo Containment System to provide two different ‘barriers’ to prevent cargo leakage.
The coefficient of thermal expansion is low enough to enable flat, rather than corrugated sheets, to be used. The entire surface area of the membrane is thus in contact with the supporting insulation, so that the load which the system is able to carry is limited only by the load bearing capacity of the insulation.
Thus, the tank lining consists of two identical layers of membranes and insulation so that in the event of a leak in the primary barrier, the cargo will be contained indefinitely by the secondary barrier. This system ensures that the whole of the cargo hydrostatic loads are transmitted through the membranes and insulation to the inner hull plating of the ship.
Perlite is obtained from a vitreous rock of volcanic origin which, when heated to a high temperature (above 800°C), is transformed into very small balls. These balls have diameters that measure between a few hundredths to a few tenths of a millimeter. The cellular structure so obtained from the process gives the expanded Perlite its lightness and thus its excellent insulation properties. The water repellency of the Perlite is reduced by a silicon treatment.
The function of the membranes is to prevent leakage, while the insulation supports and transmits the loads and, in addition, minimizing heat exchange between the cargo and the inner hull. The secondary membrane, sandwiched between the two layers of insulation, not only provides a safety barrier between the two layers of insulation, but also reduces the convection currents within the insulation. The primary and secondary insulation spaces are under a pressure controlled nitrogen atmosphere. The primary space’s pressure must never exceed the cargo tank pressure in order to prevent the primary membrane from collapsing inwards. In normal operation, the pressure in the primary and secondary insulation spaces shall be maintained between 0.2 kPag and 0.4 kPag. Construction of the Insulation and Barriers The primary and secondary barriers are identical and are fabricated from cryogenic invar 36% nickel steel, with a very low coefficient of thermal expansion, 0.7 mm thick). The composition of the invar is as follows: Ni C Si Mn S P Fe
: : : : : : :
The primary and secondary insulation spaces are made up of boxes fabricated from plywood and filled with expanded Perlite. This insulation system allows free circulation of nitrogen and therefore permits gas freeing or inerting to be carried out in the barrier spaces without difficulty.
The insulation is distributed over the hull in two specific areas : 1) Reinforced area located in the upper part of the tank and covering approximately 30% of the total tank height (including the tank ceilings). This area is fitted with reinforced type boxes. 2) Standard area (or non-reinforced area) covering approximately 70% of the tank height (including the tank bottom). This area is fitted with normal boxes (refer to Illustration 1.3.1a). The secondary and primary boxes in the reinforced area are specially built using thicker internal stiffeners to resist the impact that can be created by the liquid sloshing inside the tanks. The primary reinforced boxes have two 12 mm thick plywood covers stapled on it. The secondary insulation is 300 mm thick, whereas the primary insulation is 230 mm is thick. (The designed boil-off rate, i.e. 0.15% of the total cargo tanks, and volume per day govern the thickness).
35 - 36.5% < 0.04% < 0.25% < 0.2 to 0.4% < 0.0015% < 0.008% Remainder
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Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Illustration 1.3.1b Cargo Tank General
Hull
Inner Deck
Secondary Insulation Box(300mm)
Side Passage Way
Secondary Barrier (INVAR : 0.7mm) Primary Insulation Box(230mm) Liquid Dome
Primary Barrier(INVAR : 0.7mm)
Vapour Dome
Discharge Line
Filling Line Tripod Mast
Main Cargo Pumps Ballast Tanks
Pipe Duct
Stripping/Spray Pump
INVAR : Fe-36% Nickel Alloy
1 - 13
Part 1 Design Concept of the Vessel
LNGC DISHA 1.3.2 Membrane Cargo Containment The plywood boxes forming the secondary insulation are laid on the ship’s inner hull, through the transition of a hard epoxy bearing product deposited on the box in the shape of ropes by means of an automatic depositing machine. These ropes have adjustable thickness and compensate for the flatness defects of the inner hull. The boxes are held in position by stainless steel coupler rods that are anchored to the inner hull through their welded sockets. To absorb the ship’s hull deformation, each coupler is fitted with an elastic coupling made up of several spring washers, which are tightened down on the setting plates for secondary boxes by securing nuts (refer to Illustration 1.3.2a). The number of spring washers used depends on the location of the box. Boxes on the ballast boundaries have a higher number of spring washers (5) because the hull deformation has the largest effect on this area. A continuous invar tongue is held in slots running along the whole length of each secondary box cover. The secondary membrane strakes are resistance seam welded with the continuous tongues in between.
Cargo Operating Manual With this system, the membranes are directly connected to the inner hull so that any membrane tension is directly and uniformly taken by the ship’s structure (refer to illustrations 1.3.2b and 1.3.2c). In the secondary and primary insulation spaces respectively, the gaps between the secondary boxes and the primary boxes are insulated with a combination of rigid insulating materials and glasswool.
Punching Device If the primary membrane is damaged and leaks LNG into the primary insulation space, to avoid catastrophic damage to the primary membrane the punching device shall be used before discharging the tank. See section 7.2. The inspection chamber and gauge header is removed and the punching messenger device is fitted on the gate valve. When dropped through the gate valve, the messenger device punches through the primary membrane.
Cargo Tank Outfitting
Actual data measured by ITS/NKK. Unit : mm
A vapour dome is located near the geometrical center of each cargo tank ceiling. Each vapour dome is provided with the following: 1) A vapour supply/return line to supply vapour to the tank when discharging, vent vapour from the tank whilst loading and also vent the boil-off when the tank contains cargo.
TANK NO.
A
B
C
D
E
1
940
420
92
62
21
2
920
420
94
64
21
3
920
420
96
66
21
4
930
420
94
64
21
2) Spray line arrangement for cooldown purposes.
A : Distance to aft bulk head from the gauge
The primary boxes are secured in position by collar studs. The collar studs are screwed into setting (clamp) plates for collar studs linked to the setting plate for secondary boxes by two securing screws. A plywood bridge is installed between the two setting plates to limit any thermal conduction through the box fixations.
3) Two pressure/vacuum relief valves set at 25kPa and –1kPa, venting to the nearest vent mast.
B : Distance to center line of vessel (to starboard)
To allow some flexibility, each collar stud is fitted with an elastic coupling, similar to those on the secondary boxes.
5) Liquid line safety valves exhaust.
Each collar stud is fitted with a single spring washer and tightened down on the setting plate for primary boxes by securing nuts. The primary insulation boxes have lipped invar tongues stapled along slots running lengthwise. Continuous invar tongues are positioned in the lip of the fixed tongues on the boxes. The primary membrane strakes are resistance seam welded with these tongues in between. Each primary and secondary membrane strake terminates on an invar angle structure, 1.5 mm thick, fitted around the perimeter of each transverse bulkhead and welded to it. Due to their superposition, the secondary and primary membranes cross each other in both ways, forming a square tube. This is prefabricated to allow an easier erection process and attached to the double hull by 4 anchoring bars.
C : Level above true zero where float becomes buoyant in liquid with a density of 470 kg/m3.
4) Pick-up for pressure sensors.
In addition, each cargo tank has a liquid dome located near the ship’s center line at the aft part of the tank. The liquid dome supports a tripod mast made of stainless steel (304 L), suspended from the liquid dome and held in position at the bottom of the tank by a sliding bearing to allow for thermal expansion or contraction depending on the tank environment. The tripod mast consists of the main discharging pipes and emergency pump well, in the form of a three-legged trellis structure, and is used to support the tank access ladder and other piping and instrumentation equipment.
The level gauge is correctly set when, at an average tank temperature of 15°C, with the float resting on the float support, value “C” is obtained as reading. D : Level above true zero of the float support attached to the stilling well. E : Immersion of the float in a liquid with a density of 470 kg/m3
The instrumentation includes temperature and level sensors, independent high level alarm sensors and cargo pump electric cables. The two main cargo pumps are mounted on the base plate of the tripod mast, while the stripping/spray pump is mounted on the pump tower support. An emergency pump column, a float gauge column and the filling line are also located in the liquid dome. The four cargo tanks are connected to each other by the liquid, vapour and stripping/spray headers which are located on the trunk deck. The nitrogen mains supplying the primary and secondary insulation spaces, and other services directly associated with the cargo system, are also located on the trunk deck together with the fire main and deck spray main.
1 - 14
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Illustration 1.3.2a Construction of Containment System– Securing of Insulation Boxes
Primary Membrane
Setting Plate For Primary Box Setting Plate For the Collar Stud
Fabric Seal Plywood Bridge Primary Box
Bearing Product
Stainless Steel Plate Spot Welded To Nut
Bevel Washer Secondary Membrane
Setting Plate For Secondary Box
Secondary Box Insulating Material
Secondary Box
Bearing Product Packing Washers
Paper Packing Double Hull Plating
1 - 15
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Illustration 1.3.2b Construction of Containment System – Flat Area
Plywood Box Cover Primary Invar
Primary Box Insulating Material Insulating material
Insulating Material
Plywood Bridge Insulating Material Wedge
Perlite Insulation
Packing Washers Secondary Box
Secondary Invar
Epoxy Rope Bearing Product
1 - 16
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Illustration 1.3.2c Construction of Containment System – Corner Part
Primary Box Secondary Box
Position of Transverse Corner
Position of Transverse Corner 78.89
Primary Membrane
Primary Membrane Secondary Membrane Transverse Bulkhead
Invar Tube Stainless Steel Anchoring Bars
Invar Tube
Secondary Membrane
Transverse Bulkhead
Stainless Steel Anchoring Bars
Stainless Steel Anchoring Bars
Stainless Steel Anchoring Bars
1 - 17
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Illustration 1.3.2.d Construction of Containment System – Longitudinal Dihedral
Primary Box Secondary Box
Position of Longitudinal Dihedral
Primary Membrane
Secondary Membrane
1 - 18
Part 1 Design Concept of the Vessel
LNGC DISHA 1.3.3 Deterioration or Failure The insulation system is designed to maintain the boil-off losses from the cargo at an acceptable level, and to protect the inner hull steel from the effect of excessively low temperature. If the insulation efficiency should deteriorate for any reason, the effect may be a lowering of the inner hull steel temperature, i.e. a cold spot and an increase in boil-off from the affected tank. Increased boil-off gas may be vented to the atmosphere via No.1 vent mast. The inner hull steel temperature must, however, be maintained within acceptable limits to prevent possible brittle fracture. Thermocouples are distributed over the surface of the inner hull, but unless a cold spot occurs immediately adjacent to a sensor, these can only serve as a general indication of steel temperature. To date, the only reliable way of detecting cold spots is by frequent visual inspections of the ballast spaces on the loaded voyage.
Cargo Operating Manual If a cold spot is detected either by the inner hull temperature measurement system, or by visual inspection, the extent and location of the ice formation should be recorded. Small local cold spots are not critical and, provided a close watch and record are kept as a check against further deterioration and spreading of the ice formation, no further action is required. If the cold spot is extensive, or tending to spread rapidly, salt water spraying should be carried out. In the unlikely event that this remedy is insufficient and it is considered unsafe to delay discharge of cargo until arrival at the discharge port, the final recourse will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold, using a single main cargo pump.
Illustration 1.3.3a Hull Steel Grades A
The grade of steel required for the inner hull of the vessel is governed by the minimum temperature this steel will reach at minimum ambient temperature, assuming that the primary barrier has failed, so that the LNG is in contact with the secondary membrane.
