Cargo Operating Manual [PDF]
CLEAN FORCE Issue and Update Control ..................................................................................
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CLEAN FORCE Issue and Update Control .................................................................................. 3 Cargo Machinery Symbols and Colour Scheme .............................................. 4 Abbreviations ...................................................................................................... 5 Part 1 : Design Concept of the 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 - 5 1.1.4 General Arrangement .............................................................. 1 - 8 1.1.5 Tanks and Capacity Plan ....................................................... 1 - 14 1.2 Classification, Rules and Regulations.............................................. 1 - 16 1.3 Design Concept of the Cargo System .............................................. 1 - 18 1.3.1 Cargo Containment System Principle ................................... 1 - 18 1.3.2 Membrane Cargo Containment ............................................. 1 - 26 1.3.3 Deterioration or Failure ........................................................ 1 - 28 1.4 Hazardous Areas and Gas Dangerous Zone ..................................... 1 - 30 Illustration 1.1.4a Arrangement – Navigation Deck................................................... 1 - 9 1.1.4b Arrangement – D Deck ................................................................. 1 - 9 1.1.4c Arrangement – C Deck ............................................................... 1 - 10 1.1.4d Arrangement – B Deck ............................................................... 1 - 10 1.1.4e Arrangement – A Deck................................................................ 1 - 11 1.1.4f Arrangement – 2nd Deck............................................................. 1 - 11 1.1.4g Arrangement – 3rd Deck............................................................. 1 - 12 1.1.4h Arrangement – 4th Deck ............................................................. 1 - 12 1.1.5a Tank Location Plan ..................................................................... 1 - 13 1.3.1a Cargo Tank Lining Reinforcement .............................................. 1 - 17 1.3.1b Cargo Tank General .................................................................... 1 - 21 1.3.2a Construction of Containment System ......................................... 1 - 22 1.3.2b Construction of Containment System – Flat Area ...................... 1 - 23 1.3.2c Construction of Containment System – Corner Part. 1 ............... 1 - 24 1.3.2d Construction of Containment System – Corner Part. 2 ............... 1 - 25 1.4a Hazardous Areas and Gas Dangerous Zone .................................... 1 - 29 Part 2 : Properties of Gases 2.1 Characteristics of LNG ...................................................................... 2 - 4 2.1.1 Physical Properties and Composition of LNG ........................ 2 - 4 2.1.2 Fla m m a b i l i t y o f M e th an e, Ox yg en and Nitrogen Mix tur es ............................................................................... 2 - 5 2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6 2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8 2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9 Illustration 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ............ 2 - 1 2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2 2.1.1c Health Hazard – Methane ............................................................. 2 - 3 2.1.1d Health Hazard – Nitrogen ............................................................. 2 - 3 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5 2.1.3a Temperature and Steel Grades....................................................... 2 - 7
Final Draft / 2007.12.28
Cargo Operating Manual 2.1.4a Structural Steel Ductile to Brittle Transition Curve ...................... 2 - 8 Part 3 Integrated Automation System (IAS) 3.1 General Principles of the IAS ........................................................... 3 - 3 3.1.1 General ................................................................................... 3 - 3 3.1.2 IAS System Lay-Out .............................................................. 3 - 3 3.1.3 Alarm & Monitoring .............................................................. 3 - 4 3.1.4 Log-In and Access System ..................................................... 3 - 4 3.1.5 System Navigation ................................................................. 3 - 5 3.1.6 OS Group/Command Group .................................................. 3 - 5 3.2 Alarm Extension System ................................................................... 3 - 6 3.2.1 Functional Description ........................................................... 3 - 6 3.2.2 Panel operation....................................................................... 3 - 7 Illustration 3.1a IAS Overview ................................................................................. 3 - 2 3.1.2a Engineer’s Alarm System Logic................................................... 3 - 4 3.1.5a Navigation Panel Lay-out............................................................. 3 - 5 3.2a Alarm Extension System ................................................................. 3 - 6 3.2b Watech Cabin Unit .......................................................................... 3 - 6 3.2c Extension Panel Alarm Indicators ................................................... 3 - 6 Part 4 : Cargo System 4.1 Cargo Piping System.......................................................................... 4 - 2 4.2 Cargo Tank Pressure Control System................................................. 4 - 4 4.2.1 Cargo Tank Pressure Control .................................................. 4 - 4 4.2.2 Cargo Tank Vent Control......................................................... 4 - 4 4.2.3 Dump Control ......................................................................... 4 - 4 4.2.4 Mode Selection ....................................................................... 4 - 6 4.3 Cargo Pumps ...................................................................................... 4 - 8 4.3.1 Main Cargo Pumps.................................................................. 4 - 8 4.3.2 Stripping/Spray Pumps ......................................................... 4 - 12 4.3.3 Emergency Cargo Pump ....................................................... 4 - 16 4.4 Cargo Compressors .......................................................................... 4 - 20 4.4.1 HD Compressors ................................................................... 4 - 20 4.4.2. LD Compressors .................................................................. 4 - 24 4.5 High Duty / Low Duty Heaters ........................................................ 4 - 28 4.6 LNG Vapouriser ............................................................................... 4 - 32 4.7 Forcing Vapouriser ........................................................................... 4 - 36 4.8 Custody Transfer System ................................................................. 4 - 38 4.8.1 Custody Transfer System ...................................................... 4 - 38 4.8.2 Float Level Gauge ................................................................. 4 - 44 4.8.3 Trim-List Indicator ................................................................ 4 - 48 4.9 Nitrogen Production System ............................................................ 4 - 50 4.10 Inert Gas and Dry Air System ........................................................ 4 - 54 4.11 Gas Detection System .................................................................... 4 - 58 4.12 Cargo and Ballast Valve Control .................................................... 4 - 62 4.12.1 Cargo Valve Control System ............................................... 4 - 62 4.12.2 Hydraulic System Operation ............................................... 4 - 63 4.12.3 Ballast and F.O Valve Control System ................................ 4 - 66 4.12.4 Emergency Shutdown System............................................. 4 - 70 4.12.5 Ship Shore Link .................................................................. 4 - 74
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4.12.6 Mooring Load Monitoring System ......................................4 - 82 4.13 Relief Systems................................................................................4 - 85 4.13.1 Cargo Tank Relief Valves ....................................................4 - 85 4.13.2 IBS & IS Relief Valves........................................................4 - 85 4.13.3 Pipe Relief Valves ...............................................................4 - 85 Illustration 4.1a Cargo Piping System ........................................................................4 - 1 4.3.1a Main Cargo Pump .........................................................................4 - 7 4.3.1b Main Cargo Pump & Motor Performance Curve ..........................4 - 9 4.3.2a Stripping / Spray Pump ............................................................... 4 - 11 4.3.2b Stripping / Spray Pump & Motor Performance Curve ................4 - 13 4.3.3a Emergency Cargo Pump ..............................................................4 - 15 4.3.3b Emergency Cargo Pump & Motor Performance Curve...............4 - 17 4.4.1a HD Compressor ...........................................................................4 - 19 4.4.2a LD Compressor ...........................................................................4 - 23 4.5a High Duty/ Low Duty Heaters .......................................................4 - 27 4.6a LNG Vapouriser .............................................................................4 - 31 4.7a Forcing Vapouriser .........................................................................4 - 35 4.8.1a Custody Transfer System............................................................ 4 – 37 4.8.1b Liquefied Gas Gauge.................................................................. 4 – 39 4.8.1c Temperature Sensor .....................................................................4 - 39 4.8.2a Float Level Gauge .......................................................................4 - 43 4.8.2b Float Level Gauge .......................................................................4 - 45 4.8.2c Float Level Gauge .......................................................................4 - 45 4.8.3a Trim-List Indicator System .........................................................4 - 47 4.9a Nitrogen Generator .........................................................................4 - 49 4.10a Inert Gas and Dry Air System ......................................................4 - 55 4.11a Gas Detection System...................................................................4 - 57 4.12.1a Cargo Valve Hydraulic Lines ....................................................4 - 61 4.12.3a Ballast Valve Hydraulic Lines ...................................................4 - 65 4.12.4a Emergency Shutdown System ...................................................4 - 69 4.12.5a Ship-Shore Link ........................................................................4 - 73 4.12.6a Mooring Load Monitoring System ............................................4 - 81 4.13a Pressure Setting Table ..................................................................4 - 83 4.13.1a Cargo Tank Relief Valves ..........................................................4 - 84 4.13.2a IBS & IS Relief Valves ..............................................................4 - 84 4.13.3a Pipe Relief Valves (REC131-S1(E))..........................................4 - 86 4.13.3b Pipe Relief Valves (REC131-S1(N)) .........................................4 - 86 Part 5 : Cargo Auxiliary and Ballast System 5.1 Temperature Monitoring System ........................................................5 - 3 5.2 Insulation Space Nitrogen Control System ........................................5 - 6 5.3 Cofferdam Glycol Heating System ..................................................5 - 10 5.3.1 Glycol Water Heater ..............................................................5 - 10 5.3.2 Cofferdam Glycol Heating System .......................................5 - 12 5.4 Cargo Machinery F.W. Cooling System ...........................................5 - 14 5.5 Ballast System ..................................................................................5 - 16 5.6 Hull Stress Monitoring System ........................................................5 - 18 5.7 Loading Computer ...........................................................................5 - 26 5.7.1 ON-Line and OFF-Line Mode ..............................................5 - 26 5.7.2 Software Configuration .........................................................5 - 26
Index
CLEAN FORCE 5.7.3 Explanation of the Ship Manager Screen .............................. 5 - 27 5.7.4 Operation of the Ship Manager Screen ................................. 5 - 28 5.8 Fuel Oil and Gas oil Systems ........................................................... 5 - 29 5.9 Steam Condensate System ............................................................... 5 - 30 5.10 Bilge and Scupper System ............................................................. 5 - 31 5.11 Instrument Air System ................................................................... 5 - 34 Illustration 5.1a Temperature Sensors in Cofferdams ................................................ 5 - 1 5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel ................................................................................................................. 5 - 2 5.1c Cargo Tank Temperature .................................................................. 5 - 3 5.2a Insulation Space Nitrogen Control System ...................................... 5 - 4 5.2b Water Drain from Insulation Space.................................................. 5 - 5 5.2c Barrier Space N2 Pressurisation Control .......................................... 5 - 8 5.3.1a Glycol Water Heater ...................................................................... 5 - 9 5.3.2a Cofferdam Glycol Heating System ............................................. 5 - 11 5.4a Auxiliary Fresh Water Cooling System .......................................... 5 - 13 5.5a Ballast System................................................................................ 5 - 15 5.8a Fuel Oil and Gas oil Systems ......................................................... 5 - 29 5.9a Fuel Oil Heating and Cargo Steam System .................................... 5 - 30 5.10a Bilge System ................................................................................ 5 - 31 5.10b Bilge System ................................................................................ 5 - 32 5.10c Scupper System............................................................................ 5 - 33 5.11a Compressed Air System ............................................................... 5 - 34 5.11b Inert Gas and Dry Air System ...................................................... 5 - 35 Part 6 : Cargo Operations 6.1 Post Dry Dock Operation................................................................... 6 - 2 6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 2 6.1.2 Initial Insulation Space Inerting .............................................. 6 - 4 6.1.3 Drying Cargo Tanks ................................................................ 6 - 6 6.1.4 Inerting Cargo Tanks............................................................... 6 - 8 6.1.5 Gassing-up Cargo Tanks ....................................................... 6 - 10 6.1.6 Cooling Down Cargo Tanks .................................................. 6 - 14 6.2 Ballast Passage ................................................................................ 6 - 15 6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 18 6.2.2 Spraying During Ballast Voyage ........................................... 6 - 20 6.3 Loading ............................................................................................ 6 - 21 6.3.1 Preparations for Loading ...................................................... 6 - 21 6.3.2 Cargo Lines Cool Down ....................................................... 6 - 24 6.3.3 To Load Cargo with Vapour Return to Shore ........................ 6 - 28 6.3.4 De-Ballasting ........................................................................ 6 - 32 6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 34 6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 34 6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 38 6.5 Discharging with Gas Return from Shore ........................................ 6 - 42 6.5.1 Preparations for Unloading ................................................... 6 - 42 6.5.2 Liquid Line and Arm Cool Down before Discharging .......... 6 - 44 6.5.3 Discharging with Vapour Return from Shore........................ 6 - 46 6.5.4 Ballasting .............................................................................. 6 - 50
Final Draft / 2007.12.28
Cargo Operating Manual 6.6 Pre-Dry Dock Operations ................................................................ 6 - 52 6.6.1 Stripping and Line Draining.................................................. 6 - 52 6.6.2 Tank Warm Up ...................................................................... 6 - 56 6.6.3 Inerting .................................................................................. 6 - 58 6.6.4 Aeration ................................................................................. 6 - 68 Illustration 6.1.1a Insulation Space Inerting............................................................... 6 - 1 6.1.2a Filling from Shore Nitrogen Supply.............................................. 6 - 3 6.1.3a Drying Cargo Tanks ...................................................................... 6 - 5 6.1.4a Inerting Cargo Tanks ..................................................................... 6 - 7 6.1.5a Gassing-up Cargo Tanks (Stage-1) ................................................ 6 - 9 6.1.5b Gassing-up Cargo Tanks (Stage-2) ............................................. 6 - 11 6.1.6a Cooling Down Cargo Tanks ........................................................ 6 - 13 6.2.1a Cooling Down Tanks Prior to Arrival ......................................... 6 - 17 6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage...... 6 - 19 6.3.2a Cargo Lines Cool Down.............................................................. 6 - 23 6.3.3a Loading with Vapour Return to Shore......................................... 6 - 27 6.3.4a De-Ballasting by Gravity ............................................................ 6 - 29 6.3.4b De-Ballasting by Pump ............................................................... 6 - 30 6.3.4c De-Ballasting by Stripping Eductor ............................................ 6 - 31 6.4.1a Normal Boil-Off Gas Burning..................................................... 6 - 33 6.4.2a Forced Boil-Off Gas Burning ...................................................... 6 - 37 6.5.1a Inerting Manifold Connections ................................................... 6 - 41 6.5.2a Liquid Line and Arm Cool Down before Discharging ................ 6 - 43 6.5.3a Discharging with Gas Return from Shore ................................... 6 - 45 6.5.3b Discharging without Gas Return from Shore .............................. 6 - 47 6.5.4a Ballasting by Gravity .................................................................. 6 - 48 6.5.4b Ballasting by Pump ..................................................................... 6 - 49 6.6.1a Stripping ...................................................................................... 6 - 51 6.6.1b Drainage of Cross-over Piping.................................................... 6 - 52 6.6.1c Typical Section for Cross-over Piping ........................................ 6 - 53 6.6.2a Tank Warm Up ............................................................................ 6 - 55 6.6.3a Inerting ........................................................................................ 6 - 57 6.6.3b Inerting Liquid Line .................................................................... 6 - 59 6.6.3c Inerting Spray Line ..................................................................... 6 - 61 6.6.3d Inerting Manifolds and Machinery Space ................................... 6 - 63 6.6.4a Aeration ....................................................................................... 6 - 67 Part 7 : Emergency Procedures 7.1 Vapour Leakage ................................................................................. 7 - 2 7.2 Liquid Leakage .................................................................................. 7 - 4 7.3 Water Leakage to Barrier Space ......................................................... 7 - 8 7.4 Fire and Emergency Breakaway ........................................................ 7 - 9 7.5 Emergency Cargo Pump Installation................................................ 7 - 12 7.6 One Tank Operation ......................................................................... 7 - 14 7.6.1 Warm Up (No.2 Cargo Tank) ................................................ 7 - 14 7.6.2 Gas Freeing (No.2 Cargo Tank) ............................................ 7 - 16 7.6.3 Aeration (No.2 Cargo Tank) .................................................. 7 - 18 7.6.4 Drying and Inerting (No.2 Cargo Tank) ................................ 7 - 20 7.6.5 Gassing-Up (No.2 Cargo Tank)............................................. 7 - 24 7.6.6 Cool Down (No.2 Cargo Tank) ............................................. 7 - 26
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7.7 Ship to Ship Transfer........................................................................7 - 27 7.8 Jettisoning of Cargo .........................................................................7 - 29 Illustration 7.1a Insulation Space Nitrogen Control System .......................................7 - 1 7.2a LNG Drain from Inter Barrier Space ................................................7 - 3 7.3a Water Drain from Insulation Space...................................................7 - 7 7.3b Water Drain From Insulation Space..................................................7 - 8 7.5a Emergency Cargo Pump Fitting Sequence ......................................7 - 11 7.6.1a Warm Up (No.2 Tank) .................................................................7 - 13 7.6.2a Gas Freeing (No.2 Cargo Tank) ...................................................7 - 15 7.6.3a Aeration (No.2 Cargo Tank) ........................................................7 - 17 7.6.4a Drying (No.2 Cargo Tank) ...........................................................7 - 19 7.6.4b Inerting (No.2 Cargo Tank) .........................................................7 - 21 7.6.5a Gassing-Up (No.2 Cargo Tank) ...................................................7 - 23 7.6.6a Cool Down (No.2 Cargo Tank) ....................................................7 - 25 Part 8 : Fire Fighting System 8.1 Fire and Deck Wash System................................................................ 8 - 2 8.2 Water Spray System ............................................................................ 8 - 4 8.3 Dry Powder System ............................................................................ 8 - 6 8.4 High Expansion Foam Fire Extinguishing System ............................. 8 - 8 8.5 CO2 System ....................................................................................... 8 - 10 8.6 Fire Detection System ....................................................................... 8 - 11 8.6.1 Fire Alarm System.................................................................. 8 - 11 8.6.2 Fire Alarm Detector................................................................8 - 14 8.7 Quick Closing Valves and Fire Dampers System .............................. 8 - 16 8.8 Emergency Escape from E/R ............................................................ 8 - 17 8.9 Fire Control & Safety Plan................................................................ 8 - 18 Illustration 8.1a Fire and Deck Wash System .............................................................. 8 - 1 8.2a Water Spray System........................................................................... 8 - 3 8.2b Water Spray System .......................................................................... 8 - 4 8.3a Dry Powder System ........................................................................... 8 - 5 8.3b Dry Powder System ........................................................................... 8 - 7 8.5a CO2 System for Cargo Area ............................................................... 8 - 9 8.7a Quick Closing Valves and Fire Dampers System ............................ 8 - 15 8.8a Emergency Escape from Engine Room ........................................... 8 - 17 8.9a Safety Symbol -1 ............................................................................. 8 - 18 8.9b Safety Symbol-2 .............................................................................. 8 - 19 8.9c Safety Symbol-3 .............................................................................. 8 - 20 8.9d Profile Section & Upper Deck......................................................... 8 - 21 8.9e Comp deck &Navigation Bridge Deck & D Deck........................... 8 - 22 8.9f C Deck ............................................................................................. 8 - 23 8.9g B Deck............................................................................................. 8 - 24 8.9h A Deck ............................................................................................. 8 - 25 8.9i Steering Gear Room & Engine Rom 2nd Deck ................................ 8 - 26 8.9j Engine Rom 3rd Deck ...................................................................... 8 - 27 8.9k Engine Rom 4th Deck ..................................................................... 8 - 28 8.9l Engine Rom Floor ............................................................................ 8 - 29 8.9m Bow Thrust Room & Bosun Store.................................................. 8 - 30
Index
Cargo Operating Manual
CLEAN FORCE Issue and Update Control
2. General
4. Illustrations
This manual was produced by:
Although the ship is supplied with Shipbuilder’s plans and manufacturer’s instruction books, there is no single handbook which gives guidance on operating complete systems.