E E
A
A
E
For the contiguous hull, environmental conditions are issued from the USCG rules. y Air temperature = -18°C y Sea water temperature = 0°C y Wind speed = 5 knots y LNG in contact with the secondary barrier. For the outer hull, conditions are based on IGC y Air temperature = 5°C y Sea water temperature = 0°C y No wind y LNG in contact with the secondary barrier The minimum temperature of the inner steel will be about -26°C. For these conditions, Classification Societies require a steel grade distribution as shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are in grade ‘E’ steel, and the remaining longitudinal steelwork grade ‘DH’, both grades having a minimum operating temperature of –30°C. The transverse watertight bulkheads between cargo tanks are of grade ‘A’ with glycol water heating system.
E
DH
A
E
DH
A
DH
D
D A
In addition to the failure of the membrane, local cold spots can occur due to failure of the insulation.
Pipe Duct
Watertight Bulkhead Between Cargo Tanks
Minimum Operating Temp
While the inner hull steel quality has been chosen to withstand the minimum temperature likely to occur in service, prolonged operation at steel temperatures below 0°C will cause ice build-up on the plating, which in turn will cause a further lowering of steel temperature due to the insulating effect of the ice. To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient capacity to maintain the inner hull steel temperature at 0°C under the worst conditions.
Grade A -5
A
1 - 19
A
and maximum plate thickness
15mm
Grade E -30
40mm
Grade D -20
20mm
Grade EH -30
40mm
Grade DH -30
20mm
Part 1 Design Concept of the Vessel
LNGC DISHA
Cargo Operating Manual
Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan
NO SMOKING NO SMOKING
+AUT-UMS
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Part 1 Design Concept of the Vessel
LNGC DISHA 1.4 Hazardous Areas and Gas Dangerous Zone (See Illustration 1.4a) Under the IMO code for the Construction and Equipment of Ships Carrying Gases in Bulk, the following are regarded as hazardous areas: Gas dangerous spaces or zones, are zones on the open deck within 3.0 m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and entrances and ventilation openings to the cargo compressor house. They also include the open deck over the cargo area, and 3.0 m forward and after of the cargo area on the open deck up to a height of 2.4 m above the weather deck, and a zone within 2.4 m of the outer space of the cargo containment system where such spaces are exposed to the weather.
Cargo Operating Manual All electrical equipment sited in hazardous areas is of the intrinsically safe type. Fresh air intakes, supply and exhaust ventilators for the cargo machinery room, cargo electric motor room, side passage and pipe duct are provided. When testing enclosed spaces for the presence of natural gas, it is important to ensure that pockets of gas are not trapped near deckhead structure, etc. In the case of a leak or spillage of LNG the following procedure must be carried out ; 1) Isolate the source of LNG. If loading or discharging, stop a operations and close the manifold valves. 2) Summon assistance by sounding the alarm. 3) Protect hull form possible risk of cold fracture.
The entire cargo piping system and cargo tanks are also considered gas dangerous. In addition to the above zones, the Code defines other gas-dangerous spaces. The area around the air-swept trunking, in which the gas fuel line to the engine room is situated, is not considered a gas dangerous zone under the above Code. All electrical equipment used in these zones, whether a fixed installation or portable, is certified ‘safe type equipment’. This includes intrinsically safe electrical equipment, flame-proof type equipment and pressurized enclosure type equipment. Exceptions to this requirement apply when the zones have been certified gas free, e.g. during refit. Safety Precaution The piping system fitted on board enables the cargo system to be operated safely. Provided that certain procedures are followed. Since flammable gases are involved, inert gas or nitrogen gas is used to eliminate the possibility of an explosive mixture existing in the cargo system during any part of the gas-freeing operation. The system will also enable the cargo tanks to be purged with inert gas or nitrogen prior to filling with cargo tanks. The piping has been arranged to eliminate the possibility of pockets of gas or air remaining after gas-freeing or purging. The gas freeing process follows a distinct cycle from cargo vapour, to inert gas, to air, is displaced by good quality inert gas before air is introduced into the tanks. The reverse procedure is adopted when preparing the ship for resumption of service after dry docking or lay-up. Boil-off gas is supplied to the main boilers through an air-swept trunk that is continuously monitored for gas leakage. Any interruption or failure of the gas supply initiates a closure of the gas supply and an automatic nitrogen purge of the whole engine room gas supply system.
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Part 1 Design Concept of the Vessel
Part 2 Properties of LNG 2.1 Physical Properties, Composition and Characteristics of LNG .........2 - 1 2.2 Characteristics of LNG ......................................................................2 - 4 2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures ....2 - 4 2.2.2 Supplementary Characteristics................................................2 - 5 2.2.3 Properties of Nitrogen and Inert Gas ......................................2 - 6 2.2.4 Avoidance of Cold Shock to Metal .........................................2 - 8 2.3 Health Hazards ..................................................................................2 - 9
Part 2 Properties of LNG
LNGC DISHA
Cargo Operating Manual
Part 2 Properties of LNG 2.1 Physical Properties, Composition and Characteristics of LNG Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear colourless and odourless liquid. This LNG is usually transported and stored at a temperature very close to its boiling point at atmospheric pressure . (approximately –160°C) The actual LNG composition of each loading terminal, such as Qatar and e.g. Abu Dhabi, will vary depending on its source and on the liquefaction process, but the main constituent will always be methane. Other constituents will be small percentages of heavier hydrocarbons, e.g., ethane, propane, butane, pentane, and possibly a small percentage of nitrogen. A typical composition of LNG is given in Table 2.1b, and the physical properties of the major constituent gases are given in Table 2.1a. For most engineering calculations (e.g. piping pressure losses), it can be assumed that the physical properties of pure methane represent those of LNG. For custody transfer purposes, however, when accurate calculation of the heating value and density is required, the specific properties based on actual component analysis must be used. During a normal sea voyage, heat is transferred to the LNG cargo through the cargo tank insulation, causing vapourization of part of the cargo, i.e. boil-off.
The composition of the LNG is changed by this boil-off because the lighter components, having lower boiling points at atmospheric pressure, vapourize first. Therefore the discharged LNG has a lower percentage content of nitrogen and methane than the LNG as loaded, and slightly higher percentages of ethane, propane and butane, due to methane and nitrogen boiling off in preference to the heavier gases.
Table 2.1b Composition of LNG Ras Laffan
Das Islands
Standard
Methane
(mol %)
CH4
90.28
84.5
89.63
Ethane
(mol %)
C2H6
6.33
12.9
6.32
n-C3H8
2.49
1.5
2.16
n-C4H10
0.49
0.5
1.20
The flammability range of methane in air (21% oxygen) is approximately 5.3 to 14% (by volume). To reduce this range, the air is diluted with nitrogen until the oxygen content is reduced to 2% prior to loading after dry docking. In theory, an explosion cannot occur if the O2 content of the mixture is below 13% regardless of the percentage of methane, but for practical safety reasons, purging is continued until the O2 content is below 2%. This safety aspect is explained in detail later in this section.
Propane
The boil-off vapour from LNG is lighter than air at vapour temperatures above -110°C or higher, depending on the LNG’s composition (See Fig. 2.1d), Therefore, when vapour is vented into the atmosphere, the vapour will tend to rise above the vent outlet and will be rapidly dispersed. When cold vapour is mixed with ambient air, the vapour-air mixture will appear as a readily visible white cloud due to the condensation of the moisture in the air. It is normally safe to assume that the flammable range of the vapour-air mixture does not extend significantly beyond the perimeter of the white cloud.
Average Molecular Weight
Butane
(mol %) (mol %)
Iso-Butane
(mol %)
i-C4H10
0.00
0.00
0.00
Pentane
(mol %)
n-C5H12
0.02
0.00
0.00
Iso-Pentane
(mol %)
i-C5H12
0.00
0.00
0.00
Nitrogen
(mol %)
N2
0.41
0.6
0.69
17.88
18.56
18.12
-160.8°C
-161.0°C
-160.9°C
461.8
456.8
459.4
54,414
54,031
54,090
Boiling Point at Atmospheric Pressure Density (kg/m3) Higher Specific Energy (kJ/kg)
The auto-ignition temperature of methane, i.e. the lowest temperature to which the gas needs to be heated to cause self-sustained combustion without ignition by a spark or flame, is 595°C. Table 2.1c Properties of Methane Boiling point at 1 bar absolute (0.1MPaA)
Table 2.1a Physical Properties of LNG
-161.5°C 426.0 kg/m3
Liquid density at boiling point
Molecular Weight
Methane
Ethane
Propane
Butane
Pentane
Nitrogen
CH4
C2H6
C3H8
C4H10
C5H12
N2
16.042
30.068
44.094
58.120
72.150
28.016
Boiling Point at 1 bar absolute
°C
-161.5
-88.6
-42.5
-5
36.1
-196°C
Liquid Density at Boiling Point
Kg/m3
426.0
544.1
580.7
601.8
610.2
808.6
0.554
1.046
1.540
2.07
2.49
0.97
619
413
311
311
205
649
3 to 12.4
Nonflammable
Vapour SG at 15°C and 1 bar absolute Gas volume/liquid volume Ratio at Boiling Point and 1 bar absolute Flammable Limits in air by Volume
%
5.3 to 14
3 to 12.5
2.1 to 9.5
2 to 9.5
Auto – Ignition Temperature
°C
595
510
510/583
510/583
Gross Heating Value at 15°C normalIso -
kJ/kg
55,550
51,916
50,367
49,530 49,404
49,069 48,944
Vaporization Heat at Boiling Point
kJ/kg
510.4
489.9
426.2
385.2
357.5
2-1
Vapour SG at 15°C and 1 bar absolute (0.1MPaA)
0.554
Gas volume/liquid volume ratio at -161.5°C at 1 bar absolute (0.1MPaA) Flammable limits in air by volume Auto-ignition temperature Higher Specific Energy (Gross Heating Value) at 15°C Critical temperature Critical pressure
619 5.3 to 14% 595°C 55,550 kJ/kg -82.5°C 4.6 MPaA
199.3
Part 2 Properties of LNG
LNGC DISHA
Cargo Operating Manual Pressure mbar A
Variation in Boiling Point of Methane with Pressure (See Fig 2.1d Density Ratio Methane/Ambient Air Versus Temperature) The boiling point of methane increases with pressure. This variation is shown in the diagram for pure methane over the normal range of pressures on board the vessel. The presence of the heavier components in LNG increases the boiling point of the cargo for a given pressure.
1300
1250
The relationship between the boiling point and the pressure of LNG will approximately follow a line parallel to that shown for 100% methane. 1200
1150 100% Methane
+20 0 - 20
1100
Lighter than air
- 40 Methane vapour temperature
1050
- 60 - 80
1000
-100 -120 Heavier than air
950
-140 -160
900
-162
1.5
1.4
1.3
Ratio =
1.2
1.1
1.0
0.9
0.8
0.7
0.6
0.5
Density of Methane vapour
-161
-160.5
-160
-159.5
-159
-158.5
Temperature
Fig 2.1e Boiling Point of Methane with Pressure
Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15
-161.5
)
Fig 2.1d Density Ratio Methane/Ambient Air Versus Temperature
2-2
Part 2 Properties of LNG
LNGC DISHA
Cargo Operating Manual
Illustration 2.2.2a Flammability of Methane, Oxygen and Nitrogen Mixtures
21
Area EDFE flammable
B E
20
! Caution This diagram assumes complete mixing which, in practice, may not occur.