All illustrations are referred to in the text and are located either within or above the text where sufficiently small, so that both the text and illustration are accessible when the manual is laid face up. When text concerning an illustration covers several pages, the illustration is duplicated above each page of text.
PENTATECH CO., LTD. For any new issue or update contact:
The purpose of this manual is to fill some of the gaps and to provide the ship’s officers with additional information not otherwise available on board. It is intended to be used in conjunction with the other plans and instruction books already on board and in no way replaces or supersedes them. In addition to containing detailed information on 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.
Marine Venture Center Korea Maritime University 1, Dongsam-Dong, Yeongdo-Gu, Busan, Korea E-Mail: [email protected] Introduction 1. Modification/Correction Records Modification/Correction Records
Date
Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the colour scheme. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages.
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 HHI so that revisions may be made to manuals of other ships of the same class.
5. Notices
3. Safe Operation
WARNING Warnings are given to draw reader’s attention to operations where danger to life or limb may occur.
The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of common sense and good housekeeping and are detailed in the various manuals available onboard. However, records show that even experienced operators sometimes neglect safety precautions through over familiarity and the following basic rules must be remembered at all times. 1) Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. 2) Make a point of testing all safety equipment and devices regularly. 3) Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs. 4) Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour. 5) Never start a machine remotely from the control room without checking visually if the machine is able to operate satisfactorily.
The following notices occur throughout this manual:
CAUTION Cautions are given to draw reader’s attention to operations where danger to machinery may occur. NOTE Notes are given to draw reader’s attention to points of interest or to supply supplementary information.
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.
Final Draft / 2007.12.28
3
Issue and Update Control
Cargo Operating Manual
CLEAN FORCE Cargo Machinery Symbols and Colour Scheme Symbol
Description
Symbol
Description
Symbol Symbol
Description Description
Crossing Pipe, Not Connected
Hose Globe Valve
Float Type Air Vent Head Without Fire Screen
Crossing Pipe, Connected
Hose Angle Valve
Float Type Air Vent Head With Fire Screen
Pressure Reducing Valve
Filling Cap
Three Way Valve
Sounding Head With Cap (Deck Stand Type)
Three Way Cock
Sounding Head with Self Closing Valve
Three Way Control Valve
Rose Box
Ball Valve
Mud Box
Soldnoid Valve
Box Type Strainer
Flexible Hose Sliding Type Expansion Joint Sleeve Type Expansion Joint Expansion Bend Bellows type Expansion Joint Blank Flange
S
Spectacle Flange A
Air Motor Operated Valve
Orifice M
※
Cast Steel or Duct Cast Iron
Colour
Description LNG Liquid Spray LNG Vapour Gas Superheated Steam De-superheated Steam Nitrogen
Electric Motor Operated Valve
Y-type Strainer
Reducer
Pressure Control Valve
Steam Trap
Spool Piece
Manual Operated Butterfly Valve
Steam Trap With Strainer
Globe Angle
Hydraulic Remote Operated Butterfly Valve
Hand Pump
Angle Valve
Pneumatic Remote Operated Butterfly Valve
Ejector, Eductor
Glycol Water
Hydraulic Cylinder Type Actuator
Drain Hold With Plug
Sea Water
Pneumatic Cylinder Type Actuator
Oil Coaming
Intermediate Position Control Valve Actuator
Suction Bellmouth
Auto Control Valve Actuator
Open Scupper
Surface Valve
Scupper for Indoor Part
Vapour Control Valve
Electric Motor Driven Pump
Hand Operated
Pressure Gauge
Deck Stand
Compound Gauge
Self Closing Valve (Angle)
Manual Hydraulic Operated Deck Stand
Flow Meter
Gate Valve (Sluice)
Goose Neck Air Vent Pipe
Sight Glass
Center Flange
Screw Down Non-return Valve (Globe) Screw Down Non-return Valve (Angle) Lift Check Valve (Globe) Lift Check Valve (Angle) Swing Check Valve Flap Check Valve Relief Valve (Globe) Relief Valve (Angle) Self Closing Valve (Globe)
Final Draft / 2007.12.28
A
A
4
Inert Gas Lubricating Oil Fuel Oil
Fresh Water Hydraulic Oil Diesel Oil Condensate/Distilled Water Air Bilge Fire Water
Symbols and Colour Scheme
Cargo Operating Manual
CLEAN FORCE Abbreviations
C
CARGO/CONTROL
DP
DIFFERENTIAL PRESSURE
G/S
GENERAL SERVICE
CAS
CASCADE
DV
DRAIN VALVE
GTT
GAZ TRANSPORT & TECNIGAZ
A
AIR
CIRC
CIRCULATING
DW
DISTILLED WATER/DRINKING WATER
GW
GLYCOL WATER
A/B
ABOVE BASE LINE
CO
CHANGE-OVER
DWG
DRAWING
H
HIGH/HOUR
ABNORMAL
CAB
CABINET
DRN
DRAIN
HD
HIGH DUTY
ABS
ABSOLUTE
CCR
CENTRAL CONTROL ROOM
DRV
DRIVE, DRIVING
HDR
HEADER
ACB
AIR CIRCUIT BREAKER
C/D
COFFERDAM
DSHTR
DESUPERHEATER
HFO
HEAVY FUEL OIL
ACC
AUTOMATIC COMBUSTION CONTROL
CENT
CENTRAL/CENTRIFUGAL
ECDIS
ELECTRONIC CHART DISPLAY &
HH
HIGH-HIGH
ACCOMMODATION.
CFW
COOLING FRESH WATER
INFORMATION SYSTEM
HLA
HIGH LEVEL ALARM
A.C./h
AIR CHANGES PER HOUR
CH-VR
CHANGE-OVER
EGE
EXHAUST GAS ECONOMIZER
HORI.
HORIZONTAL
ACK
ACKNOWLEDGE
CIRC
CIRCULATING
EDSHTR
EXTERNAL DESUPERHEATER
HP
HIGH PRESSURE
ACT
ACTIVATE
CL
CLOSE
EER
ELECTRIC EQUIPMENT ROOM
HPT
HIGH PRESSURE TURBINE
ADJUST
CLASS
CLASSIFICATION SOCIETY
ELE.
ELECTRIC
HSE
HEALTH SAFETY AND THE ENVIRONMENT
ADV
ADVANCE
CLR
COOLER
EL
ELECTRIC
HSC
HIGH SEA CHEST
A/E
AUXILIARY ENGINE
CRT
CATHODE RAY TUBE
ELEV
ELEVATOR
HR
HOUR
AFT
AFTER
CNR
CORNER
EM’CY
EMERGENCY
H/T
HIGH TEMPERATURE
AHEAD
CO2
CARBON DIOXIDE
EMR
ELECTRIC MOTOR ROOM
HTR
HEATER
AI
ANALOG INTPUT
C/D
COFFERDAM
ENG
ENGINE
HVAC
HEATING VENTILATION AND AIR CONDITIONING
ALM
ALARM
COMP
COMPRESSOR
E/R
ENGINE ROOM
HYD
HYDRAULIC
AM
APPLICATION MODULE
COND
CONDENSATE/CONDENSER
E.R.W
ELECTRIC RESISTANCE WELDING PIPE
I
INDICATOR
ANGLE
CONN
CONNECTION
ESBD
EMERGENCY SWITCHBOARD
IAS
INTERGRATED AUTOMATIC SYSTEM
AO
ANALOG OUTPUT
CONT
CONTROL
ECR
ENGINE CONTROL ROOM
I.B.S
INTER BARRIER SPACE
APPROX
APPROXIMATELY
COOL.
COOLING
ESB
EMERGENCY SWITCHBOARD
IG
INERT GAS
APT
AFT PEAK TANK
CP
CONTROL PANEL
ESD
EMERGENCY SHUT DOWN
IGG
INERT GAS GENERATOR
ASTERN
CPP
CONTROLLABLE PITCH PROPELLER
ESDS
EMERGENCY SHUT DOWN SYSTEM
IGV
INLET GUIDE VANE
ATM
ATMOSPHERE
CSB
CARGO SWITCHBOARD
EXH
EXHAUST
IN
INLET
ATOM
ATOMISING
CSBD
CARGO SWITCH BOARD
EXP
EXPANSION
INCIN.
INCINERATOR
AUTO
AUTOMATIC
CSL
CONSOLE
EXT
EXTENSION
IND
INDICATION
AUXILIARY
CST
CENTISTOKES
FCV
FLOW CONTROL VALVE
INH
INHIBIT
B
BASE
CSW
COOLING SEA WATER
FDB
FORWARD DEEP BALLAST
INSUL
INSULATION
B/L
BALLAST/LADEN
CTS
CUSTODY TRANSFER SYSTEM
FDF
FORCED DRAFT FAN
IR
INFRA-RED
B/T
BOW THRUSTER
CUR
CURRENT
FG
FUEL GAS
IGG
INERT GAS GENERATOR
BALLAST
CYL
CYLINDER
FLG
FLOAT LEVEL GAUGE
ILLC
INTERNATIONAL CONVENTION ON LOAD LINES
BATT
BATTERY
D
DUMP
FM
FROM
IMO
INTERNATIONAL MARITIME ORGANIZATION
BGB
BOILER GAUGE BOARD
DB
DOUBLE BOTTOM/DISTRIBUTION BOARD
FO
FUEL OIL
IRD
INTERNATIONAL RESEARCH DEVELOPMENT
BHT
BILGE HOLDING TANK
DBT
DOUBLE BOTTOM TANK
FPT
FORE PEAK TANK
I.S
INSULATION SPACE
BHD
BULKHEAD
D/A
DEAERATOR
FRP
FIBER REINFORCED PLASTIC
ISO
ISOLATING
BLG
BILGE
DEL
DELIVERY
FW
FRESH WATER
IWRC
INDEPENDENT WIRE ROPE CORE
BLK
BLOCK
DET
DETECTOR/DETECTION/ DETAIL
FWC
FEED WATER CONTROL
JIS
JAPANESE INDUSTRIAL STANDARD
BLR
BOILER
D/G
DIESEL GENERATOR
FWD
FORWARD
JSRA
BLWR
BLOWER
DGPS
DIFFERENTIAL GLOBAL POSITIONING
FWE
FINISHED WITH ENGINE
BMS
BURNER MANAGEMENT SYSTEM
SYSTEM
GA
GENERAL ARRANGEMENT
K
kg/cm G
BNR
BURNER
DI
DIGITAL INPUT
GACP
GENERATOR AUTO CONTROL PANEL
KS
KOREAN INDUSTRIAL STANDARD
BO/WU
BOIL OFF / WARM-UP
DIAM
DIAMETER
GALV.
GALVANIZED
L
LOW/LEVEL/LITRE
BOG
BOIL-OFF GAS
DIA
DIAMETER
GC
GLASS CLOTH
LBP
LENGTH BETWEEN PERPENDICULARS
BRG
BEARING
DIFF
DIFFERENTIAL
GE
GENERATOR ENGINE
LCV
LEVEL CONTROL VALVE
BW
BILGE WELL
DISCH
DISCHARGE
GEN
GENERATOR
LCV
LOWER CALORIFIC VALUE
BWC
BRIDGE WING CONSOLE
DK
DECK
GMS
GAS MANAGEMENT SYSTEM
LD
LOW DUTY
BWL
BALLAST WATER LINE
DMCR
DERATE MAXIMUM CONTINUOUS RATING
GRP
GROUP
LDO
LIGHT DIESEL OIL
BUZZER
DO
DIESEL OIL/DIGITAL OUTPUT
GRP
GLASS REINFORCED PLASTIC
LG
LEVEL GAUGE
ABNOR
ACCOM
ADJ
AHD
ANG
AST
AUX
BA
BZ
Final Draft / 2007.12.28
5
SHIPBUILDING RESEARCH ASSOCIATION OF JAPAN 2
Abbreviation
Cargo Operating Manual
CLEAN FORCE LIQ
LIQUID
O2
OXYGEN
SB
SOOT BLOWER
TK
TANK
LL
LOW-LOW
OMD
OIL MIST DETECTOR
SC
SEA CHEST
TPS
TANK PROTECTION SYSTEM
LLA
LOW LEVEL ALARM/LOW-LOW ALARM
OP
OPEN/OUTPUT
SDC
STEAM DUMP CONTROL
TRB
TROUBLE
LNG
LIQUEFIED NATURAL GAS
OS
OPERATOR STAIONS
SEC
SECONDARY
T.S.W.T
TOP SIDE WING TANK
LO
LUBRICATION OIL
OVBD
OVERBOARD
SEL
SELECT
TYP.