19 F
18 17 16
Y
15 14 G 13 12 % O x y g e n
M N
Mixtures of air and methane cannot be produced above line BEFC
X D
11 10 9 8 7 6 5 Area HDFC capable of forming flammable mixtures with air, but containing too much methane to explode
4 3 2 1 A 0
10
H 20
30
40
50
60
70
80
Z
90
C 100
Methane % Area ABEDH not capable of forming flammable mixture with air
2-3
Part 2 Properties of LNG
LNGC DISHA 2.2 Characteristics of LNG 2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures The ship must be operated in such a way that a flammable mixture of methane and air is avoided at all times. The relationship between gas/air composition and flammability for all possible mixtures of methane, air and nitrogen is shown in the diagram above. The vertical axis A-B represents oxygen-nitrogen mixtures with no methane present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen (79% nitrogen) at point B. The latter point represents the composition of atmospheric air. The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane (0% nitrogen) at point C. Any single point in the diagram within the triangle ABC represents a mixture of all three components, methane, oxygen and nitrogen, each present in a specific proportion of the total volume. The proportions of the three components represented by a single point can be read off the diagram. For example, at point D: Methane: 6.0% (read on axis A-C) Oxygen: 12.2% (read on axis A-B) Nitrogen: 81.8% (remainder) The diagram consists of three major sectors: 1.
The Flammable Zone Area EDF. Any mixture the composition of which is represented by a point that lies within this area is flammable.
2.
Area HDFC. Any mixture the composition of which is represented by a point that lies within this area is capable of forming a flammable mixture when mixed with air, but contains too much methane to ignite.
3.
Area ABEDH. Any mixture the composition of which is represented by a point that lies within this area is not capable of forming a flammable mixture when mixed with air.
Using the Diagram Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of composition Y is mixed with a methane-nitrogen mixture of composition Z, the composition of the resulting mixture will, at all times, be represented by point X, which will move from Y to Z as increasing quantities of mixture Z are added.
Cargo Operating Manual Note ! In this example point X, representing changing composition, passes through the flammable zone EDF, that is, when the methane content of the mixture is between 5.5% at point M, and 9.0% at point N. Applying this to the process of inerting a cargo tank prior to cool down, assume that the tank is initially full of air at point B. Nitrogen is added until the oxygen content is reduced to 13% at point G. The addition of methane will cause the mixture composition to change along the line GDC which, it will be noted, does not pass through the flammable zone, but is tangential to it at point D. If the oxygen content is reduced further, before the addition of methane, to any point between 0% and 13%, that is, between points A and G, the change in composition with the addition of methane will not pass through the flammable zone. Theoretically, therefore, it is only necessary to add nitrogen to air when inerting until the oxygen content is reduced to 13%. However, the oxygen content is reduced to 2% during inerting because, in practice, complete mixing of air and nitrogen may not occur. When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a similar procedure is followed. Assume that nitrogen is added to the tank containing methane at point C until the methane content is reduced to about 14% at point H. As air is added, the mixture composition will change along line HDB, which, as before, is tangential at D to the flammable zone, but does not pass through it. For the same reasons as when inerting from a tank containing air, when inerting a tank full of methane it is necessary to go well below the theoretical figure to a methane content of 1.5% because complete mixing of methane and nitrogen may not occur in practice. The procedures for avoiding flammable mixtures in cargo tanks and piping are summarised as follows: 1.
Tanks and piping containing air are to be inerted with nitrogen or inert gas before admitting methane at ambient temperature until all sampling points indicate 1.0% vol. or less oxygen content.
2.
Tanks and piping containing methane are to be inerted with nitrogen before admitting air until all sampling points indicate 1.0% vol methane.
It should be noted that some portable instruments for measuring methane content are based on oxidising the sample over a heated platinum wire and measuring the increased temperature from this combustion. This type of analyzer will not work with methane-nitrogen mixtures that do not contain oxygen. For this reason, special portable instruments of the infrared type have been developed and supplied to the ship for this purpose.
2-4
Part 2 Properties of LNG
LNGC DISHA 2.2.2 Supplementary Characteristics When spilled on water: 1) Boiling of LNG is rapid, due to the large temperature difference between the product and water. 2) LNG continuously spreads over an indefinitely large area, it results in a magnification of its rate of evaporation until vapourization is complete.
Cargo Operating Manual 5) The heat necessary for the vapourization of LNG comes from the outer environment of the cargo tanks leaking through the cargo tank insulation. As long as the generated vapour is continuously removed by maintaining the pressure as substantially constant, the LNG remains at its boiling temperature.
LNG is a mixture of several components with different physical properties and in particular with different vapourization rate; the more volatile fraction of the cargo vapourizes at a greater rate than the less volatile fraction. The vapour generated by the boiling of the LNG contains a higher concentration of the more volatile fraction than the LNG.
6) If the vapour pressure is reduced by removing more vapour than is generated, the LNG temperature will decrease. In order to make up the equilibrium pressure corresponding to its temperature, the vapourization of LNG is accelerated because of an increased heat leak into the cargo tanks.
The properties of the LNG, i.e. the boiling point, density and heating value, have a tendency to increase during the voyage.
3) No coherent ice layer forms on the water. Reactivity 4) Under particular circumstances, with a methane concentration below 40%, flameless explosions are possible when the LNG strikes the water. It results from an interfacial phenomenon in which LNG becomes locally superheated at a maximum limit until a rapid boiling occurs. However, commercial LNG is far richer in methane than 40% and would require lengthy storage before ageing to that concentration. 5) The flammable cloud of LNG and air may extend for large distances downward (only methane when warmer than -100°C is lighter than air) because of the absence of topographic features which normally promote turbulent mixing. Vapour Clouds 1) If there is no immediate ignition of an LNG spill, a vapour cloud may form. The vapour cloud is long, thin, cigar shaped and, under certain meteorological conditions, may travel a considerable distance before its concentration falls below the lower flammable limit. This concentration is important, for the cloud could ignite and burn, with the flame traveling back towards the originating pool. The cold vapour is denser than air and thus, at least initially, hugs the surface. Weather conditions largely determine the cloud dilution rate, with a thermal inversion greatly lengthening the distance traveled before the cloud becomes nonflammable. 2) The major danger from an LNG vapour cloud occurs when it is ignited. The heat from such a fire is a major problem. A deflagrating (simple burning) is probably fatal to those within the cloud and outside buildings but is not a major threat to those beyond the cloud, although there will be burns from thermal radiations. 3) When loaded in the cargo tanks, the pressure of the vapour phase is maintained as substantially constant, slightly above atmospheric pressure. 4) The external heat passing through the tank insulation generates convection currents within the bulk cargo. Heated LNG rises to the surface and boils.
Methane is a greenhouse gas and as such a pollutant. Cryogenic Temperatures Contact with LNG or with materials chilled to its temperature of about -160°C will damage living tissue. Most metals lose their ductility at these temperatures; LNG may cause the brittle fracture of many materials. In case of LNG spillage on the ship’s deck, the high thermal stresses generated from the restricted possibilities of contraction of the plating will result in the fracture of the steel. The Illustration 1.3.3.a and 2.2.3a shows a typical ship section with the minimum acceptable temperatures of the steel grades selected for the various parts of the structure. Behaviour of LNG in the Cargo Tanks When loaded in the cargo tanks, the pressure of the vapour phase is maintained as substantially constant, slightly above atmospheric pressure. The external heat passing through the tank insulation generates convection currents within the bulk cargo; heated LNG rises to the surface and boils. The heat necessary for the vapourization of LNG comes from the outer environment of the cargo tanks leaking through the cargo tank insulation. As long as the generated vapour is continuously removed by maintaining the pressure as substantially constant, the LNG remains at its boiling temperature. If the vapour pressure is reduced by removing more vapour than generated, the LNG temperature will decrease. In order to make up the equilibrium pressure corresponding to its temperature, the vapourization of LNG is accelerated because of an increased heat leak into the cargo tanks. If the vapour pressure is increased by removing less vapour than is generated, the LNG temperature will increase. In order to reduce the pressure to a level corresponding to the equilibrium with its temperature, the vapourization of LNG is slowed down and the heat transfer from LNG to vapour is reduced.
2-5
Part 2 Properties of LNG
LNGC DISHA
Cargo Operating Manual
2.2.3 Properties of Nitrogen and Inert Gas
Hazards
Nitrogen
Warning Due to the absence or to the very low content of oxygen, nitrogen is an asphyxiant.
Nitrogen is used for the pressurization of the insulation spaces, for purging of cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas compressors. It is produced either by the vapourization of liquid nitrogen supplied from shore, or by generators whose principle is based on hollow fiber membranes to separate air into nitrogen and oxygen. Physical Properties of Nitrogen Nitrogen is the most common gas in nature since it represents 79% in volume of the atmospheric air. At room temperature, nitrogen is a colourless and odourless gas. Its density is near that of air, 1.25 kg/m3 under the standard conditions. When liquefied, the temperature is –196°C under atmospheric pressure, density of 810 kg/m3 and a vapourization heat of 199 kJ/kg.
At liquid state, its low temperature will damage living tissue and any spillage of liquid nitrogen on the ship’s deck will result in failure as for LNG. Inert Gas Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping and compressors in order to prevent an air/CH4 mixture prior to aeration post warm up, before refit or repairs and prior to the gassing up operation post refit before cooling down. Inert gas is produced on board using an inert gas generator supplied by SMIT, which produces inert gas at 14,000 Nm3/h with a –45°C dew point burning low sulphur content gas oil. This plant can also produce dry air at 14,000 Nm3/h and –45°C dew point (see section 4.11 for more details). The inert gas composition is as follows: Oxygen:
< 1.0% in vol.
Carbon dioxide:
< 14% in vol.
Carbon monoxide:
< 100 ppm by vol.
Sulphur oxides (SOx):
< 2 ppm by vol.
Nitrogen oxides (NOx):
< 65 ppm by vol.
Nitrogen:
balance
Dew point:
< -45°C
Soot(on Bacharach scale):
0(= complete absence)
Properties of Nitrogen Molecular weight:
28.016
Boiling point at 1 bar absolute (0.1MPaA) :
–196°C
Liquid SG at boiling point:
1.81
Vapour SG at 15°C and 1 bar absolute (0.1MPaA) : 0.97 Gas volume/liquid volume ratio at –196°C :
695
Flammable limits:
Non
Dew point of 100% pure N2 :
Below –80°C
Chemical Properties Nitrogen is considered as an inert gas; it is non flammable and without chemical affinity. However, at high temperatures, it can be combined with other gases and metals.
The inert gas is slightly denser than air: 1.35 kg/m3 abt at 0°C. Warning Due to its low oxygen content, inert gas is an asphyxiant.
2-6
Part 2 Properties of LNG
LNGC DISHA
Cargo Operating Manual
Illustration 2.2.3a Temperature and Steel Grades
Note ! For environmental conditions, refer to section 1.3.3 Deterioration or Failure.
+20.4
LNG On Secondary Barrier
Steel Grade Selection
Grade A Grade E
-22.8
-27.1
-21.5
Insulation Thickness Secondary = 300 mm + Primary = 230 mm 530 mm
Grade A
Grade E
-22.5
-20
Cofferdam Without Heating
Steel Grade Selection
Grade E
Grade A
Grade E
Grade A
Grade E
+5
-15.9
Grade E
Dimensioning case for heating system and full redundancy ie 2 x 100% capacity -19.1
Grade E
Insulation Thickness Secondary = 300 mm + Primary = 230 mm 530 mm
Grade A
Grade E
Grade A
Grade E
Dimensioning case for heating system and full redundancy ie 2 x 100% capacity
-16
-14
Grade D
-60.8
LNG Cargo Temperature = -163℃
Cofferdam With Heating
Cofferdam Without Heating
-64.0
Grade E
Grade A
Grade D
-53 -55
Grade D
Grade D
-5.2
-3 -6.9
0
Grade E
0
LNG Cargo Temperature = -163℃
Cofferdam With Heating
-15.8
-23.3
0
-25.9
-16.9
-20.8
Grade A
Grade E
+5
-19.4
LNG On Secondary Barrier
Grade A
Grade B
-4.0
Grade B
0
Grade B
-1.6
Grade B
-3.3
Grade A
0
Grade B Grade B
-9
Grade B
-1.9
Grade D
Grade A
℃
Air Temperature Inside Compartment
℃
Air Temperature Inside Compartment
℃
Inner Hull Steel Plating Temperature
℃
Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tanks No. 2, 3, 4
Grade A
Grade B
Grade D
Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tanks No. 1
2-7
Part 2 Properties of LNG
LNGC DISHA 2.2.4 Avoidance of Cold Shock to Metal Structural steels suffer brittle fracture at low temperatures. Such failures can be catastrophic because, in a brittle steel, little energy is required to propagate a fracture once it has been initiated. Conversely, in a tough material, the energy necessary to propagate a crack will be insufficient to sustain it when it runs into a sufficiently tough material.
Cargo Operating Manual During any type of cargo transfer, and particularly welst loading and discharging, constant patrolling must be conducted on deck to ensure that no leakages have developed. In the event of a spillage or leakage, water spray should be directed at the spillage to disperse and evaporate the liquid and to protect the steelwork. The leak must be stopped, suspending cargo operations if necessary.
Plain carbon structural steels have a brittle to ductile behavior transition which occurs generally in the range of –50°C to +30°C. This, unfortunately, precludes their use as LNG materials (carriage temperature -162°C). The effect is usually monitored by measuring the energy absorbed in breaking a notched bar and a transition curve, as shown in Illustration 2.2.4a, which is typical for plain carbon steels.
In the event of a major leakage or spillage, the cargo operations must be stopped immediately, the general alarm sounded and the emergency deck water spray system put into operation (refer to section 5.4.2).
For this reason, materials which do not show such sharp transition from ductile to brittle fracture as the temperature is lowered, have found obvious application for use in cryogenic situations in general and particularly in liquid methane carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel, 9% nickel steel and some aluminium alloys such as 5083 alloy. All of these materials behave in a ductile manner at –162°C, so that the chance of an unstable brittle fracture propagating, even if the materials were overloaded, is negligible.
Illustration 2.2.4a Structural Steel Ductile to Brittle Transition Curve
Fracture transition range (mixed fracture appearance)
Brittle fracture
Ductile fracture
In order to avoid brittle fracture occurring, measures must be taken to ensure that LNG and liquid nitrogen do not come into contact with the steel structure of the vessel. In addition, various equipment are provided to deal with any leakages that may occur. The manifold areas are equipped with a stainless steel drip tray, which collects any spillage and drains it overboard. The ship, by way of the manifolds, is provided with a water curtain that is supplied by the deck fire main. The fire main must always be pressurized and the manifold water curtain in operation when undertaking any cargo operation. In addition, fire hoses must be laid out at each liquid dome to deal with any small leakages that may develop at valves and flanges. Permanent drip trays are fitted underneath the items most likely to cause problems and portable drip trays are provided for any other needs.
For a typical mild steel: T1 might be -30; T2 might be +15°C Although this depends on composition, heat treatment etc. the curve can shift to left or right.
Notched bar test Energy absorbed
T1
T2 Temperature
2-8
Part 2 Properties of LNG
LNGC DISHA
Cargo Operating Manual REACTIVITY DATA
2.3 Health Hazards FORMULA U.N. NUMBER FAMILY APPEARANCE ODOUR
CH4 2043 Hydrocarbon Colourless Odourless
METHANE
METHANE “fire damp” “marsh gas” LNG
THE MAIN HAZARD
EMERGENCY PROCEDURES FIRE
Stop gas supply. Extinguish with dry powder, Halon or CO2 . Cool surrounding area with water spray.
LIQUID IN EYE
DO NOT DELAY. Flood eye gently with clean fresh/sea water. Force eye open if necessary. Continue washing for 15 minutes. Obtain medical advice/assistance.
LIQUID ON SKIN
DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area in warm water until thawed. Obtain medical advice/assistance.
VAPOUR INHALED
Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose resuscitation.
SPILLAGE
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and prevent brittle fracture. Inform Port Authorities of any major spill.
AIR
No reaction.
WATER (Fresh/Salt)
No reaction. Insoluble. May freeze to form ice or hydrates.
OTHER LIQUIDS/ GASES
Dangerous reaction possible with chlorine.
CONDITIONS OF CARRIAGE NORMAL CARRIAGE CONDITIONS
Fully refrigerated.
GAUGING
Closed, indirect.
SHIP TYPE
2G.
VAPOUR DETECTION
Flammable.
MATERIALS OF CONSTRUCTION
PHYSICAL DATA BOILING POINT @ ATMOSPHERIC PRESSURE
-161.5°C
RELATIVE VAPOUR DENSITY
0.554
CRITICAL PRESSURE / CRITICAL TEMPERATURE
4.6 MPag / -82.55°C
MOLECULAR WEIGHT
16.04
SPECIFIC GRAVITY
0.42
ENTHALPY (kcal/kg)
7.0 68.2
COEFFICIENT OF CUBIC EXPANSION
0.0026 per °C @ -165°C
LATENT HEAT OF VAPOURIZATION
UNSUITABLE Mild steel.
Liquid @ -165°C @ -100°C
SUITABLE Stainless steel, aluminium, 9 or 36% nickel steel, copper.
SPECIAL REQUIREMENTS
Vapour 130.2 @ -165°C 140.5 @ -100°C
511 kJ/kg
None
FIRE AND EXPLOSION DATA FLASH POINT -175°C (approx.) FLAMMABLE LIMITS 5.3 -14% AUTO-IGNITION TEMPERATURE 595°C
HEALTH DATA TVL 1000 ppm
ODOUR THRESHOLD Odourless
EFFECT OF LIQUID
Frostbite on skin or eyes. Not absorbed through skin.
EFFECT OF VAPOUR
Asphyxiation - headache, dizziness, drowsiness. Possible low temperature damage to lungs, skin. No chronic effect known.
2-9
Part 2 Properties of LNG
LNGC DISHA
Cargo Operating Manual NITROGEN
FORMULA U.N. NUMBER FAMILY APPEARANCE ODOUR
N2 2040 Noble Gas Colourless Odourless
THE MAIN HAZARD
REACTIVITY DATA EMERGENCY PROCEDURES
FIRE
Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them.
LIQUID IN EYE
DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary. Continue washing for 15 minutes. Seek medical advice/assistance.
LIQUID ON SKIN
DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area in warm water until thawed. Obtain medical advice/assistance.
VAPOUR INHALED
Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose resuscitation.
SPILLAGE
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and prevent brittle fracture. Inform Port Authorities of any major spillage..
-195.8°C
RELATIVE VAPOUR DENSITY
0.967
VAPOUR PRESSURE 2 kg/cm (A)
2 @ -190°C 10 @ -170°C
MOLECULAR WEIGHT
28.01
SPECIFIC GRAVITY
0.9
ENTHALPY (kcal/kg)
Liquid 7.33 @ -196°C 34.7 @ -150°C
COEFFICIENT OF CUBIC EXPANSION
0.005 @ -198°C
LATENT HEAT OF VAPOURIZATION (kcal/kg)
47.5 17.3
No reaction.
WATER (Fresh/Salt)
No reaction. Insoluble.
OTHER LIQUIDS/ GASES
No reactions.
CONDITIONS OF CARRIAGE
PHYSICAL DATA BOILING POINT @ ATMOSPHERIC PRESSURE
AIR
NITROGEN
Vapour 54.7 @ -195°C 52.0 @ -150°C
NORMAL CARRIAGE CONDITIONS
Fully refrigerated.
GAUGING
Closed, indirect.
SHIP TYPE
3G.
VAPOUR DETECTION
Oxygen analyzer required.
MATERIALS OF CONSTRUCTION
@ -196°C @ -150°C
UNSUITABLE
SUITABLE
Mild steel.
Stainless steel, aluminium, 9 or 36% nickel steel, copper.
FIRE AND EXPLOSION DATA FLASH POINT Non-flammable FLAMMABLE LIMITS Non-flammable AUTO-IGNITION TEMPERATURE Non-flammable
SPECIAL REQUIREMENTS HEALTH DATA TVL 1000 ppm
High oxygen concentrations can be caused by condensation and enrichment of the atmosphere in way of equipment at the low
ODOUR THRESHOLD Odourless
temperatures attained in parts of the liquid nitrogen system; materials of construction and ancillary equipment (e.g. insulation) should be resistant to the effects of this. Due consideration should be given to ventilation in areas where condensation might occur to avoid the stratification of oxygen-enriched atmosphere.
EFFECT OF LIQUID
Frostbite on skin or eyes.
EFFECT OF VAPOUR
Asphyxiation. Cold vapour could cause damage.
2 - 10
Part 2 Properties of LNG
Part 3 : Integrated Automation System (IAS) 3.1 General ............................................................................................. 3 - 4 3.2 IAS Overview ................................................................................... 3 - 5 3.3 IAS Function Operation.................................................................... 3 - 7 3.4 IAS Mimics....................................................................................... 3 - 9
Part 3 Integrated Automation System (IAS)
LNGC DISHA
Machinery Operating Manual
Illustration 3.1.1a IAS Overview WHEEL HOUSE
EXT. VDU
CCR INMARSAT-B VIA SHIPS MODEM
ECR COLOR HARD COPIER
COLOR HARD COPIER
ODRM
EXTENSION VDU SYSTEM ALARM PRINTER
CARGO SYSTEM
LOGGING PRINTER
DOSS
DOSS
DOSS
MACHINERY SYSTEM
DOSS
DOSS
DOSS
DOSS
LOGGING PRINTER
ALARM PRINTER
DOSS
EXT. VDU NET (ETHERNET) MACHINERY EXT. VDU SERVER
DOGS
CARGO EXT. VDU SERVER
DOGS
DEO-NET (ETHERNET)
DOPC II
DOPC II
DOHS
PORTABLE EXTENSION VDU 8 SETS 2 SETS
TOTAL 12 RECEPTACLES FOR ACCOMMODATION AREA - CAPT. DAY RM - C/E DAY RM - 2/E DAY RM - 3/E RM - 4/E RM - 5/E RM - E/E RM - C/O DAY RM - 2/O RM - 3/O RM - NWK/O RM - G/E DAY RM
SERIAL I/F FOR CARGO SYSTEM - CUSTODY TRANSFER SYSTEM (DUAL) - LOADING COMPUTER (DUAL) - FLOAT TYPE LEVEL GAUGE SYSTEM - SHIPBOARD MANAGEMENT SYSTEM - GAS DETECTION SYSTEM FOR MACHINERY SYSTEM - SHIPBOARD MANAGEMENT SYSTEM - SHIP PERFORMANCE MONITORING SYSTEM - NO. 1 BOILER (DUAL) - NO. 2 BOILER (DUAL) - MAIN TURBINE (DUAL)
CARGO MIMIC DOHS PANEL
PERSONNEL DOHS ALARM SYSTEM
DOHS PERSONNEL EXTENSION DOHS ALARM SYSTEM DOHS ALARM PANEL
16 PANELS LEGEND DOSS : DEO OPEN SUPERVISORY STATION DOHS : DEO OPEN HISTORY STATION DOPC II : DEO PROCESS CONTROLLER II ODRM : OPEN DCS REMOTE MANAGER DOGS : DEO OPEN GATEWAY STATION
3-1
Part 3 Integrated Automation System
LNGC DISHA
Machinery Operating Manual
Illustration 3.1.1b IAS Overview
WHEEL HOUSE
PORTABLE EXTENSION VDUS
CCR
DOSS
DOSS
DOSS
DOSS
DOSS
DOSS
DOSS
DOSS
DOSS
EXT. VDU NET (ETHERNET)
OPT. CONV. OPT (2 FIBERS)
OPT (2 FIBERS)
DOGS
DOGS
DOHS DEO-NET (ETHERNET)
DOPC II
DOPC II
OPT. CONV.