TYPICAL
LOA
LENGTH OVER ALL
OVFL
OVERFLOW
SEPTR.
SEPARATOR
TX
TEMPERATURE TRANSMITTER
LP
LOW PRESSURE
OVLD
OVERLOAD
SEQ
SEQUENCE
UPP
UPPER
LPT
LOW PRESSURE TURBINE
OVRD
OVERRIDE
SERV.
SERVICE
UPS
UNINTERRUPTED POWER SUPPLY
LS
LEVEL SWITCH
P
PRESSURE/PRIMARY/PORT
SETT
SETTLING
V
VOLTAGE/VALVE
LSC
LOW SEA CHEST
PB
PUSH BUTTON
S/G
STEERING GEAR
VAP
VAPOUR
LT
LOW TEMPERATURE
PCV
PRESSURE CONTROL VALVE
SHP
SHAFT HORSE POWER
VDR
VOYAGE DATA RECORDER
LTG
LIGHTING
PD
PIPE DUCT
SHTR
SUPERHEATER
VDU
VISUAL DISPLAY UNIT
LVL
LEVEL
PI
PRESSURE INDICATOR
SIGTTO
SOCIETY OF INTERNATIONAL GAS TANKER
VIB
VIBRATION
L.W.L
LOW WATER LINE
PID
PROPORTIONAL INTEGRATE DERIVATIVE
& TERMINAL OPERATION
VISC
VISCOSITY
LWR
LOWER
PST
PISTON
SMLS
SEAMLESS
VL
VERY LOW
MACH.
MACHINERY
PKG
PACKAGE
SNAME
SOCIETY OF NAVAL ARCHITECTS AND
VPR
VAPOUR
MAN
MANUAL
PMS
POWER MANAGEMENT SYSTEM
MARINE ENGINEERS
VRC
VALVE REMOTE CONTROL
MANI
MANIFOLD
PNL
PANEL
SOL
SOLENOID
V/V
VALVE
SOLAS
MARVS
MAXIMUM ALLOWABLE RELIEF VALVE
POS
POSITION
SETTING
P/P
PUMP
M/B
MAIN BOILER
PRESS
PRESSURE
MBL
MINIMUM BREAKING LOAD
PRI
MCR
MAXIMUM CONTINUOUS RATING
M/E
MAIN ENGINE
MFWPT
INTERNATIONAL CONVENTION FOR SAFETY
WTR
WATER
OF LIFE AT SEA
W/H
WHEELHOUSE
SP
SPACE/SET POINT
WHC
WHEELHOUSE CONSOLE
PRIMARY/PRIMING
SPR
SPRAY
WIND
WINDING
PROV
PROVISION
ST
START
WO
WASTE OIL
PSU
POWER SUPPLY UNIT
S/T
STERN TUBE
WS
WORKSHOP
MAIN FEED WATER PUMP TURBINE
PURI
PURIFIER
STBD
STARBOARD
WU
WARM UP
MG
MASTER GAS
PURIF.
PURIFIER
ST-BY
STAND-BY
X
CROSS/TRANSMITTER
MGPS
MARINE GROWTH PREVENTING SYSTEM
PV
PROCESS VALUE
STC
STEAM TEMPERATURE CONTROL
MID
MIDDLE
PVC
POLYVINYL CHLORIDE
STM
STEAM
MIN.
MINIMUM
PWR
POWER
STOR
STORAGE
MSB
MAIN SWITCHBOARD
PX
PRESSURE TRANSMITTER
STR
STARTER/STRAINER/STRAIGHT
MSBD
MAIN SWITCHBOARD
Q’TY
QUANTITY
STR’G
STEERING
MSBR
MAIN SWITCHBOARD ROOM
R
REDUNDANT
SUC
SUCTION
MT
MAIN TURBINE
RECIRC
RECIRCULATING
SUP
SUPPLY
MT.
METRIC TONNES
REG
REGULATOR
SV
SOLENOID VALVE
MTH
METRES IN HEIGHT
REM
REMOTE
SVB
SOLENOID VALVE BOX
MTR
MOTOR
REV
REVERSE
SW
SEA WATER/SWITCH
MV
MAGNETIC VALVE
RM
ROOM
SWBD
SWITCHBOARD
N2
NITROGEN
RPB
REMOTE PUSH BUTTON
SWL
SAFETY WORKING LOAD
NAV
NAVIGATION
RPM
REVOLUTIONS PER MINUTE
SYN
SYNCHRONIZE
NCR
NORMAL CONTINOUS RATING
RTN
RETURN
SYS
SYSTEM
NIM
NETWORK INTERFACE MODULE
RVI
ROTOR VIBRATION INDICATION
TAL
TEMPERATURE ALARM LOW
NO.
NUMBER
R.W
ROCK WOOL
TC
TURBOCHARGER/THERMOCOUPLE
NOM.
NOMINAL
S
SECONDARY/ STARBOARD
T/C
TURBO CHARGER
NOR
NORMAL
SBT
SEGREGATED BALLAST TANK
TCV
TEMPERATURE CONTROL VALVE
NPSH
NET POSITIVE SUCTION HEAD
SEC
SECOND
TEMP
TEMPERATURE
NZL
NOZZLE
SEQ
SEQUENCE
T/G
TURBO GENERATOR
OBS
OBSERVATION
S/S
SHIP SIDE
THK
THICKNESS
O/C
OPEN/CLOSE
S/T
STERN TUBE
THR
THRUSTER
OCIMF
OIL COMPANIES INTERNATIONAL MARITIME
SAH
STEAM AIR HEATER
TI
TEMPERATURE INDICATOR
FORUM
SAL
SALINITY
TIAL
TEMPERATURE INDICATOR ALARM LOW
Final Draft / 2007.12.28
6
Abbreviation
CLEAN FORCE
Cargo Operating Manual
Part 1 : Design Concept of the 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 - 5 1.1.4 General Arrangement .............................................................. 1 - 8 1.1.5 Tanks and Capacity Plan ....................................................... 1 - 14 1.2 Classification, Rules and Regulations.............................................. 1 - 16 1.3 Design Concept of the Cargo System .............................................. 1 - 18 1.3.1 Cargo Containment System Principle ................................... 1 - 18 1.3.2 Membrane Cargo Containment ............................................. 1 - 26 1.3.3 Deterioration or Failure ........................................................ 1 - 28 1.4 Hazardous Areas and Gas Dangerous Zone ..................................... 1 - 30 Illustration 1.1.4a Arrangement – Navigation Deck................................................... 1 - 9 1.1.4b Arrangement – D Deck ................................................................. 1 - 9 1.1.4c Arrangement – C Deck ............................................................... 1 - 10 1.1.4d Arrangement – B Deck ............................................................... 1 - 10 1.1.4e Arrangement – A Deck................................................................ 1 - 11 1.1.4f Arrangement – 2nd Deck............................................................. 1 - 11 1.1.4g Arrangement – 3rd Deck............................................................. 1 - 12 1.1.4h Arrangement – 4th Deck ............................................................. 1 - 12 1.1.5a Tank Location Plan ..................................................................... 1 - 13 1.3.1a Cargo Tank Lining Reinforcement .............................................. 1 - 17 1.3.1b Cargo Tank General .................................................................... 1 - 21 1.3.2a Construction of Containment System ......................................... 1 - 22 1.3.2b Construction of Containment System – Flat Area ...................... 1 - 23 1.3.2c Construction of Containment System – Corner Part. 1 ............... 1 - 24 1.3.2d Construction of Containment System – Corner Part. 2 ............... 1 - 25 1.4a Hazardous Areas and Gas Dangerous Zone ................................... 1 - 29
Part 1 Design Concept of the Vessel Final Draft / 2007.12.28
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Part 1 : Design Concept of the Vessel 1.1 Principal Particulars
Main Steam Turbine Maker: Model: Type:
Steam: No. of set:
KHI UA400 Two Cyl. Cross Compound Marine steam turbine. Consisting of HP Turbine & LP Turbine with built-in Astern Turbine.. MCR 39,000 PS x 88 RPM NCR 35,100 x 85 RPM 58.8 bar, 510 ºC 1
Main Boiler Maker: Model: Type: Max. Evaporation: Nor. Evaporation: Steam: No. of sets:
KHI UME68/52 Two Drum Water Tube. 68,000 kg/h 52,000 kg/h 60.3 bar, 515 ºC 2
Generator Turbine Maker: Model: Type: Steam: Turbine rated speed: Generator output & speed: No. of sets:
Shinko Ind. Ltd. RG92-2 Multi-Stage Impulse 588 bar, 510 ºC 8,145 RPM 3850 kW (4313KVA), 1800 RPM 2
Diesel Generator Engine Maker: Model: Type: Output : Generator speed: No. of set:
HHI-EMD 9L 32/40 4 Stroke, Trunk Piston type ABT. 5,510 PS 720 RPM 1
Steering Gear Maker: Type: Capacity: No. of set:
Tong Myung K.H.I Elec-Hyd, 2 ram-4 cyl 350 Ton-M (at 35 deg.) 1
1.1.1 Principal Particulars of the Ship Shipbuilder:
Hyundai Heavy Industries Ulsan Shipyard Republic of Korea Yard Number: 1734 Ship Name: CLEAN FORCE Delivery Date: 2008.01.15 Nationality: Marshall Islands Port of Registration: Mazuro Call Sign: V7NQ5 Inmarsat-C I.D.: 453832773 453832774 Type of Cargo: LNG Type of Ship: 150,000 m3 class Mark Ш Membrane LNG carrier Stem: Bulbous Bow and Raked Stem Stern: Transom Navigation: Foreign going Freeboard Type: “A” Classification: Lloyd’s Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-163˚C, 500kg/m3, 0.25barG) IWS, “ShipRight (SDA, FDA, CM)”, +LMC, UMS, ICC, NAV1, IBS, SCM, EP, LI, BWMP(S), SERS, SEA(Hss4L), SEA(VDR) with descriptive note “pt HT steel” Length Overall: Length Between Perpendiculars: Breadth Moulded: Depth Moulded: Draft Design: Scantling Draft: Cargo Tank Capacity: Cargo Tank Safety Valve: Inter Barrier Space Safety Valve: Insulation Space Safety Valve:
288 m 275 m 44.2 m 26.0 m 11.35 m 12.35 m 149,730 m3 250 mbar 30 mbar 35 mbar
Main Engine Type: MCR: NCR: COMPLEMENT:
HHI-KHI UA-400 39,000 SHP x 88 rpm 35,100 SHP x 85rpm 40 + 4
Final Draft / 2007.12.28
Output:
1-1
Main Sea Water Circ. Pump Maker: Model: Type: Capacity x Total head: Motor output & speed: No. of set :
Shinko Ind. Ltd. CVF1000M Vertical, single stage Centrifugal 9,000/4,500 M3/H x 5/8 MTH 200 kW / 360 RPM 1
Aux. Sea Water Circ. Pump Maker: Model: Type: Capacity x Total head: Motor output & speed: No. of set :
Shinko Ind. Ltd. CVF1000LM Vertical, single stage Centrifugal 9,000/4,500 M3/H x 5/8 MTH 200 kW / 360 RPM 1
Main Cooling Sea Water Pump Maker: Model: Type: Capacity x Total head: Motor output & speed: No. of sets :
Shinko Ind. Ltd. SVS400M Vertical, single stage Centrifugal 1300 m3/h x 21 MTH 110 kW / 1200 RPM 2
Central Cooling F. W Pump Maker: Model: Type: Capacity x Total head: Motor output & speed: No. of sets :
Shinko Ind. Ltd. SVS400M Vertical, single stage Centrifugal 1,200 M3/H x 30 MTH 150 kW x 1,200 rpm 2
Ballast Pump Maker: Model: Type: Capacity x Total head: Motor output & speed: No. of sets:
Shinko Ind. Ltd. GVD500-3MS( No.1) Vertical, single stage Centrifugal 3000 m3/h x 30 m 355 kW / 1200 RPM 1
Maker: Model: Type: Capacity x Total head: Motor output & speed: No. of sets:
Shinko Ind. Ltd. GVD500-3M ( No.2,3) Vertical, single stage Centrifugal 3000 m3/h x 30 m 355 kW / 1200 RPM 2
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Bilge, Fire & G.S. Pump Maker: Model: Type: Capacity x Total head: Motor output & speed: No. of sets: Em’cy Fire Pump Maker: Model: Type:
Shinko Ind. Ltd. RVP200-2MS Vertical, Centrifugal electric motor, two speed with self priming 245 m3/h x 30 m 150 m3/h x 115 m 110 kW / 1800 RPM 2
Capacity x Total head: Motor output & speed: No. of set:
Shinko Ind. Ltd. RVP250MS Vertical, Centrifugal electric motor with self priming 72/565/650 m3/h x 110/126/90 m 280 kW / 1800 RPM 1
Water Spray Pump Maker: Model: Type: Capacity Total head: Motor output & speed: No. of set:
Shinko Ind. Ltd. KV300K Vertical Centrifugal 850 m3/h x 110 m 400 kW / 1800 RPM 1
F.W Generator Maker: Model: Type: Capacity: Max. salinity: No. of sets: Control & G.S Air Compressor Maker: Model: Type: Capacity: No. of sets: Starting Air Compressor Maker: Model: Type: Cooled Capacity: No. of sets:
Final Draft / 2007.12.28
Alfa-Laval Korea VSP-36-C125CC / VSP-36-125SWC Cond. Water Cooled(VSP-C25CC) S.W. Cooled(VSP-C125SWC) 60 ton/day per unit 1.5 PPM 2
ATLAS COPCO GA55WP-125-60 M.D. Rotary Screw, F.W Cooled 500 m3/h x 9 bar 3
JONGHAP PNEUTEC AHV-20 M.D. 2 Stage reciprocating, Air 25 m3/h x 25 bar 2
Windlass Maker: Type: Capacity: No. of sets:
Rolls-Royce LBFM63, 102 49.4 ton X 12m/min 2
Mooring Winch Maker: Type: Capacity : No. of sets:
Rolls-Royce LW.M22.030 30 ton X 15m/min 5
Capstan Maker: Type: Winding Load: Winding Speed : Working Pressure : No. Of Sets:
Jung-A Marine Co.Ltd Air Motor Driven Type 2 Ton 15 m/min 7 bar 4