OPT (2 FIBERS)
(FOR CARGO)
(FOR CARGO)
I/O
I/O
(FOR CARGO)
I/O
DOSS
OPT. CONV.
DOPC II OPT. CONV.
OPT. CONV.
I/O
OPT (2 FIBERS)
ECR
ELECTRIC EQUIPMENT ROOM
DOPC II
OPT. CONV.
I/O
OPT. CONV.
(FOR CARGO)
I/O
I/O
I/O
OPT (2 FIBERS)
OPT (2 FIBERS)
OPT (2 FIBERS)
OPT (2 FIBERS)
SIM
ECR CCR CARGO MIMIC PANEL
OPT (2 FIBERS)
I/O
OPT (2 FIBERS)
I/O
OPT (2 FIBERS)
I/O
OPT (2 FIBERS)
I/O
OPT (2 FIBERS)
I/O
OPT (2 FIBERS)
DOPC II
I/O
DOHS PERSONNEL EXTENSION DOHS ALARM SYSTEM DOHS ALARM PANEL
DOPC II
DOPC II
(FOR MACHINERY)
LEGEND DOSS : DEO OPEN SUPERVISORY STATION DOHS : DEO OPEN HISTORY STATION DOPC II : DEO PROCESS CONTROLLER II ODRM : OPEN DCS REMOTE MANAGER DOGS : DEO OPEN GATEWAY STATION OPT. CONV. : OPTICAL CONVERTOR SIM : SERIAL INTERFACE MODULE
OPT. CONV.
I/O
I/O
DOPC II
(FOR MACHINERY)
I/O
I/O
(FOR MACHINERY)
I/O
I/O
(FOR MACHINERY)
I/O
I/O
PERSONNEL DOHS ALARM SYSTEM
3-2
Part 3 Integrated Automation System
LNGC DISHA
Machinery Operating Manual
Illustration 3.1.1c IAS Overview
W/H
POWER SUPPLY CONCEPT PORTABLE EXTENSION VDUS
CCR
EXT. VDU
ODRM
DOSS4
DOSS3
DOSS2
DOSS1
DOSS
DOSS
DOSS
DOSS
COLOR HARD COPIER
LOGGING PRINTER
ALARM PRINTER
AC220V
CCC
UPS
A
c/o
AC220V (NORMAL) AC220V (EMERG.)
B
UPS1
A
B
C
C D
ECR
ELECTRIC EQUIPMENT ROOM CABINET
E F G
DOHS
H
DOGS
DOSS1
DOSS2
DOSS3
DOSS4
DOSS
DOSS
DOSS
DOSS
DOGS
ALARM PRINTER
I J
UPS
H
F
UPS1
G
UPS2
COLOR HARD COPIER
LOGGING PRINTER
UPS1
D
EQ ROM UPS CABINET
CARGO MIMIC DOHS PANEL
PS
PS
PS
E
ECR CABINET
PS
DOPC II
DOPC II
DOPC II
DOPC II
I/O
I/O
I/O
I/O
I
UPS1
J
UPS2 PS
ECR UPS CABINET
PS
PS
PS
DOPC II
DOPC II
DOPC II
DOPC II
I/O
I/O
I/O
I/O
LEGEND
DOHS PERSONNEL EXTENSION DOHS ALARM SYSTEM DOHS ALARM PANEL
DOSS : DEO OPEN SUPERVISORY STATION DOHS : DEO OPEN HISTORY STATION DOPC II : DEO PROCESS CONTROLLER II ODRM : OPEN DCS REMOTE MANAGER DOGS : DEO OPEN GATEWAY STATION
PERSONNEL DOHS ALARM SYSTEM
3-3
Part 3 Integrated Automation System
LNGC DISHA Part 3 : Integrated Automation System (IAS) 3.1 General The ship’s Integrated Automation System (IAS) has been designed, programmed, and installed by Yamatake Industrial Systems. Two entirely separate systems have been provided within the IAS for cargo/ballast operations (referred to the Cargo System) and machinery/electric generation plant operations (referred to the Machinery System). Other, independent control systems are interfaced either with the Cargo or Machinery Systems. The IAS has been designed to ease and logical for the operator. Most of functions are automatically run, but, at any time, the operator can be intervened.
Machinery Operating Manual An extension VDU network with receptacles for the portable VDU monitor is supplied to monitor the local status at the following locations: -
This system is capable of controlling and monitoring the main propulsion plant and Engine Room auxiliaries, and the electric generating plant system.
Captain’s Day Room Chief Engineer’s Day room 2/E Day Room 3/E Room 4/E Room 5/E Room E/E Room C/O Day Room 2/O Room 3/O Room NWK/O Room Gas/E Room
In addition, the system is capable of controlling and monitoring specified control valves, e.g. superheated steam temp., main turbine lubricating oil, the cooling water, etc. However, auxiliary pump Standby/Auto selection can also be carried out through this system. The following independent systems are interfaced with the Machinery System:
Portable and Extension VDU System The grouping of the alarms allows easy access for identification, action, and alarm handling. As even a momentary interruption of electrical power supply (220V AC) to the IAS could cause the failure of the IAS, a Uninterruptible Power Supply (UPS) system is installed for uninterrupted power supply to the designated IAS operator station.
Extension VDU System The extension VDU system is used in plant monitoring, not in plant operation. The extension VDU also does not require the use of alarms in its operation. There are two kinds of display for plant monitoring as follows. • Alarm summary display: Applies the both the Cargo and Machinery Systems A simplified alarm summary display designed for this system is provided, indicating 100 points of the latest alarms recorded for each of the Cargo and Machinery Systems. • Graphic display: Applies the both the Cargo and Machinery Systems Provides graphic displays designed for these systems. Plant monitoring display only.
B. VDR
Machinery System
This VDU system is only for monitoring, not operations. Both the cargo and machinery can be monitored anywhere, but only 4 users can concurrently connected.
-
Ship Performance Monitoring System No.1 Boiler and Common Part No.2 Boiler Main Turbine Voyage data recorder Shipboard Management System
Common A. Ship Board Management System B. VDR
Cargo System This system is used in the control and monitoring of the cargo and ballast auxiliaries and valves. In addition, automatic sequence control logic programs are provided for the cargo and ballast operations. Displays available include composed of overviews, operational graphics, monitoring graphics, operational guidance graphics and alarm displays. The emergency shutdown system (ESDS), cargo tank protection system (except the cargo tank filling valve close function due to the cargo tank level very high), and machinery trip and safety systems are totally operating independently of the IAS. Alarms for these systems are sent to the IAS. The cargo system signal from the dangerous zone inputs information through Intrinsic Safety barrier(I.S.). The IAS circuit between the dangerous zone and safety zone separate into Highway coupler module to maintain safety circuit condition. The equipment, which is relative to the I.S., supplis the power from I.S. transformer.
Printers Each cargo and machinery system has the following printers in each CCR and ECR. -
Alarm printer Logging printer
1set 1set
The alarm printer prints out alarm history with time information form the ship’s clock. The logging printer provides data logging function by fixed time and operator’s demand. Fixed time logging is initiated by the ship’s time.
Color Hard Copier This color hard copier is used for copying VDU displays. Two sets of Color Hard Copiers are furnished in the CCR and ECR. One is for the Cargo System and the other for the Machinery System.
The following independent systems are interfaced with the cargo system for date gathering, calculation and monitoring purposes: -
Custody Transfer System Loading Computer Float Type Level Gauge System Shipboard Management System Gas Detection System
Common A. Shipboard Management System
3-4
Part 3 Integrated Automation System
LNGC DISHA
Machinery Operating Manual
3.2 IAS Overview Maker
:
The DOSS has two type of keyboard.
Yamatake Industrial System
General As implemented on this ship, the IAS system controls and monitors almost all systems and equipments on board. The functions of the IAS are as follows:
y
Sequence Event
y
Message
Operation keyboard
y
Operator Change
Engineering keyboard
y
System Alarm
y
System Status
The Engineering keyboard is used for the software modification and installation only. The keyboard is furnished on the console with cover. The following figures indicate the layout of keyboard.
Query and retrieve events by various condition. Archive data into backup media. Reliability
System monitoring
Adoption disk mirroring
System operation Alarm handling, summary and acceptance
POWER GOOD FAIL
RESET
H/W Specification
Data logging and trending
STATS
CPU
Data interface to other system
7
8
9
Control of the extension alarm system
4
5
6
AUTO
SP
Operation planning and control
1
2
3
Control of the extension VDU system
.
0
-
Marine-DEO
MAN
!
"
Q
W
E
R
A
S
D
F
$
=
&
*
<
>
?
T
Y
U
G
H
J
I
O
P
K
L
-
CAS
OUT
Prev Page
SIL Next Page
RAM
: 256MB
HDD
: 18GB
DOGS(DEO Open Gateway Station
ENTER
ACK
: Intel Pentium ІІІ 850MHz
Message Clear
Execute
DOGS is a gateway between the DEO-NET and the Extension VDU.
Close Cancel TAB
Marine-DEO is a product name of the IAS(Industrial Automation System), This section describes the following each component specification of Marine-DEO.
DOSS
SP
Z
X
DOHS
: DEO Open History Station : DEO Open Gateway Station
ODRM
: Open DCS Remote Manager
DOPC ІІ
: DEO Process Controller ІІ
V
N
M
M
Prev Disp
Alpha Shift
Next Disp
Layout of Operation Keyboard
DOPC ІІ is a multi-function controller employing control loops, logic functions, sequence control, and I/O processing. - Built-in control / calculation algorithms - Sequence control implemented by CL (Control Language) - Distributed I/O for space saving
DOSS is a human-machine interface of Marine-DEO that runs on Windows 2000 operating system. The DOSS has the following features.
Layout of Engineering Keyboard
It is fully integrated with Marine-DEO and can be a client node for DOPC, DOHS for LNGC monitoring control.
DOHS is a historian and provides histories data for DOSS. Vessel data collection and historian; Collect process data at periodic basis. Collect various events. y
- Peer to peer communication with other DOPC ІІs over the DEO-NET - Memory back-up by flash ROM
Touchscreen in addition to trackball High resolution display (1280 X 1024)
- Remote I/O capability by fiber optic connection using the tag name basis
DOHS(DEO Open History Station)
Operational face plate facility One line alarm indication
ODRM is a facility which realize remote maintenance from land service center via satellite communication. DOPC ІІ(DEO Process Controller ІІ)
DOSS(DEO Supervisory Station)
Display call-up toolbar
Last Cancel
ODRM(Open DCS Remote Manager)
: DEO Open Supervisory Station
DOGS
C
DOPC ІІ consists of ; - DOCM(DOPC Control Module) It is a the main module of the DOPC ІІ consisting of the control modules and the communication interface modules. - Distributed I/O The I/O modules are mounted on DIN rail.
Process Alarm
3-5
Part 3 Integrated Automation System
LNGC DISHA
Machinery Operating Manual
DOCM(DOPC Control Module)
DOSS DOCM Configuration shows the DOCM system. The DOCM is composed of the following modules. Control Module(MSC) Ethernet Module(ETM)
DOHS
DEO-NET A DEO-NET B
X-BUS Module(XBM) Three sets of control module (MSC) have redundant configuration, and execute same processing synchronised each other. The ethernet module (ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and get data by “logic of majority”, i.e., 2 out of 3. Even though one of MSC outputs incorrect data, the remaining two (2) data are correct and used for the control and monitoring.
ETM E-1
E-A
ETM
E-2
E-B
E-3
E-A
E-2
E-B
MSC I-A
E-1
E-3
E-A
MSC I-B
I-1
MSC
I-A
I-2
I-3
E-B
I-B
I-1
XBM
I-A
I-2
I-B
I-3
XBM
DOCM X-BUS A X-BUS B I/O
~
I/O
DOCM Configuration
3-6
Part 3 Integrated Automation System
LNGC DISHA
Machinery Operating Manual
3.3 IAS Function Operation
Data Logging
Time Management The IAS operates with two time data. One is the marine DEO’s standard time, which could be GMT and the other is the ship’s time supplied from the ship’s chronometer. The ship’s time is used for alarm summary displays, alarm printing and report printing. Standard time is applied to trend data and fast alarm printing.
The logging printers of IAS are located as follows. 1) Cargo system – 1 set in CCR 2) Machinery system – 1 set in ECR
Alarm Management The IAS provides some kinds of alarms as follows. 1) Process Alarm Input from ship process by analog and digital signals. Temperature High, Level Low, Pressure High, etc. The alarms are indicated on the Alarm Summary Display within 2 seconds after receiving the signals on analog or digital input modules. Alarm Print out The alarm printers of the IAS are located as follows. 1) Cargo system – 1set in CCR 2) Machinery system – 1set in ECR The historical alarm information are printed out on the alarm printer with reference time. For the process alarm, the alarm printout provides the following events. ---- Alarm occurrence ---- Alarm acknowledgement ---- Alarm recovery The major printout item is as follows.
Example of Alarm Print-out Fast Alarm Function The fast alarm function is a high speed scanning function for finding out a trip cause. The fast alarms are recorded on the hard disk of DOSS automatically. Operator can display and print the recorded the fast alarms. If a equipment comes to trip, the procedure for finding out the trip cause as follows. 1) The representative trip alarm of this equipment is reported on the alarm summary display and the alarm printer. 2) The fast alarms are indicated on the dedicated display and printed on the logging printer with operator’s request. 3) The fast alarms are indicated and printed the order of its occurrence time. Operator can find out the trip cause for that equipment. To realize the Fast Alarm Function, The IAS applies specialized digital I/O modules, i.e. DISOE, Digital Input Sequence of Event. The DISOE provides high-resolution scanning within 20ms.
---- “ALM”, “ACK”, “RTN” ---- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS) ---- TAG name ---- Description The “ALM” is printed in red. In addition to the above, the system status changes including system abnormal are printed out on the alarm printer.
Example of Fast Alarm Print-out The available quantity of line of the fast alarm display is as follows. 25 lines/display Max. 2000 lines
3-7
The IAS provides data logging function in accordance with following specification. 1) Fixed time Report This report is printed out automatically in accordance with the selected time interval. (Based on Ship’s Time) 2) Demand Report This report is printed out by the operator’s request. The format of “Demand Report” is same as “Fixed Time Report”. The re-report function is available until next log is activated. Setting of the logging interval, the demand request and the re-reporting request are done from “System Operation Display” Extension Alarm System All alarms detected by the IAS are extended to extension alarm panels located in officer’s / engineer’s cabins and public spaces by the extension alarm system. The alarms are grouped to the extension alarm groups and the group alarm status is annunciated by the extension alarm panels. The alarm annunciation by the extension alarm panels is done by one audible buzzer and annunciation indicators corresponded to extension alarm groups. The extension alarm groups are shown on the following tables. Cargo system y Emergency shutdown y
Gas detection
y
Essential
y
Non essential
y
Cargo IAS abnormal
y Fire Machinery system y Boiler trouble y M/T Trip y M/T Auto power reduction y M/T abnormal y Generator abnormal y Gas detection in E/R y Essential alarm y Non essential alarm y Fire alarm y Personnel alarm y Mach. IAS system abnormal y Bilge
Part 3 Integrated Automation System
LNGC DISHA y
Machinery Operating Manual
E/R call from E/R
KEY
TOOLBAR
ASSOCIATE From Other Graphic Displays
Duty Engineer/Officer Selector Graphic Display
One set of the duty engineer /officer selector by lighting the push button for each cargo and machinery systems are furnished on the CCR and the ECR console as follows. When one of the button is lit, that indicates the UMS mode. For the cargo system:
Process Monitoring Alarm Monitoring Pumps, Valves, Controllers, etc. Manipulating
KEY
TOOLBAR
KEY ASSOCIATE
C/O
2/O
3/O
NWK/O
G/E Graphic Display
For the machinery system C/E
2/E
Trend Display
Pumps, Valves, Controllers, etc. Manipulating
3/E
4/E
5/E
TOOLBAR
ASSOCIATE
Trend Trace Monitoring
E/E SELECT
Personnel Alarm System The following lamps and push buttons are supplied for the personnel alarm system. Start/Stop buttons with buzzer on master panel furnished on ECR console : 1 set - Start/Stop push buttons on engine room entrance : 1 set - Reset push buttons in engine room : 9 sets “System ON” Lamp on W/H extension alarm panel.
Trend Display
KEY
Alarm Monitoring Alarm Acknowledgment (Flicker Stop)
TOOLBAR ASSOCIATE SELECT
-
KEY
: By Keyboard : By Toolbar : By Associated display call-up button : By select a desired alarm point
TOOLBAR
The Personnel Alarm System’s first setting time when activate the system is 27 min. After setting time, the system occur pre-warning to E/R column light. Then can activate the second setting time which is set 3 min. Display Function Assignment The DOSS provides the following major displays. Graphic Display Group Display Trend Display Alarm Summary Display The Graphic Displays take the initiative in operation basically. The function assignment and the relationship among displays are as follows.
3-8
Part 3 Integrated Automation System
LNGC DISHA
Cargo Operating Manual
3.4 IAS Mimics No.
DISPLAY TITLE
1
CARGO SYSTEM OVERVIEW
2
No.
ASSOCIATED DISPLAY CODE
N2 GENERATOR
28
N2 PRESS CONT SYSTEM
G023
C01
30
BILGE & WATER DETECTION
C10
G044
C01
31
GAS FLOWMETER
C15
C16
34
LOADING (MONITORING)
35
C03
C04
C05
C06
C21
MANIFOLD SYSTEM
G021
G022
G023
G004
G005
C01
3
NO.1/2 CARGO TANK SYSTEM
G019
G029
G031
G032
G034
G041
G043
4
NO.3/4 CARGO TANK SYSTEM
G020
G029
G031
G032
G034
G042
5
CARGO COMPRESSOR ROOM
G051
G052
G053
C01
C10
C13
6
BALLAST SYSTEM OVERVIEW
G061
C07
C08
C09
C01
7
BALLAST TANK SYSTEM
G065
G066
G067
G071
8
E/R BALLAST PUMP SYSTEM
G081
G082
G083
G085
G087
9
SEDIMENT REMOVAL SYSTEM
G061
C06
C07
C08
C10
10
FIRE & BILGE SYSTEM
G091
G092
G094
C06
C07
11
VRC HYDRAULIC UNIT SYSTEM
G101
G102
C01
C06
12
EM’CY SHUTDOWN SYSTEM
13
HIGH DUTY COMPRESSOR
14
LOW DUTY COMPRESSOR
15
H/D,L/D HEATER
G051
G052
16
LNG/FORCING VAPORIZER
G051
G052
17
VENT CONTROL
G050
G130
C03
18
INERT GAS GENERATER
G027
G151
C08
19
MOTOR RUNNING HOUR1
C01
C05
19_1
MOTOR RUNNING HOUR2
C01
C05
19_2
MOTOR RUNNING HOUR3
C01
C05
20
CARGO GAS DETECTION
G051
G111
G112
G119
G113
C05
G120
G121
G131
G132
C08
C83
C05
C25
C28
G142
G143
G144
G145
C01
C05
C01
C13
C83
C75
G033
UNLOADING (MONITORING)
C01
C85
C76
G031
G032
C68
C08
36
BALLAST (MONITORING)
C06
C07
C08
C62
C117
C68
C07
C09
37
DEBALLAST (MONITORING)
C06
C07
C08
C63
C118
C68
38
GAS MANAGEMENT SYSTEM
G054
G108
C92
C71
C39
C16
C88
C77
39
COOLDOWN
C88
C105
C16
C92
G301
G310
C95
C77
40
LOG SET
41
REPOSE GROUP
42
TRIP BLOCK SET
43
WINDING TEMP
C05
61
OPE.PLAN (LOAD/UNLOAD)
C66
C68
C75
C94
C76
C28
62
OPE.PLANNING (BALLAST)
C66
C76
C117
63
OPE.PLANNING DEBALLAST
C66
C75
C118
64
OPE.PLANNING DEBALLAST EXCHANGE
65
OPE.PLANNING BALLAST EXCHANGE
C30
C102
C79
C105
C38 C01
C10
G141
C06
C28
C19_1 C19_2 C06
ASSOCIATED GRAPHIC
27
C02
C06
TITLE
C19
C19_2
66
VV FAIL LIST FOR SEQ.