Provision Crane Maker: Type: Hoisiting Load (Swl) : Hoisting Speed : Hoisting Height : Working Radius : No. Of Sets:
Shin-Young Heavy Ind GP 150-5-17 5Ton at 17.0m 10m/Min 55m R Max. = 17m ~ Min. 3.8m 2
Anchor Maker: Type: Weight: No. of sets:
Kum Hwa Cast Steel High Holding Power Anchor 43,095 kg 2
Anchor Chain Cable Maker: Dimension: No. of set:
DaiHan Anchor Chain ø100 mm x 782.28m 1
Fire wire reel Maker: Type: Drum Capacity : Winding Load : No. of sets:
Jung-A Marine Co.Ltd Air motor driven 42 mm dia x 120 m 0.5 Ton 2
Hose Handling Crane Maker: Type:
Shin-Young Heavy Ind GP 400-1025
1-2
Lifting Capacity: Working Radius: Lifting Speed At Rated Load : Lifting Height :
SWL 10T at 25m Rmax = 25m Rmin = 5m 10m/min 60m
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 1.1.2 Principal Particulars of Cargo Machinery Main Cargo Pump Maker: Model: Type: Capacity: Shaft power: Efficiency: Minimum flow: Max. differential pressure: Design temperature: No. of sets: Motor Manufacturer: Rated output: Synchronous speed: Electric power source: Starting & Rated current: Starting method: Starting time: Number of poles: Stripping/Spray Pump Maker: Model: Type: Capacity: Shaft power: Efficiency: Minimum flow: Max. differential pressure: Design temperature: No. of sets: Motor Manufacturer: Rated output: Synchronous speed: Electric power source: Starting & Rated current: Starting method: Number of poles:
Final Draft / 2007.12.28
EBARA 16EC-24 Vertical, Centrifugal Fixed 1,800 m3/h x 155 MLC 495.8 kW 76.61 % 588 m3/h 9.87 bar -163 ˚C 8 (2 per each cargo tank)
EBARA 559.6 kW 1800 RPM AC 6600 V / 60Hz 373A / 61 A Soft start or Direct on line Max. 5 sec 4
EBARA 2EC-12 Vertical, Fixed 50 m3/h x 145 MLC 17.9 kW 55 % 10.5 m3/h 10.4 bar -163 ˚C 4 (1 each cargo tank)
EBARA 22.4 kW 3600 RPM AC 440 V / 60Hz 267 A / 39 A Direct on line 2
Emergency Cargo Pump Maker: Model: Type: Capacity: Shaft power: Efficiency: Minimum flow: Max. Differential Pressure: Design temperature: No. of set: Motor Manufacturer: Rated output: Synchronous speed: Electric power source: Starting & Rated current: Starting Method: Number of Poles: HD Compressor Maker: Model: Type: Volume Flow: Inlet pressure : Outlet Pressure: Inlet Temperature: IGV setting: No. of sets: LD Compressor Maker: Model: Type: Volume Flow: Inlet pressure : Outlet Pressure: Inlet Temperature: IGV setting: No. of sets:
EBARA 8ECR-12 Vertical, Fixed 550 m3/h x 155 MLC 171 kW 67.8 % 195.7 m3/h 10.4 bar -163 ˚C 1
EBARA 223.8 kW 3600 RPM AC 440 V / 60Hz 2234 A / 348 A Direct on line 2
Cryostar CM 400/55 Centrifugal. Single stage. Fixed speed with adjustable guide vanes. 32,000 m3/h 1.03 barA 1.96 barA -140˚C -30 ~ +80 2
Cryostar CM 300/45 Centrifugal. Single stage. Adjustable guide vanes. 8,500 m3/h 1.03 barA 1.96 barA -40˚C -30 ~ +80 2
1-3
BOG/WARM-UP Heater Maker: Model: Type: Mass Flow: Inlet volume flow & temp: Outlet volume flow & temp: Heat exchange: Design temperature (Tube): Design pressure: No. of sets:
Cryostar 108-UT-38/34-4.6 BEU 37,200 kg/h (Design) 17,394 m3/h , -90C (Design) 38,346 m3/h , 80˚C (Design) 4,003 kW (Design) -196 ~ +200˚C 10 bar 2
LNG Vapouriser Maker: Model: Type: Mass Flow: Inlet volume flow & temp: Outlet volume flow & temp: Heat exchange: Design temperature (Tube): Design pressure: No. of set:
Cryostar 65-UT-38/34-5.6 BEU 22,000 kg/h (LNG disch) 49 m3/h , -163˚C (LNG disch) 12,367 m3/h , -130˚C (LNG disch) 3,581 kW (LNG disch) -196 ~ +200˚C 1 bar 1
Forcing Vapouriser Maker: Type: Mass Flow: Inlet volume flow & temp: Outlet volume flow & temp: Heat exchange: Design temperature (Tube): Design pressure: No. of set:
34-UT-25/21-3.6 BEU 7,100 kg/h 16 m3/h , -163˚C 4,313 m3/h , -40˚C 1,560 kW -196 ~ +200˚C 1 bar 1
Steam Heater for Glycol Water Maker: Type: Fluid Quantity: Design Pressure: No. of set:
DongHwa BEU Tube side 22 m3/h Shell side 586.1 m3/h Tube side : 4.7 bar Shell side : 11 bar 2
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE
Glycol Water Circ. Pump Maker: Model: Capacity: Motor output & speed: No. of Sets: Nitrogen Generator Maker: Type: Capacity: N2 purity(N2+Argon): Dew point: Outlet pressure & temperature: No. of sets: Inert Gas Generator Maker: Type: Capacity: Delivery pressure: Temperature: Dew point after dryer: No. of set:
Shinko Ind. Ltd. GJ40-20MH 22 m3/h x 35 MTH 5.5 kW / 3600 RPM 2
Air Products As Membrane Separation of Nitrogen from Air 2 X 125Nm3/h 97% -65˚C min. 6.5bar / max. 50˚C 2
Smit
Gln 15,000 – 0.25 BUFD 15,000 m3/h 0.25 bar about 30˚C max. -45˚C 1
Pilot operated Safety Valve for Cargo Tank Maker: Fukui Seisakusho co., Ltd. Type & Size: PSL-MD13-131-LS1(B), 10”x 12” Relieving capacity: 27,030 Nm3/h Relieving pressure: 1313 mbarA Set pressure: 250 mbar Reseating pressure: 220 mbar No. of sets: 8
Pilot operated Safety Valve for I.B.S Maker: Type & Size: Relieving capacity: Relieving pressure: Set pressure: Reseating pressure: No. of sets:
Final Draft / 2007.12.28
Pilot operated Safety Valve for I.S Maker: Type & Size: Relieving capacity: Relieving pressure: Set pressure: Reseating pressure: No. of sets:
Fukui Seisakusho co., Ltd. PSL-MD13-131-S1(B), 2”x 3” 544 Nm3/h 1055 mbarA 35 mbar 21 mbar 8
Conventional Safety Valve for Cargo Piping System Maker: Fukui Seisakusho co., Ltd. Type: REC131-S1(E) Relieving pressure: 13.013 barA Set pressure: 10 bar Reseating pressure: 9 bar No. of sets: 12 Conventional Safety Valve for Cargo Piping System Maker: Fukui Seisakusho co., Ltd. Type: REC131-S1(N) Relieving Pressure: 13.013 barA Set Pressure: 10 bar Reseating Pressure: 9 bar No. of sets: 27 Mist Separator Maker: Model: Mass flow: No. of set:
Cryostar VMS-12/12-1000 7100 kg/h (Design) at -40˚C 1
Drain Cooler for Heater’s Drain Maker: Type: Capacity(Tube): No of set:
DongHwa Entec Shell/Tube Type 63.04 m3/h X 2 1
Fukui Seisakusho co., Ltd. PSL-MD13-131-S1(B), 2”x 3” 502 Nm3/h 1049 mbarA 30 mbar 18 mbar 8
1-4
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 1.1.3 Maker List SER NO. 1
NAME OF EQUIPMENT ANCHOR(14,365KG)
MAKER
TEL/FAX/E-MAIL
ADDRESS/ PERSON IN CHARGE
KUM HWA
TEL)82-55-365-3300
#11-5, SOJURI,
CAST SEEL
FAX)82-55-365-3305
WOONG SONG-UP,
SER NO. 15
MAKER
TEL)82-051-831-4147
1469-5, SONG JEONG-DONG,
FAX)82-051-831-4908
GANG SEO-GU BUSAN, KOREA
JUNG-A MARINE
TEL)82-051-831-4147
1469-5, SONG JEONG-DONG,
CO., LTD
FAX)82-051-831-4908
GANG SEO-GU BUSAN, KOREA
TEL)82-55-323-2768
#1193-1, NAJEON-RI, SAENGNIM-MYEN
FAX)82-55-323-2767
, GIMHAE-SI, GYEONGNAM, KOREA
TEL)
EBARA INTERNATIONAL CORPORATION
WINCH/ANCHOR
MACHINERY : BRATTVAG ARSUNDVEIEN 24 N-6270 BRATTVAG
1-775-356-2796 FAX)
CRYODYNAMICS DIVISION
WINDLASS
NORWAY
1-775-356-2884
350 SALOMON CIRCLE,
DAIHAN
DECK MACHINERY
ROLLS-ROYCE
COMBINED MOORING
4
HOSE HANDLING CRANE
TEL)82-32-862-0091
740, DOWHA-DONG, NAM-GU,
FAX)82-32-863-5114
INCHON, KOREA
TEL)4770208500 FAX)4770208600
16
FIRE WIRE REEL
17
CARGO COMPRESSOR
6
VENT FAN
TEL)82-061-462-3700
332-6, NABUL-RI
HEAVY IND.
FAX)82-061-462-3709
SAMHO-MYUN, YOUNGAM-KUN
PROVISION CRANE
HI-PRES
TEL)82-55-340-5000
IMT
8
9
10
EBARA
SPARKS, NV 89434, U.S.A. TEL)
EBARA INTERNATIONAL
JUNRANAMDO, KOREA
19
SPRAY PUMP
EBARA
1-775-356-2796
CORPORATION
1432-11, DAMAN-RI, CHILLYE-MYON
FAX)
CRYODYNAMICS DIVISION
GIMHAE CITY, GYEONGNAM, KOREA
1-775-356-2884
350 SALOMON CIRCLE,
SHIN-YOUNG
TEL)82-061-462-3700
332-6, NABUL-RI
HEAVY IND.
FAX)82-061-462-3709
SAMHO-MYUN, YOUNGAM-KUN
SPARKS, NV 89434, U.S.A. 20
JUNRANAMDO, KOREA
EMERGENCY CARGO
EBARA
PUMP
1464-2, SONG JUNG-DONG
FAX)
CRYODYNAMICS DIVISION
FAX)82-51-200-3046
GANG SEO-GU BUSAN,KOREA
1-775-356-2884
350 SALOMON CIRCLE,
LIFE BOAT
HYUNDAI
TEL)82-52-237-4853
186-4, DAE JUNG-RI, ONSAN-EUP,
LIFEBOATS
FAX)82-52-237-4855
ULJU-GUN, ULSAN, KOREA
ORIENTAL
TEL)82-51-202-0101
1614-1, SONG JUNG DONG
FAX)82-51-831-3308
GANG SEO-GU, BUSAN, KOREA
JUNG-A MARINE
TEL)82-051-831-4147
1469-5, SONG JEONG-DONG,
CO., LTD
FAX)82-051-831-4908
GANG SEO-GU BUSAN, KOREA
SHIN MYUNG
TEL)82-55-363-7091
865-3. EOGOCK-DONG,
TECK CO., LTD
FAX)82-55-363-7092
YANGSAN-CITY,
LIFE BOAT DAVIT
REMEDY HANDLING
EM'CY CARGO PUMP
SPARKS, NV 89434, U.S.A. 21
CARGO COMPRESSOR
CRYOSTAR FRANCE S.A.
EM'CY TOWING
TANK TECH
TEL)82-051-979-1600
1506-2,
CO., LTD
FAX)82-051-979-1601
SONGJUNG-DONG
BOW THRUSTER
KAWASAKI
TEL)81-78-682-5355
1-1,HIGASHI KAWASAKI-CHO
FAX)81-78-682-5528
3-CHO ME, CHUO-KU , KOBESHI
22
HEAT EXCHANGERS
CRYOSTAR FRANCE S.A.
PILOT ROPE LADDER REEL
JUNG-A MARINE
TEL)82-051-831-4147
1469-5, SONG JEONG-DONG,
CO., LTD
FAX)82-051-831-4908
GANG SEO-GU BUSAN, KOREA
SAMGONG
TEL)82-51-200-3040 FAX)82-51-200-3046
1464-2, SONG JUNG-DONG
CO.LTD.
CRYOSTAR-FRANCE SA
33-389-7027 27
ZONE INDUSTRIELLE, BP 48
FAX)
F-68220 HESINGUR/FRANCE
TEL)
CRYOSTAR-FRANCE SA
33-389-7027 27
ZONE INDUSTRIELLE, BP 48
FAX)
F-68220 HESINGUR/FRANCE
33-389-7029 00 23
ELECTRO-PNEUMATIC
SF-CONTROL
TEL)
VALIMOTIE 13BB
TANK LEVEL GAUGE
359-9-756-2340
FI-00380 HELSINKI
AND DRAFT GAUGE
FAX)
FINLAND
SYSTEM 24
HYOGO 650-8670 , JAPAN CAPSTAN
TEL)
33-389-7029 00
GANGSEO-GU, BUSAN, KOREA
14
CORPORATION
TEL)82-51-200-3040
SYSTEM
13
1-775-356-2796
CO.LTD.
KYUNG NAM, KOREA
12
EBARA INTERNATIONAL
SAMGONG
HANDLING DAVIT
12
TEL)
LADDER
ACCOMMODATION
DAVIT 11
CARGO PUMP
FAX)82-55-346-3503
CO., LTD 7
18
ROLLS-ROYCE MARINE A/S DECK
SHIN-YOUNG CO., LTD
5
ADDRESS/ PERSON IN CHARGE
CO., LTD
& MOTOR ROOM DAVIT 3
TEL/FAX/E-MAIL
JUNG-A MARINE
ANCHOR CHAIN
PORTABLE DAVIT (TRIPOD TYPE)
YONGSAN CITY, KYOUNG NAM KOREA 2
NAME OF EQUIPMENT
FWD H.F.O TRANS. PUMP
358-9-757-2778 NANIWA PUMP MFG. CO, LTD
TEL)
11-5, SHINMACHI 3-CHOME,
81-6-6541-6131
NISHI-KU, OSAKA,
FAX)
JAPAN
81-6-6535-1884
GANG SEO-KU, BUSAN,KOREA
Final Draft / 2007.12.28
1-5
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE
SER NO. 25
NAME OF EQUIPMENT CUSTODY TRANSFER
SAAB
TEL/FAX/E-MAIL
ADDRESS/ PERSON IN CHARGE
TEL)
SAAB ROSEMOUNT TANK RADAR
SYSTEM
ROSEMOUNT
46-31-3370000
AB GAMLESTADSVAGEN 188
(CARGO
TANK RADAR
FAX)
P.O. BOX 130 45 SE-40251
46-31-25-3022
GOTEBORG SWEDEN
TEL)
WHESSOE EUROPE LTD
44(0) 1325 350 666
UNIT 2D ENTERPRISE HOUSE
FAX)
VALLEY STREET DARLINGTON
44(0) 1325 465 596
CO. DURHAM DL1 1GY
INSTRUMENTATION) 26
MAKER
FLOAT TYPE LEVEL
AB WHESSOE
GAUGE
SER NO. 34
28
TRIM / LIST INDICATOR
INERT GAS GENERATOR
GMB INC.
SMIT GAS SYSTEM
TEL)
689-933
81-51-731-7166
8F, UL-DONG POST OFFICE,
FAX)
601-6 UL-DONG
81-51-731-7168
HAEUNDAEGU,
TEL)
SMIT GAS SYSTEM BV
31-24-352-31-00
ST. HUBERTUSSTRAAF
FAX)
6531 LB NIJMEGEN
31-24-356-49-95
P.O BOX 6664, 6503
30
NITROGEN SYSTEM
SAFETY VALVE FOR CARGO TANK AND CARGO PIPING
AIR PRODUCTS
35
FUKUI SEISAKUSHO CO., LTD
HOLD SPACE 31
CRYOGENIC
EXPANSION BELLOWS
BUSAN. KOREA
37
CARGO VALVE REMOTE
VALVE
SNRI
33-5-45-29-6000
107 16700 RUFFEC (FRANCE)
SFZ
TEL)
8, RUE DES FR'ERES
33-4-7247-6200
LUMIE'RES 69680
FAX)
CHASSIEU FRANCE
1597-3, SONG JEONG-DONG,
SYSTEM
FAX)
GANG SEO-GU, BUSAN, KOREA
LUMBERVEIEN 49 P.O. BOX 8100,
FAX)
VAGSBYGD N-4675 KRISTIANSAND S,
47-3801-1113
NORWAY
38
AMRI-SEIL
AMRI-SEIL
TEL)
AMRI SEIL
82-51-831-1857
1597-3, SONG JEONG-DONG,
FAX)
GANG SEO-GU, BUSAN, KOREA
82-51-831-1863 39
PIPE INSULATION
FINETEC
TEL)
271-1, KYERUK-RI,
CO., LTD
82-31-677-7001
MIYANG-MYUN, ANSUNG-SI, KYUNGKI-DO, KOREA
TEL)
FUKUI SEISAKUSHO CO., LTD
81-72-857-4527
6, 1-CHOME, SHODAI-TAJIKA,
FAX)
HIRAKATA, OSAKA, JAPAN
82-31-677-7008 40
TEL)33-553-924-965
N2 BLEED CONTROL VALVE
KSB AMRI
FRUFLO RONA S.A.
32-42-40-6886
PARC INDUSTREL DES
CON. MASONEILAN INDUSTRIELS
GAG NAIRE FONSE CHE
TEL)
DRESSER FLOW DRESSER PRODUITS
41
GAS FLOW METER
DAEYANG INSTRUMENT CO., LTD
TEL)
MASONEILAN 3, RUE SAINT
33-2-31-59-59-59
PIERRE-B.P.87-14110 CONDE
FAX)
SUR NOIREAU, FRANCE
33-2-31-59-59-60 TEL)
503, SHINPYEONG-DONG, SAHA-GU,
82-51-200-5212
BUSAN, KOREA
FAX)
ATTN. : MR. P. W. JANG
82-51-200-5210 42
GLYCOL WATER HEATER
DONGHWA EN'TEC
TEL)
1575-6, SONG JEONG -DONG
051)970-1070
GANG SEO-GU, BUSAN. KOREA
FAX)
HAUTS SARTS 3 AVENUE
32-42-48-0246
4040 HERSTAL (BELGIUM)
FAX)
TEL)
ROUTE DU TREUIL BP
051)970-1031
33-5-45-29-6000
107 16700 RUFFEC (FRANCE)
43
PORTABLE GAS DETECTOR
FAX) 33-5-45-31-1291
Final Draft / 2007.12.28
ROUTE DU TREUIL BP
AMRI SEIL
FRANCE
CRYOGENIC GLOBE
TEL)
82-51-831-1857
ROCHE-CHALAIS,
33
SNRI
82-51-831-1863
24490 LA
RONA S.A.
107 16700 RUFFEC (FRANCE)
TEL)
ZONE INDUSTRIELLE
FRUFLO
33-5-45-29-6000
CONTROL AND ESD
47-3803-9900
FAX)33-553-924-920
CRYOGENIC BALL VALVE
ROUTE DU TREUIL BP
33-4-7247-6201
BALLAST
BUTTERFLY VALVE
32
TEL)
33-5-45-31-1291 36
AIR PRODUCTS AS
FAX)
ADDRESS/ PERSON IN CHARGE
FAX)
81-72-857-3324 KSB AMRI
CRYOGENIC GATE VALVE
VALVE REMOTE CONTROL SYSTEM FOR WATER
TEL)
SNRI
TEL/FAX/E-MAIL
33-5-45-31-1291
GD NIJMEGEN NETHERLANDS 29
CRYOGENIC CHECK VALVE
MAKER
FAX)
UNITED KINGDOM 27
NAME OF EQUIPMENT
1-6
RIKEN
TEL)
#301-16,
KEIKI
82-51-518-3613~5
BUGOK-DONG,
KOREA
FAX)
KEUMJUNG-GU,
CO. LTD
82-51-512-7737
BUSAN, KOREA
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE
SER NO. 44
NAME OF EQUIPMENT EM'CY FIRE PUMP
MAKER SHINKO IND. LTD,
45
AUX. CEHT. COOL F.W.PUMP
46
GLYCOL W.CIRC. PUMP
47
DRY CHEMICAL POWDER FIRE EXT. SYSTEM
SHINKO IND. LTD,
SHINKO IND. LTD,
UNITOR SHIPS SERVICE
48
COMBINED
KOREA
HOTFOAM
CO.,LTD
ADDRESS/ PERSON IN CHARGE
TEL/FAX/E-MAIL TEL)
5-7-21, OHZU,
81-82-508-1000
MINAMI-KU,
FAX)
HIROSHIMA,
81-82-508-1020
JAPAN
TEL)
5-7-21, OHZU,
81-82-508-1000
MINAMI-KU,
FAX)
HIROSHIMA,
81-82-508-1020
JAPAN
TEL)
5-7-21, OHZU,
81-82-508-1000
MINAMI-KU,
FAX)
HIROSHIMA,
81-82-508-1020
JAPAN
TEL)
44-27
82-51-728-4900
DALSAN-RI,
FAX)
CHUNGKWAN-MYUN
82-51-728-7100
KIJANG-KUN
PUSAN, KOREA
82-51-728-7100
KIJANG-KUN
PUSAN, KOREA
FIRE EXT. SYSTEM 49
CO2 FIRE EXTING.
KOREA
SYSTEM
CO.,LTD
Final Draft / 2007.12.28
1-7
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 1.1.4 General Arrangement G/E L.O Settling Tank Fan G/E L.O Room Storage Tank
50.8 m A/B Vent Mast Cargo Gear Locker
L.P.
Vent Mast Manifold Service Handling Crane, 10 Ton (P&S)
Vent Mast
L.P.
L.P.
Motor Cargo Compressor Room Room No.4 Trunk
B.V.H. Room
Distilled Water Tank (P&S)
No.1 Trunk
2nd Deck
Dry Powder Room (P&S) Trunk (Void)
S.L.
M.L.O M.L.O Storage Settling Tank Tank
G/E M.D.O Service Tank
H.F.O Settling Tank (S)
M.D.O Low Storage Sulphur Tank Fuel (S) Tank (S)
3rd Deck Engine Room
After Peak Tank
No.2 Trunk
Deck Incinerator Pool Store Room Tank
4th Deck
Bosun Store
AFT H.F.O Bunker Tank (S)
Paint Store
Domestic F.W Tank (P&S)
No.3 Trunk
H.F.O Overflow Tank
No.3 Cargo Tank
No.2 Cargo Tank
No.1 Cargo Tank
FWD H.F.O Bunker Tank (P&S) FWD Water Ballast Tank (P&S)
No.4 Cargo Tank
Fore Peak Tank (Void)
H.S.C
M.L.O Sump Tank Oily Bilge Tank Stern Tube L.O Sump Tank Bilge Holding Tank
C.W. Tank
Cargo Tank
Water Ballast Tank
Pipe Duct
Water Ballast Tank
L.S.C No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
Bow Thrust & Emergency Fire Pump Room
PLA N
CHANGE LOB RM.
HOT FOAM & CO2 ROOM
NO.2 CARGO SWBD.RM. (LOW)
AIR CON.
CABLE SPACE NO.2CARGO TRANSFORMER RM.
CORRIDOR
DN
ROOM
C.D. & P.D.
UP
NO.2CARGO SWBD.RM (HIGH)
UP
C.L. 40
UP
GARB. STR
LIFT
CHANGE RM. LINENPUB. LKR C.G.L
C.D. & P.D.
NO.1CARGO SWBD. RM (HIGH)
MOTOR ROOM
CORRIDOR
PAINT STORE
DECK STORE
INCINERATOR ROOM
SUEZ WORKER
FIRE LKR. CONTROL STATION
LOB
NO.1 CARGO SWBD.RM
NO.1 CARGO TRANSFORMER. RM CABLE SPACE
WINCH MAX .WO RKIN G RA D.10 000
DRY ROOM SHIP'S LAUNDRY
S P A R E A NCHOR
MIN. WOR KING RAD. 5000
CARGO COMPRESSOR ROOM
ONLY
M
A
X
. W
O
R
K
IN
G
R
A
D
.
2
5
0
0
0
UP
Principal Dimensions Overall Length Length Between Perpendiculars Breadth (Moulded) Depth (Moulded) Trunk Depth (Moulded) Draught Design (Moulded) Scantling Draught (Moulded)
Final Draft / 2007.12.28
1-8
288.0 275.0 44.2 26.0 33.09 11.35 12.35
m m m m m m m
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.1.4a Arrangement – Navigation Deck
Illustration 1.1.4b Arrangement – D Deck
NAV. DECK
D DECK
E/CASING TOP (39000 A/B)
FUNNEL TOP (47300 A/B)
Final Draft / 2007.12.28
1-9
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.1.4c Arrangement – C Deck
Illustration 1.1.4d Arrangement – B Deck
C DECK
Final Draft / 2007.12.28
B DECK
1 - 10
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE
Illustration 1.1.4f Arrangement – 2nd Deck
Illustration 1.1.4e Arrangement – A Deck
2ND DECK
A DECK
Final Draft / 2007.12.28
1 - 11
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.1.4g Arrangement – 3rd Deck
Illustration 1.1.4h Arrangement – 4th Deck
4TH DECK
3RD DECK
Final Draft / 2007.12.28
1 - 12
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.1.5a Tank Location Plan
G/E L.O Settling Tank Fan G/E L.O Room Storage Tank
50.8 m A/B Vent Mast Cargo Gear Locker
Vent Mast Manifold Service Handling Crane, 10 Ton (P&S)
L.P.
Vent Mast
L.P.
L.P.
Motor Cargo Compressor Room Room No.4 Trunk
B.V.H. Room
Distilled Water Tank (P&S) After Peak Tank
No.2 Trunk
2nd Deck
Dry Powder Room (P&S)
No.1 Trunk
Deck Incinerator Pool Store Room Tank
Trunk (Void)
S.L.
M.L.O M.L.O Storage Settling Tank Tank
G/E M.D.O Service Tank
H.F.O M.D.O Low Settling Storage Sulphur Tank (S)
3rd Deck Engine Room
Tank Fuel (S) Tank (S)
4th Deck
Bosun Store
AFT H.F.O Bunker Tank (S)
Paint Store
Domestic F.W Tank (P&S)
No.3 Trunk
No.3 Cargo Tank
H.F.O Overflow Tank
No.2 Cargo Tank
FWD H.F.O Bunker Tank (P&S)
No.1 Cargo Tank
FWD Water Ballast Tank (P&S)
No.4 Cargo Tank
Cargo Tank
Fore Peak Tank (Void)
H.S.C
C.W. Tank
M.L.O Sump Tank Oily Bilge Tank Stern Tube L.O Sump Tank Bilge Holding Tank
Water Ballast Tank
IGG G.O Serv. Tank (P) G.T L.O Low Sulphur Fuel Tank (P) Stor. Tank
No.5 Cofferdam
No.4 Cofferdam
No.4 Water Ballst Tank (P)
No.3 Cofferdam
No.3 Water Ballst Tank (P)
No.2 Cofferdam
No.2 Water Ballst Tank (P)
No.1 Cofferdam
Bow Thrust & Emergency Fire Pump Room
No.1 Water Ballst Tank (P)
Aft Bunker Tank (P)
G.T L.O Sett. Tank
Forward Water Ballst Tank (P) Forward H.F.O Bunker Tank
No.2 Cargo Tank
No.1 Cargo Tank Pipe Duct
No.1 Cofferdam
Pipe Duct
No.2 Cofferdam
No.3 Cargo Tank
No.3 Cofferdam
G/E L.O Sett. Tank
Fresh Water Tank (S)
No.4 Cargo Tank
No.4 Cofferdam
M.L.O Sett. Tank (S)
No.5 Cofferdam
Drinking Water Tank (P)
M.L.O Stor. Tank (S)
Distilled Water Tank (S)
Water Ballast Tank
L.S.C
H.F.O Sett. Tank (P)
Distilled Water Tank (P)
Pipe Duct
Fore Peak Tank (Void)
G/E L.O Stor. Tank
M.L.O Sump Tank Oily Bilge Tank Stern Tube L.O Sump Tank Bilge Holding Tank
Final Draft / 2007.12.28
Bow Thrust & Emergency Fire Pump Room
Aft Bunker Tank (S)
H.F.O Sett. Tank (S) G/E M.D.O Serv. Tank (P) Low Sulphur Fuel Tank (S)
No.4 Water Ballst Tank (S)
No.3 Water Ballst Tank (S)
No.2 Water Ballst Tank (S)
1 - 13
No.1 Water Ballst Tank (S)
Forward Water Ballst Tank (S)
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 1.1.5 Tanks and Capacity Plan Cargo Tanks Capacities Compartment
No. 1 Cargo Tank
Location Frame Number
118.1-128.9
Volume 100% (m3)
24629.7
Weight 98% (Tons)
11341.6
Centre of Gravity (100% Base) L.C.G. From Mid (Mid)
79.57
V.C.G. Above B.L.
17.797
130.0-154.0
2009.7
2060.0
107.08
12.198
1361
FWD W.B. TK (S)
130.0-154.0
2009.7
2060.0
107.08
12.198
1361
103566
No. 1 W.B. TK (P)
117.0-130.0
6161.4
6315.5
76.63
10.769
10884
No. 1 W.B. TK (S)
117.0-130.0
6161.4
6315.5
76.63
10.769
10884
No. 2 W.B. TK (P)
102.0-117.0
6367.6
6526.8
36.39
8.903
27780
No. 2 W.B. TK (S)
102.0-117.0
6367.6
6526.8
36.39
8.903
27780
No. 3 W.B. TK (P)
87.0-102.0
6459.6
6621.1
-11.57
8.805
28957
No. 3 W.B. TK (S)
87.0-102.0
6459.6
6621.1
-11.57
8.805
28957
No. 4 W.B. TK (P)
73.0-87.0
5604.5
5744.6
-56.92
9.072
23824
No. 4 W.B. TK (S)
73.0-87.0
5604.5
5744.6
-56.92
9.072
23824
A.P. TK
-6.1-17
2320.6
2378.7
-131.40
14.291
44268
Total
-
55526.5
56914.6
13.43
9.792
19910.1
38.00
16.662
206520
No. 3 Cargo Tank
88.1-101.9
43213.7
19917.5
-10.19
16.662
206520
No. 4 Cargo Tank
74.1-86.9
38652.7
17798.5
-56.01
16.662
184617
6.66
16.849
Cargo Tanks
Compartment
Location Frame Number
Capacities Volume 100% (m3)
Weight 98.0% (Ton)
Free Surface Moment (m4)
FWD W.B. TK (P)
43246.6
68967.8
Centre of Gravity (100% Base)
Capacities
Compartment
103.1-116.9
149742.7
S.G.=1.025
Location Frame Number
Free Surface Moment (m4)
No. 2 Cargo Tank
Total
Water Ballast Tanks
S.G.=0.47
Volume 100% (m3)
Weight 100% (Tons)
L.C.G. From Mid. (m)
V.C.G. Above B.L.
SG=0.50 Centre of Gravity L.C.G. From Mid (Mid)
V.C.G. Above B.L.
Fresh Water Tanks
Free Surface Max. Inertia Moment (m4) Compartment
Location Frame Number
Capacities
S.G.=1.000 Centre of Gravity (100% Base)
Volume 100% (m3)
Weight 100% (Tons)
L.C.G. From Mid (Mid)
V.C.G. Above B.L.