C19
C19_1
67
VV FAIL LIST FOR SEQ (2/2)
68
OPE.INDEX (OPE.SELECT)
C77
C75
C76
C16
C38
C88
C92 G043
C20_1 C20_2
C68
C92
20_1
ACCO GAS DETECTION
C20
C20_2
71
GMS SET POINT
20_2
E/R GAS DETECTION
C20
C20_1
72
LINE UP1 (AROUND TANK)
G230
G034
G231
C76
C91
C61
C87 C77 G044
C73
G237
C74
C21
C22
C75
C76
21
1 C TK/BARRIER TEMP
G191
C01
C22
C23
C24
C25
C28
C27
73
LINE UP2 (LIQ.MAN/HEADER)
G021
G236
G241
22
2 C TK/BARRIER TEMP
G201
C01
C21
C23
C24
C25
C28
C27
74
LINE UP3 (VAP LINE)
G238
G239
G240
G241
G242
23
3 C TK/BARRIER TEMP
G211
C01
C21
C22
C24
C25
C28
C27
75
LOADING (OPE.FLOW)
C79
C80
C72
C81
C78
C82
C83
C68
24
4 C TK/BARRIER TEMP
G221
C01
C21
C22
C23
C25
C28
C27
76
UNLOADING (OPE.FLOW)
C79
C80
C72
C81
C84
C85
C86
C68
25
GLYCOL WATER SYSTEM
G155
G156
G157
G158
G159
C01
C21
77
GMS (OPE.FLOW)
C71
C88
C92
C38
C68
3-9
Part 3 Integrated Automation System
LNGC DISHA
No.
Cargo Operating Manual
TITLE
ASSOCIATED GRAPHIC
78
LOADING (LINE FLOW)
C01
C72
C73
C74
79
OPE.GUID (LOAD/UNLOAD1)
C09
C10
C75
G024
80
OPE.GUID (LOAD/UNLOAD2)
G021
G022
C02
81
OPE.GUID (LOAD/UNLOAD3)
C02
C75
C76
82
OPE.GUID (LOADING 1)
G034
C02
G021
83
OPE.GUID (LOADING 2)
G033
84
UNLOADING (LINE FLOW)
C01
85
OPE.GUID (UNLOAD 1)
86
OPE.GUID (UNLOAD 2)
87
OPE.GUID (LINE C/D)
88
G019
C01
No.
TITLE
ASSOCIATED GRAPHIC
C75
109
OPE.GUID (WARM UP 3)
G111
G112
G121
G200
C01
C21
C96
C19
C76
C102
110
INERT.B/D (LINE FLOW)
C01
C72
C73
C74
C75
C76
C94
111
OPE.GUID (INERTING B/D)
C10
C28
C01
C18
G021
G022
G091
G101
112
AERATION (LINE FLOW)
C01
C72
C73
C74
C13
G113
C75
113
OPE.GUID (AERATION)
C10
C28
C18
G035
G033
C01
C98
C75
114
OPE.GUID (INERT/AERAT1)
G230
G021
C02
G234
G237
C16
C115
C76
115
OPE.GUID (INERT/AERAT2)
C03
C04
C05
G043
G044
C116
116
OPE.GUID (INERT/AERAT3)
C03
C04
C05
G043
G044
C98
G113
G053
C13
C72
C73
C74
G036
G037
G038
G039
G022
C35
C76
C35
G022
G031
G032
G033
C91
C76
G019
G034
OPE.GUID (GMS)
C05
G121
C77
C91
G055
G132
G133
C39
91
S.P/P SATRT GUID.
C66
C86
G046
G047
G048
G049
C87
C88
92
GMS TK SET PRESS
G054
C77
C38
C39
C16
93
INTERTING A/D (OPE.FLOW)
C100
C72
94
GAS FILLING (OPE.FLOW)
C102
C80
C72
95
INIT COOLDOWN OPE.FLOW
C72
C73
96
WARM UP (OPE.FLOW)
C107
97
INERTING B/D (OPE.FLOW)
98
C91
C97 G035
G034
C97 C98
C68
C88
C99
C114
C68
C73
C74
C101
C74
C104
C105
C72
C73
C74
C106
C108
C111
C72
C73
C74
C110
C114
C68
AERATION (OPE.FLOW)
C113
C72
C73
C74
C112
C114
C68
99
INERTING A/D (LINE FLOW)
C01
C72
C73
C74
100
OPE.GUID (INERTING A/D)
C10
C28
C18
101
GAS FILLING (LINE FLOW)
C01
C72
C73
C74
102
OPE.GUID (GAS FILLING 1)
C79
C16
C13
G113
C02
C01
C94
103
OPE.GUID (GAS FILLING 2)
C16
G131
C13
G113
G238
G033
C94
104
INIT COOLDOWN (LINE FLOW)
C01
C72
C73
C74
105
OPE.GUID INIT COOLDOWN
G043
G044
C39
C13
106
WARM UP (LINE FLOW)
C01
C72
C73
C74
107
OPE.GUID (WARM UP 1)
C11
C19
C01
108
OPE.GUID (WARM UP 2)
G111
G112
G121
C103
C68 C68
C109
C68
C93 G035
G034
C01
C93 C94
C95 G113
C28
C95 C96 C96
G200
C01
C21
C96
3 - 10
Part 3 Integrated Automation System
Part 4 Cargo and Ballast System 4.1 Cargo Containment System ............................................................... 4 - 2 4.2 Cargo Piping System ......................................................................... 4 - 3 4.2.1 Liquid Line ............................................................................. 4 - 3 4.2.2 Vapour Line............................................................................. 4 - 3 4.2.3 Spray Line............................................................................... 4 - 4 4.2.4 Gas Line (One Tank Operation).............................................. 4 - 4 4.2.5 Fuel Gas Line.......................................................................... 4 - 4 4.2.6 Vent Line................................................................................. 4 - 4 4.2.7 Inerting/Aeration Line ............................................................ 4 - 4 4.3 Cargo Pumps.................................................................................... 4 - 10 4.3.1 Main Cargo Pumps ............................................................... 4 - 12 4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14 4.3.3 Emergency Cargo Pump ....................................................... 4 - 16 4.4 Cargo Compressors.......................................................................... 4 - 18 4.4.1 HD Compressors................................................................... 4 - 18 4.4.2 LD Compressors ................................................................... 4 - 22 4.5 H/D & L/D Gas Heater .................................................................... 4 - 26 4.6 LNG Vaporizer................................................................................. 4 - 28 4.7 Forcing Vaporizer ............................................................................ 4 - 30 4.8 Vacuum Pumps ................................................................................ 4 - 32 4.9 Custody Transfer System ................................................................. 4 - 35 4.9.1 Custody Transfer System ...................................................... 4 - 35 4.9.2 CTS Operation ...................................................................... 4 - 37 4.9.3 HSH Float Level Gauge........................................................ 4 - 44 4.9.4 Trim-List Indicator................................................................ 4 - 46
4.10 Nitrogen Production System ..........................................................4 - 48 4.11 Inert Gas and Dry Air Generator ....................................................4 - 50 4.12 Fixed Gas Detection System ..........................................................4 - 52 4.13 Cargo & Ballast Valve Control System..........................................4 - 58 4.13.1 Cargo Valve Control System ...............................................4 - 58 4.13.2 Ballast Valve Control System..............................................4 - 60 4.14 Relief Systems ...............................................................................4 - 62 4.14.1 Cargo Tank Relief Valves....................................................4 - 62 4.14.2 Primary and Secondary Insulation Space Relief Valves......4 - 62 4.14.3 Line Relief Valves ...............................................................4 - 62 4.15 Ballast Piping System ....................................................................4 - 64 4.15.1 General Description ............................................................4 - 64 4.15.2 Ballast Water Management (Ballast Exchange) ..................4 - 65 4.16 Loading Computer .........................................................................4 - 70 4.16.1 ON-Line and OFF-Line Mode ............................................4 - 70 4.16.2 Software Configuration.......................................................4 - 70 4.16.3 Explanation of the Ship Manager Screen ............................4 - 71 4.17 Portable Gas Detector ....................................................................4 - 72 4.17.1 Portable Combination Gas Detector....................................4 - 72 4.17.2 Portable Methane Gas Detector ..........................................4 - 73 4.17.3 Portable Oxygen Monitor....................................................4 - 74 4.17.4 Portable CO2 Analyzer .......................................................4 - 75 4.17.5 Dew Point Meter .................................................................4 - 76
Part 4 Cargo and Ballast System
LNGC DISHA
Cargo Operating Manual
Illustration 4.1a Cargo Piping System
CARGO EQUIPMENT CAPACITY
KEY
1. HIGH DUTY GAS HEATER : 22,600 kg/h
LNG VAPOUR LINE CG514 CG515
FROM IGG IG021 IG020
IG022
CG527
CG526
NO.2 HIGH DUTY COMP. CG510 CG511
CG522
CG512
CG521
FUEL GAS CG405 TO BOILERS
CG517
CG508
NO.2 LOW DUTY COMP. CG502
CS506
SYMBOL
FM
CS505
CG532 FORCING VAPORIZER
CG504
FM
NO.1 LOW DUTY COMP.
CS503
SP502 CG530
CS502
9. DEMISTER : 5,800 kg/h
CG533
CG501
CG503
CS501
8. LOW DUTY GAS COMPRESSOR : 8,000 m3/h
FM
CG518
CS504
7. HIGH DUTY GAS COMPRESSOR : 32,000 m3/h
N2 LINE
CG505
CG507 LOW DUTY GAS HEATER
CG520
6. STRIPPING/SPRAY PUMP : 50 m3/h
IGG LINE
NO.1 HIGH DUTY COMP. CG506
5. CARGO PUMP : 1,650 m3/h
CG509
FM
CG519
FM
4. LNG VAPORIZER : 10,788 kg/h
STRIPPING LINE
CG516
HIGH DUTY GAS HEATER
3. FORCING VAPORIZER : 6,790 kg/h
LNG LIQUID LINE
FM
CG523
CG525
CG002
CG513
SP501 CG524
2. LOW DUTY GAS HEATER : 7,906 kg/h
FM
LNG VAPORIZER
CN683 DEMISTER TO INS.PRESS.
FM
SP601
CG528
DESCRIPTION
SYMBOL
DESCRIPTION
BUTTERFLY VALVE
REMOTE HYD. CONTROL
GLOBE VALVE
AUTOMATIC CONTROL
LIFT CHECK VALVE
MANUAL CONTROL
SWING CHECK VALVE
REDUCER
SAFETY RELIEF VALVE
SPOOL PIECE
STRAINER
CS003 GAS MAIN VAPOUR MAIN CS002
CS004
CS001
STRIPPING/SPRAY MAIN
LIQUID MAIN
SP102
SP401
SP301
CF401
CF301
SP201
SP101 CF101
CF201
CF302
CF402
No.4 CARGO TANK
SP201
CF102
CF202
No.3 CARGO TANK
No.2 CARGO TANK
4-1
No.1 CARGO TANK
Part 4 Cargo and Ballast System
LNGC DISHA
Cargo Operating Manual
Part 4 Cargo and Ballast System
Cargo Containment System Principle
4.1 Cargo Containment System
The cargo tanks are of a double membrane, Gaz Transport No.96-2 Evolution System design.
General Description
The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally with the Gaz Transport integrated tank containment and insulation system. This consists of a thin, flexible membrane called the primary membrane, which is in contact with the cargo, a layer of plywood boxes filled with Perlite called the primary insulation, a second flexible membrane similar to the first one called the secondary membrane and a second layer of boxes also filled with perlite in contact with the inner hull called the secondary insulation. The double membrane system meets the requirement of the relevant regulations on the cargo containment system that provides two different ‘barriers’ to prevent cargo leakage.