Free Surface Moment (m4)
No. 1 Cargo Tank
118.1-128.9
24623.6
12065.5
79.57
17.797
103566
No. 2 Cargo Tank
103.1-116.9
43226.5
21181.0
38.00
16.662
206520
Distilled W. TK (P)
-6.1-10.0
268.4
268.4
-134.77
18.943
305
No. 3 Cargo Tank
88.1-101.9
43242.5
21188.8
-10.19
16.662
206520
Distilled W. TK (S)
-6.1-10.0
268.4
268.4
-134.77
18.943
305
No. 4 Cargo Tank
74.1-86.9
38642.0
18934.6
-56.01
16.662
184617
Drinking W. TK (P)
10.0-17.0
197.1
197.1
-126.61
18.863
374
Domestic F.W. tank(S)
10.0-17.0
197.1
197.1
-126.61
18.863
374
931.1
-131.31
18.909
Total
Final Draft / 2007.12.28
149737.6
73369.9
6.66
16.849
Total
1 - 14
931.1
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE
Fuel Oil Tanks
Compartment
FWD H.F.O BUNKER TK (P)
Capacities
Location Frame Number
Volume 100% (m3)
130.0-154.0
Weight 98% (Tons)
2570.1
2417.2
Centre of Gravity (100% Base) L.C.G. From Mid (Mid)
V.C.G. Above B.L.
106.88
12.685
Free Surface Moment (m4) 745
FWD H.F.O BUNKER TK (S)
130.0-154.0
2599.4
2444.8
106.80
12.685
758
AFT H.F.O BUNKER TK (P)
67.0-73.0
164.0
154.2
-80.70
17.968
9
ATF H.F.O BUNKER TK (S)
67.0-73.0
252.7
237.6
-81.55
17.968
14
HFO. SETT. TK (P)
59.0-69.0
518.1
487.3
-86.45
17.964
45
HFO SETT. TK (S)
57.0-67.0
537.8
505.8
-87.94
17.975
50
LOW SULPHUR FUEL TK (P)
53.0-59.0
288.7
271.6
-92.50
17.466
31
LOW SULPHUR FUEL TK (S)
51.0-57.0
282.6
265.8
-94.09
17.597
31
7213.5
6784.3
51.72
14.147
-
Total
MDO & Gas Oil Tanks
S.G.=0.990
Location Frame Number
Compartment
Compartment
Location Frame Number
Volume 100% (m3)
211.0
170.4
-99.10
15.813
31
45.0-53.0
134.2
108.3
-98.30
23.613
41
IGG G.O SERV. TK. TK (P)
49.0-55.0
100.7
81.3
-95.90
23.613
31
445.9
360.1
-98.14
19.922
Total
VOID Tanks
Location Frame Number
Centre of Gravity (100% Full)
Volume 100% (m3)
Weight 100% (Tons)
V.C.G. Above B.L (m)
L.C.G. From Mid. (m)
1992.0
1992.0
11.885
130.94
11.885
130.94
L.C.G. From Mid (Mid)
V.C.G. Above B.L.
1992.0
Miscellaneous Tanks
-109.94
2.746
102
M.L.O SETT. TK (S)
41.0-49.0
100.4
85.8
-102.04
23.610
28
M.L.O STOR. TK (S)
35.0-41.0
100.6
86.0
-107.10
23.613
31
M.L.O GRAVITY TK (S)
41.0-43.0
28.1
24.0
-103.90
16.765
5
G/T L.O. SETT. TK (P)
45.0-47.0
16.7
14.3
-100.70
23.598
1
C.W.TK (C)
G/T L.O. STOR. TK (P)
45.0-47.0
16.9
14.4
-100.70
23.627
1
BILGE HOLDI\NG TK (C)
G/E L.O. SETT. TK (S)
47.0-49.0
16.9
14.4
-99.10
23.627
1
H.F.O. OVERFLOW TK
G/E L.O. STOR. TK (S)
45.0-47.0
16.9
14.4
-100.70
23.627
1
(S)
S/T L.O. SUMP TK (S)
21.0-24.0
5.4
4.6
-119.44
2.163
1
OILY BILLGE TK (C)
Compartment
SLUDGE TK (S) -104.97
1992.0
Free Surface Moment (m4)
59.8
Free Surface Moment (m4) 2683
Location Frame Number
Capacities Volume 100% (m3)
S.G.=1.000 Centre of Gravity (100% Full)
Weight 100% (Tons)
L.C.G. From Mid (Mid)
V.C.G. Above B.L.
Free Surface Moment ((m4)
8.6-17.0
70.7
70.7
-125.80
4.916
47
17.0-28.0
119.2
119.2
-118.32
1.724
206
28.0-31.0
49.4
49.4
-113.86
2.630
244
57.0-73.0
87.6
87.6
-85.22
8.517
22
33.0-41.0
14.0
14.0
-108.12
9.356
9
340.9
340.9
18.858 Total
Final Draft / 2007.12.28
162.0-188.5
Total
69.9
317.8
S.G.=1.000
Capacities
32.0-37.0
317.7
V.C.G. Above B.L.
45.0-51.0
M.L.O. SUMP. TK (C)
Total
L.C.G. From Mid (Mid)
S.G.=0.900 Centre of Gravity (100% Base)
Weight 95% (Tons)
Weight 98% (Tons)
Free Surface Moment (m4)
G/E M.D.O. SERV. TK (S)
F.P.TK
Capacities
Volume 100% (m3)
Centre of Gravity (100% Full)
M.D.O. STOR. TK (S)
Compartment
Lubricating Oil Tanks
Capacities
S.G.=0.850
1 - 15
Part 1 Design Concept of the Vessel
CLEAN FORCE 1.2 Classification, Rules and Regulations 1. Classification The vessel shall be built in compliance with the current rules and regulations of LlOYD’s Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-163˚C, 500kg/m3, 0.25BarG)IWS, “ShipRight (SDA, FDA, CM)”, +LMC, UMS, ICC, NAV1, IBS, HCM, SCM, EP, LI, BWMP(S), SERS, with descriptive note “pt HT steel” and also to comply with the rules , regulations and requirements described as follows;
Cargo Operating Manual Navigable Waters of the United states U.S.C.G.. Rules regarding Oil Pollution, Sanitation and Navigation Safety Note : The Builder to furnish a Letter of Compliance from the Classification Society with regard to the above requirements and recommendations of U.S.C.G including : - Title 46, Chapter I. Subchapter O (certain bulk dangerous cargoes), part 154 - Title 33. Chapter I. Subchapter O (pollution), part 155,156,159 Subchapter P (ports and water safety) part 164
2. Rules and Regulations
14) Rules of Navigation of the Suez Canal Authority including Regulations for the Measurement of Tonnage Measurement
IMO amendments coming into effect and becoming compulsorily applicable to this type of vessel up to 31 Dec. 2010 as defined in the LR publication “Future IMO legislation” dated Jan.2004 shall be applied.
15) ILO Guide to Safety and Health in Dock work 1976, as amended in 1979
1) Rule and Regulation of the Classification Society (LR) 2) Rule and Regulation of the country of registry 3) Maritime Regulation of the Loading and discharging ports 4) International Convention on Load Lines, 1966 with the Protocol 5) International Code for the Construction and Equipment of Ships Carrying Liquefied gases in Bulk (IGC Code)
16) ILO Convention concerning Crew Accommodation on board Ship, No 92 & 133
10) SIGTTO Port information for LNG Export and Import Terminals 11) International Electro-Technical Commission (IEC) Publication 60092Electrical Installations in Ships except : - Enclosure test for electric equipment (IEC 60092-12, 30) - Graphic symbols (60092-2) - Fire resistance cables (60092-401 Amendment no 1, 32, 3) Rules of Class have preference over IEC 12) IEC Publication 60533 “Electromagnetic Compatibility of Electrical and Electronic Installations on Ships” 13) ISO 6954-2000 (E) “Mechanical vibration- Guidelines for the measurement, reporting and evaluation of vibration with regard to habitability on passenger and merchant ships 14) VDI 2056 Criteria for Assessment of Mechanical Vibrations in Machines
Above Rules and Regulations are applied without inspection or survey by third parties unless certificate is required by section 1.7 “Certificate” and/ or other sections
15) IMO Resolution A.330(9) Amendment to the recommendation on safe access to and working in large tanks to include large water ballast tanks
3. Guidelines and Recommendations
16) IMO Resolution A.468(12),Code on noise Levels on Board Ships
The vessel to be built in compliance with following Guidelines and Recommendations.
17) IMO Resolution A601(15) Provision and Display of Manoeuvring Information Onboard Ships
6) International Convention for the Safety of Life at Sea (SOLAS), 1974 with Protocol of 1978, and the Amendments up to 2002
1) OCIMF. “Mooring Equipment Guidelines”, 1997
18) IMO Resolution A708(17) “Navigation Bridge Visibility and Function”
7)
2) OCIMF. Guidelines and Recommendations for the safe Mooring of large Ships at Piers and Sea Islands
19) IMO Resolution A.719(17) Prevention of Air Pollution on Ships
International Convention for the Prevention of Pollution from Ships(MARPOL), 1973/1978 (Annexes I, Ⅳ, Ⅴ) and Amendments and Protocol of 1997 Annex Ⅳ “Prevention of Air Pollution from Ships”, Reg. 12, 13, 14 & 16
8) Convention on the International Regulation for Preventing Collisions at Sea, 1972(1990 edition) and Amendments up to 1993 9) International Convention Standards of Training, certification and Watchkeeping (STCW), 1993 10) International Tele-Communication and Radio Regulation, 1974, 1982 and 1982/87 11) International Convention on Tonnage measurement of ships, 1969, as amended by IMO Resolution A.493(12) and A.494(12) 12) International ship & Port Facility Security (ISPS) Code (Ship security alert system and IMO No. mark only to be provided) 13) U.S.C.G. Rules and Regulations for Foreign Vessels operating in the
Final Draft / 2007.12.28
20) IMO Resolution A.751(18) Interim standards for ships Maneuverability 3) OCIMF. “Recommendations for Manifolds for Refrigerated liquefied Natural Gas Carriers(LNG)”, 1994 4) OCIMF. “Ship to Ship Transfer Guide (liquefied gases)”, 1995
21) IMO Resolution A.830(19) Code on Alarms and Indicators 22) IMO Publication No 978- Performance standards for navigational equipment(1997)
5) OCIMF. Recommendations for Ship’s Fittings to Use with Tugs (2002) 6) SIGTTO “Recommendations and Guidelines for Linked Ship/Shore Emergency Shutdown of Liquefied Gas Cargo Transfer”, 1987
23) Exxon Mobil Marine Environmental and Safety Criteria (2002). (Must and strongly preferred items including Appendix A), where applicable for LNG carrier
7) SIGTTO Guidelines for the Alleviation of Excessive Surge Pressures on ESD, 1987
24) IACS UR S26 : “Strength & securing of small hatches on the exposed fore deck
8) SIGTTO Recommendations for the installation of Cargo Strainers on LNG Carriers
25) IACS UR S27 : “Strength requirements for Deck fitting and equipment” 26) ICS Code to Helicopter/ Ship operator (winching ) 1989
9) SIGTTO An Introduction to the Design and Maintenance of Cargo System Pressure Relief Valves on Board Gas Carriers, 1998
1 - 16
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.3.1a Cargo Tank Lining Reinforcement
Void Area
Cofferdam
Membrane Sheet Primary Membrane
Secondary Membrane
Ballast
Inter Barrier Space Panel
Void Cofferdam
Insulation Space Panel
Duct Keel Ballast Tank
Duct Keel
Final Draft / 2007.12.28
1 - 17
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 1.3 Design Concept of the Cargo System General Description The cargo containment, cargo handling, control and measuring systems are designed, constructed and equipped to transport liquefied natural gas (hereinafter called LNG) in four (4) membrane cargo tanks at about -163˚C and at the absolute pressure of 1060mbar. The cargo containment system is of the membrane type in accordance with the patent and design of the GTT MARK-Ⅲ and the requirements of the Class and the regulatory bodies concerned. The thickness of insulation is determined to limit the boil-off rate to less than 0.15% per day of methane during loaded voyages with tanks initially to 98.5% of their total capacity. The top part of tanks is chamfered athwartships by 45˚ to limit the effect of liquid motion. The bottom part is similarly chamfered to enable tanks to follow the lines of the ship. The vessel’s design is such as to allow any one or more cargo tanks to be empty with the remaining cargo tanks filled within the range acceptable to GTT in the sea-going condition. The vessel is designed to allow any one of the cargo tanks to be emptied, warmed-up, inerted, aerated and made safe for access with the remaining tanks filled - within the range acceptable to GTT and while maintaining a permanent gas fuel capability from the remaining cargo tanks. Each tank is fitted with a rectangular insulated liquid dome (about 4.9 x 4.5 meters) situated at its after end.
The cargo handling piping system shall consist basically of fore and aft LNG liquid and vapour headers connected to their respective crossover and branch lines leading to each cargo tank.
3. Ambient pressure conditions
The shore connections with two (2) liquid crossovers with Y piece and one (1) vapour crossover are provided, and the lines are arranged to allow for easy access for operation.
4. Design pressure of cargo tank Pressure range
-10mbar to 250mbar Gauge
The cargo pumps and stripping/spray pumps are of the electric motor-driven, submerged type, and are installed in each cargo tank.
Normal operating pressure
1060mbar Absolute
High duty and low duty compressors (hereinafter called H/D compressor and L/D compressor), boil-off/warming up heaters, LNG vapouriser and forcing vapouriser are installed in the cargo machinery room. An oil fired inert-gas generator unit is installed in a separate compartment within the engine room to supply the inert-gas and dry air necessary to prepare the cargo tanks for filling with LNG, or for inspection and repair.
Each tank is also fitted with a gas line at the middle of cargo tank top. The domes are properly insulated inside to reduce thermal heat flow and provide feed-through for cargo pipes, electric power, instrumentation and for other necessary installations. A material-passing hole and a personnel access are provided on the liquid dome, from which a frame leads to the bottom of the tank between the six (6) intermediate platform levels with a slightly inclined ladder and one (1) vertical ladder on the upper part.
Atmospheric pressure range : 950 to 1040mbar Absolute
5. Cargo composition The make up of the LNG to be handled as loaded is expected to be within the following range. Composition
Range(Mole%)
Standard(Mole%)
Nitrogen
0.04 – 1.00
0.35
Two nitrogen generators are installed in the engine room to supply the N2 gas necessary to fill and make up the insulated spaces and purge the pipes, etc.
Methane
86.70 – 90.40
88.0
Ethane
7.00 – 8.50
7.8
A cargo machinery room and an electric motor room is provided on the trunk deck.
Propane
1.10 – 3.10
2.8
Butane
0.10 – 1.15
1.0
Pentanes and Heavier
0.007 – 0.10
0.05
During loading the cargo vapour is returned to shore.
1.3.1 Cargo Containment System Principle The cargo containment, cargo systems and ship’s hull structures are designed on the following bases. 1. Cargo
This dome is used as a common access for the cargo handling equipment into the tank and also for various instrumentation and control lines, and as a means for personnel access into the tank.
z
-
Density, cargo LNG : 470kg/m³ for general design of the ship, 500 kg/m³ for hull scantlings, cargo containment system and cargo pumps. - Density, pure methane : 425 kg/m³ - Minimum design temperature : -163˚C
Heat value (Average) HHV
53.8 MJ/kg
LHV
49.2 MJ/kg
Note Standard Composition is used for designing equipment. The equipment shall work with any composition complying with the range shown in the above table.
2. Ambient temperature conditions Sea water temperature
max. +33˚C, min. 0˚C
Air temperature (for cargo containment system & contiguous hull structure)
max +50˚C, min. -18˚C
Air temperature for other systems
min -10˚C
Each cargo tank is provided with a vent mast.
Final Draft / 2007.12.28
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Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 6. Boil-off rate
7. Design and calculation
8. Construction of the Insulation and Barriers
After delivery of the vessel, the Builder shall calculate the actual BOG rate in the specified condition and its result is to be calibrated in order to meet the design condition. The result of BOR calculated is submitted to the Ship-owner under the shipbuilding contract.
Cargo Tank Pressure
Stainless Steel Sheets
The design normal absolute operation pressure of cargo tanks during a laden voyage is 1060mbar Absolute. The normal laden voyage operating pressure range is adjustable between 1030 and 1120mbar Absolute.
The specified material for construction of the membrane primary barrier is supplied by manufacturers and approved by GTT.
The maximum boil-off rate of the cargo during a loaded voyage (tanks to be full but cargo piping to be empty) is less than 0.15% per day of the cargo volume at the fully loaded condition (98.5% of their total capacity) under the following conditions. Temperature
+45˚C
Sea water temperature
+32˚C
Cofferdam temperature
+5˚C
Other compartments
no heating
Temperature of cargo
-161.5˚C
Cargo Cargo tank pressure Sea condition Cargo tank surface condition
Pure methane 1060 mbar Absolute calm 100% wetted
Note The natural boil-off rate of 0.15% per day is achieved without the use of vacuum conditions in the insulation space. The properties of pure methane at -161.5˚C used in the calculations are: Specific gravity
425 kg/m³
Latent Heat
511 KJ/kg
During a ballast voyage, the operating gauge pressure of cargo tanks are maintained within the normal operating pressure range between 40mbarG (about 1050mbarA) and 200mbarG (about 1210mbarA). The maximum pressure of gas in the tank is 250mbar MARVS (Maximum Allowable Relief Valve Setting) above atmospheric pressure.
- Type of steel : Nickel-Chromium stainless steel with very low carbon content, - Nominal thickness : 1.2 mm - Chemical composition ( for reference ) C ≤ 0.030%, S ≤ 0.020%, P ≤ 0.040%, Cr = 17% to 20%, Ni = 9% to 12%, Si ≤ 1%, Mn ≤ 2%, Cu ≤ 1% - Corresponds approximately to AISI 304L. Rigid Polyurethane Foam
The minimum permissible pressure (vacuum condition) is 10mbar below atmospheric pressure.
The specified material for the thermal insulation of the tank is supplied by manufacturers and approved by GTT.
Insulated Spaces There are two (2) different spaces located between the primary barrier and the inner hull. - The inter-barrier space (I.B.S) between the primary and the secondary barrier. - The insulation space (I.S) between the secondary barrier and inner hull. The two (2) spaces are maintained in a dry and inert condition using nitrogen gas. The pressure in these spaces is regulated at a pressure slightly above atmospheric pressure in order to prevent any air ingress. For the inter-barrier space the pressure is maintained between 5mbar and 10mbar above atmospheric pressure. For the insulation space the pressure is maintained between 10mbar and 15mbar above atmospheric pressure.
Metered under a constant pressure of 1060mbar Absolute in the cargo tanks (steady state established for 48 hours at least)
LNG Filling Limit
Checked from readings made at sea in fine weather (Beaufort 5) during a voyage in the loaded condition, after the ship has been loaded and upon arrival in harbour before unloading takes place.
Cargo tanks are said to be full when they are filled to within 98.5% of their total capacity. Filling ratios higher than 98% are applied subject to approval by the statutory body and Classification Society concerned.
No liquid pumping is done using the forcing vapouriser and sprayer during the voyage.
Sailing at sea with filling ratios between 10% of the tank length and 80% of the tank height is prohibited unless otherwise specified in accordance with the Class.
- Density : 120 kg/m³ - Closed cells : > 94% - Fibreglass content : 10 % - Thermal conductivity at +24˚ : < 0.025 kcal/hr.m˚C - Water absorption : 1.3% volume Secondary Barrier “TRIPLEX” Triplex for construction of the membrane secondary barrier is supplied by manufacturers and approved by GTT. Aluminium foil - Chemical composition ( for reference ) AL ≥ 99.2%, Fe ≤ 0.6%, Si ≤ 0.25%, Cu ≤ 0.05%, Zn≤ 0.03%, Mn ≤ 0.03 - Physical characteristics : Thickness : 0.7mm, Weight : 190 g/m² - Ultimate tensile strength ≥ 60 kg/mm - Elongation at break ≥ 10 % Glasscloth - Warp contexture ≥ 10 per 25 mm - Weft contexture ≥ 10 per 25 mm - Weight : 330 g/m² about
The average of corrected calculated rates from the readings made during at least ten (10) voyages in the loaded condition, excluding the first voyage on entering service.
Final Draft / 2007.12.28
1 - 19
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Plywood
Load bearing mastic
The specified material for the prefabrication of the insulating panels are supplied by manufacturers and approved by GTT.
Loading bearing mastic is used for the supporting of insulating panels. Product with two components: resin + hardener Mixing and application with automatic machine Volume mass of mixture: 1.5
12mm plywood The 12mm plywood is used at the verso face in the fabrication of the insulating panels and top bridge pads: -
Wood species : Birch Nominal thickness : 12mm Number of plies : 9 plies alternate crossing at 90˚ Appearance : ISO 2426 Class Ⅱ
Polyurethane glue Polyurethane glue is used for the prefabrication of the insulation panels. Product with two components: resin + hardener Application by spraying system or automatic machine Volume mass of mixture: 1.3
- Compressive strength : 50 kg/cm² at proportional limit and perpendicularly to the fibres. - Ultimate bending strength : 300bar for directions parallel and perpendicular to face grain. 9mm plywood The 9 mm plywood is used for the fabrication of the insulating panels -
Wood species : BirchNominal thickness : 9mm Number of plies : 7 plies alternate crossing at 90˚ Appearance : ISO 2426 ClassⅡ Ultimate tensile strength : 600 kg/cm² parallel to face grain 400 kg/cm² perpendicular to face grain - Tensile strength perpendicular to the bonding plane : 20bar - Shearing strength under tension : 35bar 92 mm plywood The 92mm plywood is made by the bonding of several plywood panels of 15mm nominal thickness. This plywood is used for the fabrication of hardwood keys. Adhesive Products Three (3) different kids of adhesive product are supplied by manufacturers and approved by GTT. - Epoxy glue. - Load bearing epoxy mastic, - Polyurethane glue. Epoxy glue Epoxy glue is used for assembling the insulating elements Product with two components: resin + hardener Volumetric mass of mixture: 1.3
Final Draft / 2007.12.28
1 - 20
Part 1 Design Concept of the Vessel
CLEAN FORCE
Cargo Operating Manual
Illustration 1.3.1b Cargo Tank General
Final Draft / 2007.12.28
1 - 21
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.3.2a Construction of Containment System
Angle Piece Membrane Sheet
Top Bridge Pad
Second ary Barrier Joint Flat Joint (Glass Wool)
Flat Joint (Glass Wool)
Plugs
Anchoring Strip Flat Panel Stud Corner Panel
Load Bearing Mastic
Retainer
Final Draft / 2007.12.28
Stud Levelling W edge
1 - 22
Inner Hull
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.3.2b Construction of Containment System – Flat Area
Fitting Components for Flat Panel
Cylindrical plug Top bridge pad
Cylindrical plug
Nut HM 10 Washer LL 10
Flat panel
Secondary barrier joint Stud Level wedge
Anchoring strip Secondary barrier (Triplex)
Flat joint
Final Draft / 2007.12.28
1 - 23
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.3.2c Construction of Containment System – Corner Part. 1
Sandwich Panel Note : Actual dimensions of inner hull are compensated by tolerance ±40
X : Resin rope thickness 12.5mm S: Secondary Insulation 170 mm P : Primary Insulation 100mm
B
A : Bonding with PU GLUE
B
B
B : Bonding with EPOXY GLUE
Secondary barrier curve joint
S+P S
Top plywood Th. 9mm
P
Glass wool Secondary barrier
Insulating foam
X
A
Flat panel
Back Plywood Th. 9mm A A
Large corrugation profile for B/A B/C D/A D/C
A Insulating foam A
525
Flat Panel
Back plywood Th. 9mm Plywood Th. 12mm
75 ±40
Junction band
Transverse Bulkhead
525
510 ±40
1020
340 ±40
210
340
(X+S+P)/ta n(90˚/2)+210+210+40 = 742.5
Final Draft / 2007.12.28
340
340
75 ±40
210
90 S+P+210+210 = 690
340
40
Longitudinal bulkhead
55
30
70 880
120
1 - 24
140
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.3.2d Construction of Containment System – Corner Part. 2
X : Resin rope thickness 12.5 mm S: Secondary Insulation 170 mm P : Primary Insulation 100 mm
B
Sandwich Panel
Note : Actual dimensions of inner hull +40 are compensated by tolerance -20
B
A
: Bonding with PU GLUE
B
: Bonding with EPOXY GLUE
B
Secondary barrier curve joint
A Top plywood Th. 9mm Secondary barrier A
A Insulating foam Plywood Th. 12mm
A
A
Corner 3 BIS
Top plywood A Th. 9mm
S+ P
A A Insulating foam
A
S
A Back plywood Th. 9mm
P
P
Back plywood Th. 9mm
S
S+ P
Corner 3
8 0. 48
8 0. 48
X
X
Junction band
396
Flat Panel 396
4 0. 24
381 +40 -20
E-
211 +40 -20
G
340
381 +40 -20
340 211 +40 -20
G
-K
E-
-H 170
340
340
-H
151
Flat Panel
-K
151
45 +40 -20
Fl a
tP
170 45 +40 -20
an
el
0 +4 0 -2
45
0 +4 0 -2
45
6 39
321
6 39
70 15
40
A-C
321
70
55
15
70
55
20 (S+P)/Tan(135˚/2)+151+170 = 432.8
40
70 (S+P)/Tan(135˚/2)+321 = 432.8
(X+S+P)/Tan(135˚/2)+321+15 = 453.1
Final Draft / 2007.12.28
F-J
20
(X+S+P)/Tan(135˚/2)+321+15 = 453.1
1 - 25
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 1.3.2 Membrane Cargo Containment
The backing plywood of insulation panels are intended to be bonded on the double hull.
without filler metal in general to keep the liquid tightness of the primary barrier. Welding procedures are approved by the GTT and the Class.
The upper face plywood of insulation panels are used to fit stainless steel strips for the membrane fastening and also to support the membrane.
Welders and operators for the welding machines are certified on the basis of approved qualification procedures.
Two and Three-way corner panels:
All welds are subjected to qualification tests for authorization and supervision by the GTT during the actual construction work.
Tank construction 1. General description The following components of the MARK-Ⅲ containment system are applied as follows: z
z
z
The 1.2mm thick stainless steel primary barrier, whose main feature consists of an orthogonal system of corrugations which compensate for thermal contraction and mechanical ship’s deflections. The insulation, which consists mainly of rigid polyurethane foam with reinforcing glass fibre in between two (2) plywood sheets. The insulation transmits cargo pressure to the internal structure of the vessel. The secondary barrier, which is laminated composite material, and which is made of two (2) glass cloths (for the resistance) with an aluminum foil (hereinafter called “Triplex”) in between, for tightness. The secondary barrier, whose purpose is to contain LNG in case of any accidental leakage through the primary barrier, is inserted in the insulating structure.
The containment system is made of prefabricated elements which are assembled in the hold.
The corner panels include reinforcing components for anchoring of the membrane in the corners of the tank and are; z z
Hardwood keys, made of thick plywood. Heavy corner pieces, made of stainless steel (SUS340L) similar to the membrane material.
2) Prefabricated membrane sheets The membrane is made of 1.2mm thickness stainless steel sheets. The corrugations make a regular orthogonal pattern having a nominal pitch of 340mm in both directions. But the dimensions of corrugations are not similar in the longitudinal and transverse direction, i.e. slightly smaller corrugations are provided as below. z z
Large corrugations (LC) are displayed in the longitudinal direction of the membrane sheet. Small corrugations (SC) are displayed in the transverse direction.
2. Main work procedure Main procedure of the cargo containment works are carried out as follows. 1) Hold preparation Hold measurement is performed in order to determine the actual dimensions and the insulation positioning in the hold. Then tracing/marking of the positions for the stud bolt axes are done. 2) Installation of the mechanical attachment Welding of the studs for the panels and corner panels are done. Welding of retainers for corner panels are performed at the blockconstruction stages as their position is perfectly determined with respect to the edge of the tank. 3) Setting of the leveling wedges
These elements are mainly: z z
The prefabricated insulating panels (flat and corner panels) The membrane sheets (flat sheets and angle pieces)
The prefabrication (forming of the corrugations) is made in a workshop with specific tools and standard equipment such as presses.
The assembling is performed by bonding and mechanical fastening (for the insulating panels) and by welding (for the membrane).
A folding process which was developed by GTT is used in order to avoid any permanent deformation of the membrane and ensure the regular nominal thickness.
2. Manufacture
Standard membrane sheets are of 3060 x 1020mm in dimensions.
1) Prefabricated insulating panels
Angle pieces are provided for the tank corners to insure the continuity of the corrugations. Typical angles are of 90˚ and 135˚.
Only manufacturers with service experience and approved by GTT are used for the fabrication of the components of the containment system.
Insulation and membrane erection
The insulating panels shall have a thickness of 270mm.
1. General
Standard flat panels:
Insulation manuals and check sheets for the components, approved by the GTT, the class and Buyer, are used at every stage of installation work and the results are recorded.
The different components (reinforced PU foam (R-PUF), plywood and Secondary barrier) are bonded together in a workshop with a polyurethane adhesive.
Final Draft / 2007.12.28
Leveling wedges are fitted in order to compensate for double hull deformation and to minimize the quantities of load-bearing mastic used. 4) Insulating panels installation The cargo hold will be cleaned and all traces of rust, grease or pollution will be removed from the inner hull surface before commencing insulation installation. Fitting of insulation panels to cargo holds are done by means of special handling and securing legs and tools and also special care are taken to protect the panels from damage. Load bearing mastic application and corner panel installation are done. Bonding and putting the flat wall panels at their locations are done. The panels are kept in place with the studs.
The welding of the primary barrier is made using Tungsten-electrode Inert Gas (hereinafter called “TIG”) automatic welding or manual welding processes
1 - 26
5) Inserting of the joint between panels The gap between panels are filled with glass wool. Cylindrical plugs are inserted to cover the studs.
Part 1 Design Concept of the Vessel
CLEAN FORCE
Cargo Operating Manual
6) Bonding of the secondary barrier joints. The completion of the secondary barrier is performed by bonding under pressure and with epoxy adhesive, flat Triplex scabs over the joints between flat wall panels and curved Triplex slabs between corner panels. Hot melt glue is considered based on recommendation by GTT. The tightness of the cover joints are checked by visual inspection and local vacuum box test. 7) Installation of the top bridge pads. Top bridge pads are installed between flat panels and also between two (2) adjacent corner panels which are fitted during bonding in the erection work stage in the cargo tanks. 8) Tracing Tracing and membrane sheet positioning are done. 9) Installation of membrane sheets Installation of the membrane sheets and temporary fixing by clamps are done. - Maximum fitting gap permissible is 0.3 mm. 10) Tack welding Tack welding of the edge of membrane sheets onto the anchoring pieces and/or on the overlapped membrane sheet already in place are done. 11) Continuous welding operation Continuous welding operation is achieved in order to ensure tightness of the primary barrier. This welding operation is performed either manually or automatically. Simultaneously, angle pieces are put in place and welded as for the membrane sheets.
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Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE 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 resulting in 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. 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, if the LNG is in contact with the secondary membrane.
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. CAUTION 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. This course of action should only be considered after full consultation with Owners, Charterers and the relevant National Authorities. Hull Steel Grades E
A
For the contiguous hull, environmental conditions are issued from the USCG rules. - Air temperature = -18°C - Sea water temperature = 0°C - Wind speed = 5 knots - LNG in contact with the secondary barrier.
A
A E
A
E
Final Draft / 2007.12.28
A
E
A
A Min. Operating Temp. ℃ and Max. plate thickness D
D
In addition to the failure of the membrane, local cold spots can occur due to failure of the insulation. Whilst 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.