The Cargo Containment System consists of four double insulated cargo tanks encased within the inner hull and situated in-line from forward to after. The spaces between the inner hull and outer hull are used for the ballast and protect the tanks in an emergency situation such as collision or grounding. The cargo tanks are separated from the other compartments and from each other by five transverse cofferdams that are all dry compartments. The ballast spaces around the cargo tanks are divided into two double bottom wing tanks, port and starboard for each cargo tank. The double bottom tanks extend to the side of the cargo tanks as far up as the trunkways. The LNG to be transported is stored in the four cargo tanks numbered 1 to 4, from fore to after. All cargo tanks have an octagonal transverse section that matches the supporting inner hull. Between the two transverse bulkheads, each tank is composed of a prism placed in a direction parallel to the keel plate. The boundaries of the tanks are as follows:
The tank lining thus consists of two identical layers of membranes and insulation so that in the event of a leak in the primary barrier, the cargo will be contained indefinitely by the secondary barrier. This system ensures that the whole of the cargo hydrostatic loads are transmitted through the membranes and the insulation to the inner hull plating of the ship. The function of the membranes is to prevent leakage, while the insulation supports and transmits the loads and, in addition, minimises heat exchange between the cargo and the inner hull. The secondary membrane, sandwiched between the two layers of insulation, not only provides a safety barrier between the two layers of insulation, but also reduces the convection currents within the insulation.
1) One flat bottom, parallel to the keel plate raised along the ship’s plating by two inclined plates, one on each side.
The primary and secondary insulation spaces are under a pressure controlled nitrogen atmosphere. The primary spaces’ pressure must never exceed the cargo tank pressure to prevent the primary membrane from collapsing inwards. In normal operation, the pressure in the primary and secondary insulation spaces shall be maintained between 0.2 kPag and 0.4 kPag.
2) Two vertical walls each extended at their upper parts by an inclined plate, in order to limit the liquid free surface effect when the tanks are full.
Construction of the Insulation and Barriers
3) One flat top parallel to the trunk bottom.
The primary and secondary barriers are identical and are fabricated from cryogenic invar (a 36% nickel steel, with a very low coefficient of thermal expansion, 0.7 mm thick).
Cargo tank No.1 is slightly different in shape due to its position in the ship. It has a polygonal section and the lengthwise walls are almost parallel to the ship’s plating. Filling Limit for Cargo Tanks Level : The first precaution is to maintain the level of the tanks within the required limits, i.e.: Lower than a level corresponding to 10% of the length of the tank, Or Higher than a level corresponding to normally 70% of the height of the tank.
The composition of invar is : Ni C Si Mn S P Fe
: : : : : : :
35 - 36.5% < 0.04% < 0.25% < 0.2 to 0.4% < 0.0015% < 0.008% Remainder
4-2
Thermal expansion coefficient = (1.5±0.5) 10-6mm/°C between 0°C and –180°C (about ten(10) times less than for stainless steel AISI 304 type) Charpy Test at –196°C, > 120 J/cm2 The coefficient of thermal expansion is low enough to enable flat, rather than corrugated sheets to be used. The entire surface area of the membrane is thus in contact with the supporting insulation, so that the load which the system is able to carry is limited only by the load bearing capacity of the insulation. The primary and secondary insulation spaces are made up of boxes fabricated from plywood and filled with expanded perlite. This insulation system allows free circulation of nitrogen and permits gas freeing or inerting to be carried out in the barrier spaces without difficulty. Perlite is obtained from a vitreous rock of volcanic origin which, when heated to a high temperature (above 800°C), is transformed into very small balls. These balls have diameters that measure between a few hundredths to a few tenths of a millimetre. The cellular structure obtained from the process gives the expanded perlite its lightness and thus its excellent insulation properties. The water repellency of the perlite is reduced by a silicon treatment. The insulation is distributed over the hull in two specific areas : 1) The reinforced area located on the upper part of the tank and covering approximately 30% of the total tank height (including the tank ceilings). This area is fitted with reinforced type boxes. 2) The standard area (or non-reinforced area) covering approximately 70% of the tank height (including the tank bottom). This area is fitted with normal boxes (refer to Illustration 1.3.1a). The secondary and primary boxes in the reinforced area are specially built with thicker internal stiffeners to resist the impacts which can be created by the liquid sloshing inside the tanks. The primary reinforced boxes have two 12 mm thick plywood covers stapled on it. The secondary insulation is 300 mm thick whereas the primary insulation is 230 mm thick. (The designed boil-off rate i.e. 0.15% of the total cargo tanks volume per day governs the thickness).
Part 4 Cargo and Ballast System
LNGC DISHA 4.2 Cargo Piping System Description The cargo piping system is illustrated in a simplified drawing (see Illustration 4.1a) showing only the principal features of the system. Liquid cargo is loaded and discharged via the two crossover lines at midship and is delivered to and from each cargo tank liquid dome via the liquid header that runs fore and aft along the trunk deck. Each crossover line at midship separates into two loading/discharging connections, port and starboard, making a total of four loading/discharge connections on each side of the ship. 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.
Cargo Operating Manual The Inert Gas and Dry-Air System (section 4.11), 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 double, non-return valve to avoid gas returning to the engine room. All of the cargo piping are welded to reduce the possibility of joint leakage. Flanged connections are electrically bonded by means of straps provided between flanges to ensure that differences in potential due to static electricity between the cargo and other deck piping, tanks, valves and other equipment are avoided. 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. Fixed and sliding pipe supports and guides are provided to ensure that pipe stresses are kept within acceptable limits.
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.
All sections of liquid piping that can be isolated, and thus possibly trapping liquid between closed valves, are provided with safety valves that 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.
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.
All major valves such as the midship 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).
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 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 auxiliary’s 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 pipeworks for infrequent uses such as preparing for dry dock and recommissioning after dry dock. The vapour header connects the vapour domes to each other for venting of boil off gas, which discharges to the atmosphere through the 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 LD gas heater.
4.2.1 Liquid Line The system comprises a 600\400A 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 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
4.2.2 Vapour Line The system comprises a 750\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 the vapour to be used in the following manner:
When an ESD is activated, the manifold valves are closed, discontinuing loading or unloading operations.
Send the vapour to ashore during cargo loading by means of the HD compressors to control pressure in the cargo tanks.
A non-return valve is fitted at each cargo pump delivery valve. 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.
During ballast/loaded voyages, the boil-off gas is sent to the engine room via the LD compressors and the heater for use as fuel in the boilers.
A small 6 mm diameter spray nozzle is also fitted on top of each cargo pump discharge line inside the tank to cool down the pump tower leg to maintain a cold temperature through the complete discharge. Note ! Electrical bonding by means of straps is provided between bolted flanges. Whenever a section of pipe or piece of equipment is unbolted, the bonding straps MUST be replaced when the flanged joint is re-made.
4-3
During repair periods, the gas must be vapourized and used to purge-dry the cargo tanks. The line to the forward vent mast 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. 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.
Part 4 Cargo and Ballast System
LNGC DISHA
Cargo Operating Manual
4.2.3 Spray Line
4.2.5 Fuel Gas Line
The system comprises a 80/65/40A butt welded, cryogenic stainless steel pipeline connecting the stripping/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; Energy is also absorbed from the cargo motion due to the vessel’s movement.
Spray rails in each tank, used for tank cool down and gas generation. The main liquid line, used for cooling down lines prior to cargo operations, priming of discharge lines in all cargo tanks to prevent line surge when starting the main cargo pumps.
Under normal power conditions, the boil-off gas is used the fuel in the ship’s boilers. The gas vapour is taken from the vapour header and passed through the mist separator, then on into the LD compressors. It then passes through the LD gas heater before going to the ship’s boilers where it is burnt as fuel.
Supply LNG or LN2 to vaporizers for gas generation to cargo tank and heaters.
4.2.6 Vent Line At certain points along the spray line, blank flanges and sample points are fitted to facilitate inerting and aeration of system during refit. 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.
4.2.4 Gas Line (One Tank Operation)
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’s 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 the atmosphere.
The system comprises a 300A pipeline that can be connected to the vapour line and the forward vent mast for use when ‘One Tank Operation’ is required.
All vent masts are protected by the N2 purge fire smothering system.
The use of this line enables a single tank to be isolated and repair work to be carried out without having to warm up and inert the whole vessel.
At certain points along the vent line, sample points are fitted to facilitate inerting and aeration of system during refit.
The 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.
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.
During single tank operations it is possible to connect to the Inert Gas Generator by means of a spool piece.
4.2.7 Inerting/Aeration Line
At certain points along the gas header, blank flanges and sample points are fitted to facilitate inerting and aeration of system during refit.
The system is comprised of a 450 mm flanged line that 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 vapour header, the gas header and the liquid header by means of a spool piece or isolation valve. By selective use of the spool pieces and flexible hoses, it is possible to inert/aerate all or a single cargo tank.
4-4
Part 4 Cargo and Ballast System
LNGC DISHA
Cargo Operating Manual
Illustration 4.3.1a Main Cargo Pump Start Sequence Diagram
UNLOADING SEQUENCE
5
UNLOADING SEQUENCE
ABNORMAL STOP CONDITION
START
SEQ START/STOP SWITCH = "START"
ABNORMAL STOP CONDITION
1
N
WAIT (5SEC)
-SAME AS *A1 MARK -SAME AS *A2 MARK -PUMP STOP
Y OPERATION MODE IS SELECTED Y
N
PER-SET VALUE OF PUMP LOAD TO PUMP LOAD CONTROLLER
SEQ START/STOP SW ITCH STOP
DISCHARGE VALVE POSITION CONTROLLER MODE:CAS Y
OWN CARGO PUMP IS RUNNING N
Y
2
ANOTHER CARGO PUMP START FUNCTION IN SAME TK IS RUNNING N SET PRE-SET VALUE OF CARGO PUMP DISCHARGE VALVE Y POSITION TO CONTROLLER
-CARGO TK FILL V POSITION BAD PV -CARGO TK FILL V POSITION DEV ALARM -CARGO TK FILL V POSITION V FAIL LIST
(MODE:P-AUTO) ANOTHER CARGO PUMP IS SAME TK IS RUNNING
-ESDS -NO.1~4 TK PROTECTION(OR) -SEQUENCE STOP REQUEST -CARGO PUMP AMMERTER BAD PV -CARGO PUMP DISCH VALVE POSITION DEV ALARM -CARGO PUMP DISCH VALVE V FAIL LIST -NO.n TK LEVEL LV
LOAD CONTROLLER MODE:AUTO N *A1
CARGO PUMP START FUNCTION IS COMPLETED
ACTIVATE CHIME (10SEC) N *A2
ANOTHER CARGO PUMP IN SAME TK IS RUNNING
N
Y
N
8 STEP OR 4 STEP
Y FULL OPEN FILLING VALVE
8 STEP
4 STEP
8 STEP OR 4 STEP
4 STEP
8 STEP
FULL CLOSE LIQ ISO VALVE
SEQ START/STOP SWITCH STOP RUN PUMP
5 1
3
4-5
Part 4 Cargo and Ballast System
LNGC DISHA
Cargo Operating Manual
UNLOADING SEQUENCE
ABNORMAL STOP CONDITION
2
UNLOADING SEQUENCE
4
-SAME AS *A1 MARK -SAME AS *A2 MARK -PUMP STOP
DISCHARGE START CONDITION CHECK FILLING V POSITION>=95% AND LIQ ISO V POSITION2% OR ISO.V= L0*2
STOP *3
TK LEVEL