Watertight Bulkhead Between Cargo Tanks
E
For the outer hull, conditions are based on IGC - Air temperature = 5°C - Sea water temperature = 0°C - No wind - 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 steel grade ‘A’ with a glycol water heating system.
A E
Grade A -5 ℃ Grade B -10 ℃ Grade E -30 ℃
15mm 20mm 40mm
Grade D -20 ℃ Grade AH -10 ℃ Grade DH -30 ℃
20mm 20mm 20mm
B
DH
DH AH Pipe Duct
1 - 28
Part 1 Design Concept of the Vessel
Cargo Operating Manual
CLEAN FORCE Illustration 1.4a Hazardous Areas and Gas Dangerous Zone
G/E L.O Settling Tank Fan G/E L.O Room Storage Tank
PROFILE
50.8 m A/B Vent Mast
Vent Mast Cargo Gear Locker
L.P.
Vent Mast Manifold Service Handling Crane, 10 Ton (P&S)
Vent Mast
L.P.
L.P.
Motor Cargo Compressor Room Room No.4 Trunk Paint Store B.V.H. Room
Distilled Water Tank (P&S)
No.1 Trunk
2nd Deck
Dry Powder Room (P&S)
S.L.
M.L.O M.L.O Storage Settling Tank Tank
G/E M.D.O Service Tank
H.F.O Settling Tank (S)
M.D.O Low Storage Sulphur Tank Fuel (S) Tank (S)
3rd Deck Engine Room
After Peak Tank
No.2 Trunk
Deck Incinerator Pool Store Room Tank
4th Deck
Bosun Store
AFT H.F.O Bunker Tank (S)
Domestic F.W Tank (P&S)
No.3 Trunk
H.F.O Overflow Tank
No.3 Cargo Tank
No.2 Cargo Tank
No.1 Cargo Tank
FWD H.F.O Bunker Tank (P&S) FWD Water Ballast Tank (P&S)
No.4 Cargo Tank
Fore Peak Tank (Void)
H.S.C
M.L.O Sump Tank Oily Bilge Tank Stern Tube L.O Sump Tank Bilge Holding Tank
C.W. Tank
L.S.C No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
Bow Thrust & Emergency Fire Pump Room
UPPER DECK CHANGE LOB RM.
HOT FOAM & CO2 ROOM
NO.2 CARGO SWBD.RM. (LOW)
AIR CON. CORRIDOR
DN
C.D. & P.D.
ROOM
UP
UP
C.L. 40 DRY ROOM SHIP'S LAUNDRY
LIFT
CHANGE RM. LINENPUB. LKR C.G.L
UP
GARB. STR
C.D. & P.D.
CORRIDOR
PAINT STORE
DECK STORE
INCINERATOR ROOM
SUEZ WORKER
FIRE LKR. CONTROL STATION
LOB
NO.1CARGO SWBD.RM
UP
Final Draft / 2007.12.28
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Part 1 Design Concept of the Vessel
CLEAN FORCE 1.4 Hazardous Areas and Gas Dangerous Zone 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 m forward and aft 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. The entire cargo piping system and cargo tanks are also considered gas dangerous.
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 compressor room, cargo electric motor room, side passage and pipe duct are provided.
Hazardous Areas and Gas Dangerous Zone Plan
When testing enclosed spaces for the presence of natural gas, it is important to ensure that pockets of gas are not trapped near deck-head structures, 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 all operations and close the manifold valves. 2) Summon assistance by sounding the alarm. Trunk (Void)
3) Protect hull from possible risk of cold fracture. In addition to the above zones, the Code defines other gas-dangerous spaces. The area around the air-swept trunk, 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 pressurised enclosure type equipment. Exceptions to this requirement apply when the zones have been certified gas-free, e.g. during refit. Safety Precaution
Note 1. The plan shows the gas dangerous spaces and gas dangerous zones in order to guide the detail design of “EL. EQUIPMENT ARR’T ON DECK” 2. Intended cargo : Liquefied Natural Gas (LNG temp. : -163˚C, Range of Densities: from 500kg/m3) 3. Classification: LlOYD’s Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (163˚C,500kg/m3, 0.25BarG)IWS, “ShipRight (SDA,FDA,CM)”, +LMC, UMS, ICC, NAV1, IBS, HCM, SCM, EP, LI, BWMP(S), SERS, SEA(Hss4L), SEA(VDR) with descriptive note “pt HT steel”
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. The piping has been arranged to eliminate the possibility of pockets of gas or air remaining after gas-freeing or purging.
Cargo Tank
Water Water Ballast Ballast Tank Tank
Pipe Pipe Duct Duct
Water Water Ballast Ballast Tank Tank
MIDSHIP SECTION
The gas-freeing process follows a distinct cycle from cargo vapour, to inert gas, to air, with the cargo vapour 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
Cargo Operating Manual
CLEAN FORCE I. GENERAL NOTE (IGC CODE) Gas dangerous space or zone (IGC Code - 1.3.17) 1. A space in the cargo area which is not arranged or equipped in an approved manner to ensure that its atmosphere is at all times maintained in a gas safe condition; 2. An enclosed space outside the cargo area through which any piping containing liquid or gaseous products passes, or within which such piping terminates, unless approved arrangements are installed to prevent any escape of product vapour into the atmosphere of that space; 3. A cargo containment system and cargo piping; 4. 1) A hold space where cargo is carried in a cargo containment system requiring a secondary barrier; 2) A hold space where cargo is carried in a cargo containment system not requiring a secondary barrier; 5. A space separated from a hold space described in 4.1) By a single gastight steel boundary.
allowed in chapter 16 (IGC code 12.1.8)
Air Intake 1. Cargo tank pressure relief valve vent exits should be arranged at a distance at least equal to B or 25m whichever is less from the nearest air intake or opening to accommodation spaces, service spaces and control stations, or other gas safe spaces. All other vent exits connected to the cargo containment system should be arranged at a distance of at least 10m from the nearest air intake or opening to accommodation spaces, services spaces and control station, or other gas safe spaces. (IGC code 8.2.10)
5. The height of vent exits of cargo tank pressure relief valve should be not less than B/3 or 6m whichever is greater, above the weather deck and 6m above the working area and the fore and aft gangway.(IGC code 8.2.9)
2. Ventilation exhaust ducts from gas dangerous spaces should discharge upwards in locations at least 10m in the horizontal direction from ventilation intakes and opening to accommodation spaces, service spaces and control stations and other gas safe spaces (IGC CODE 12.1.6)
If this ventilation hood of casing is not served by the exhaust ventilation fan serving the ventilated pipe or duct as specified in IGC code 16.3.12, than it should be equipped with an exhaust ventilation system and continuous gas detection should be provided to indicate leaks and to shut down the gas fuel supply to the machinery space in accordance with IGC code 16.3.10.
3. Enterances, air inlets and openings to accommodation spaces, services, service space, machinery spaces and control stations should not face the cargo area. They should be located on the end bulkhead not facing the cargo area or on the outboard side of the superstructure or deckhouse or on both at a distance of at least 4 % of the length of the ship but not less than 3 m from the end of the superstructure of deckhouse facing the cargo area.
6. A ventilation hood or casing should be provided for the areas occupied by flanges, valves, etc., and for the gas fuel piping, which if not enclosed in the double wall piping system or ventilated duct, at gas utilization units, such as boilers, diesel engines and gas turbines.
The master gas fuel valve required by 16.3.7 should close automatically if the required air flow is not established and maintained by the exhaust ventilation system. The ventilation hood or casing should be installed or mounted to permit the ventilating air to sweep across the gas utilization unit and be exhausted at the top of the ventilation hood or casing. (IGC code 16.3.4)
6. A cargo pump room and cargo compressor room; The distance, however, need not exceed 5 m. 7. A zone on the open, or semi-enclosed space on the open deck, within 3m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve or of entrances and ventilation opening to cargo pump rooms and cargo compressor room; 8. The open deck over the cargo area and 3m forward and aft of the cargo area on the open deck up to a height of 2.4m above the weather deck;
Windows and sidescuttles facing the cargo area and on the sides of the superstructure or deckhouse within the distance mentioned above should be of the fixed(non-opening) type. Wheelhouse windows may be non-fixed and wheelhouse doors may be located within the above limits so long as tightening of the wheelhouse can be ensured. (IGC code 3.2.4)
7. The ventilation and discharge for the requires ventilation systems should be respectively from and to a safe location. (IGC code 16.3.5) 8. Gas heaters and compressors, of watertight construction, may be installed on the open deck provided they are suitably located and protected from in a compartment outside the machinery space, the compartment is to be treated as a dangerous space to which the requirements of IGC code chapter 10 for electrical equipment are applicable (LR 16.4-02).
Others 9. A zone within 2.4m of the outer surface of a cargo containment system where such surface is exposed to the weather; 10. An enclosed or semi-enclosed space in which pipes containing products are located. A space which contains gas detection equipment complying with 13.6.5 and a space utilizing boil-off gas as fuel and complying with chapter 16 (Use of cargo as fuel) are not considered gas dangerous spaces in this context;
1. In rooms housing electric motors driving cargo compressors or pumps, space except machinery spaces containing inert gas generators, cargo control rooms if considered as gas-safe spaces and other gas-safe spaces within the cargo area, the ventilation should be of the positive pressure type. (IGC code 12.1.4) 2. In cargo compressor and pump rooms and in cargo control rooms if considered gas-dangerous, the ventilation should be of the negative pressure type. (IGC code 12.1.5)
11. A compartment for cargo hoses; or 12. An enclosed or semi-enclosed space having a direct opening into any gas dangerous space or zone;
3. Ventilation intakes should be so arranged as to minimize the possibility of recycling hazardous vapours from any ventilation discharge opening.(IGC code 12.1.7) 4. Ventilation ducts from gas-dangerous spaces should not be led through accommodation, service and machinery spaces or control stations, except as
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Part 1 Design Concept of the Vessel
CLEAN FORCE
Cargo Operating Manual
Part 2 : Properties of Gases 2.1 Characteristics of LNG ...................................................................... 2 - 4 2.1.1 Physical Properties and Composition of LNG ........................ 2 - 4 2.1.2 Fla m m a b i l i t y o f M e th an e, Ox yg en and Nitrogen Mix tur es ............................................................................... 2 - 5 2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6 2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8 2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9 Illustration 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ............ 2 - 1 2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2 2.1.1c Health Hazard – Methane ............................................................. 2 - 3 2.1.1d Health Hazard – Nitrogen ............................................................. 2 - 3 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5 2.1.3a Temperature and Steel Grades....................................................... 2 - 7 2.1.4a Structural Steel Ductile to Brittle Transition Curve ...................... 2 - 8
Part 2 Properties of Gases Final Draft / 2007.12.28
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE Illustration 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature
+20 0 - 20
Lighter than air
- 40 Methane vapour temperature
- 60 - 80 -100 -120 Heavier than air -140 -160
1.5
1.4
1.3
Ratio =
1.2
1.1
1.0
0.9
0.8
0.7
0.6
0.5
Density of Methane vapour Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15 )
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2–1
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE Illustration 2.1.1b Boiling Point of Methane with Pressure
-165
-160
-155
-150
-145
-140
-135
-130
-125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60-55 -50 -40 -30 -20 -10 0
25
50
75
100 60 50 40 30
20
P Propane 2mol% Ethane
Methane
Ethylene
Ethylene
Propylene
10 9 8 7
Propane
bar
6 5 4
Butadrene 1.3 N. Butane
3
ata
2
1 0.9 0.8 0.7 -165
-160
-155
-150
-145
-140
-135
-130
-125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60-55 -50 -40 -30 -20 -10 0
25
50
75
0.6 100
TEMPERATURE(0 C)
Final Draft / 2007.12.28
2–2
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE
Illustration 2.1.1d Health Hazard – Nitrogen
Illustration 2.1.1c Health Hazard – Methane
Methane/LNG Appearance Odour UN Number MFAG Table
Colourless Very Faint, nearly odourless 1972/1971 620
Nitrogen
SYNONYMS
Appearance Odour UN Number MFAG Table
Carburetted hydrogen Firedamp Hydrogen bicarbide Liquefied natural Gas LNG Marsh-gas Methly hydride MTH
The Main Hazard FLAMMABLE
Liquid in eye Liquid on skin Vapour inhaled
LN2 Liquid nitrogn NXX
The Main Hazard Frost-bite EMERGENCY PROCEDURES
EMERGENCY PROCEDURES Fire
SYNONYMS
Colourless Odourless 1977 620
STOP GAS SUPPLY. Don not extinguish flame until gas or liquid supply has been shut off. to avoid possibility of explosive re-ignition. Extinguish with dry power, halon or carbon dioxide. Cool tank and surrounding areas with water spray. DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub affected area. Continue washing for at least 15minutes. Obtain medical advice or assistance as soon as possible. DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or assistance as soon as possible.
Fire
NOT FLAMMABLE. Cool nitrogen tanks with water spray in the event of fire near to them.
Liquid in eye
DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub affected area. Continue washing for at least 15minutes. Obtain medical advice or assistance as soon as possible.
Liquid
DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or assistance as soon as possible.
on skin Vapour inhaled
REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is week or irregular, give mouth to mouth/nose resuscitation or oxygen, as necessary. Obtain medical advice or assistance as soon as possible.
REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is week or irregular, give mouth to mouth/nose resuscitation or oxygen, as necessary. Obtain medical advice or assistance as soon as possible.
Spillage STOP THE FLOW. Avoid contact with liquid or vapour.Flood with large amounts of water
Spillage STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition.
to disperse the spill, and to prevent brittle fracture. Inform port authorities or coastguard of spill.
Flood with large amounts of water to disperse the spill, and to prevent brittle fracture. Inform port authorities or coastguard of spill.
HEALTH DATA TLV Simple asphyxiant Odour threshold Odourless
HEALTH DATA TLV 1000 ppm Odour threshold 200 ppm
Non toxic
Asphyxiant
Effect
ON EYES Tissue damage due to frost-bite.
of liquid
ON SKIN Tissue damage due to frost-bite. BY SKIN ABSORPTION Not absorbed through skin.
Personal protection Protective clothing conering all parts of the body, gloves, boats, goggles or face shield, all insulated against cold temperature attack.
Effect of
ON EYES Tissue damage due to frost-bite.
liquid
BY SKIN ABSORPTION Nill
ON SKIN Tissue damage due to frost-bite. BY INGESTION Not pertinet.
BY INGESTION Not pertinet. No hazard in normal industrial use.
Effect
Effect of
ON EYES Cold vapour could cause damage.
ON EYES No hazard in normal industrial use. May be tissue damage due to frost-bite.
of
vapour
ON SKIN No hazard in normal industrial use.
vapour
May be tissue damage due to frost-bite.
WHEN INHALED Acute effect Asphyxiation. Headaches, dizziness, unconsciousness or even death could result. Chronic effect Nil.
WHEN INHALED Acute effect Vapour has narcotic effect. Because of very rapid evaporation rate, there is possibility of total air replacement and danger of asphyxiation. Chronic effect No chronic effect known.
Final Draft / 2007.12.28
2–3
Personal protection Safety glasses or face shield, insulated gloves and boots. Long sleeves worn outside gloves and trouser legs worn outside boots to shed spilled liquid. Self-contained breathing apparatus where insufficient air is present.
ON SKIN Cold vapour could cause damage.
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE Part 2 : Properties of Gases 2.1 Characteristics of LNG 2.1.1 Physical Properties and Composition of LNG Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear colourless and odourless liquid. 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 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 such as ethane, propane, butane, pentane and possibly a small percentage of nitrogen. A typical composition of LNG is given in Table 2, and the physical properties of the major constituent gases are given in Table 1. 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 vaporisation (boil-off) of part of the cargo.
The composition of the LNG is changed by this boil-off because the lighter components, having lower boiling points at atmospheric pressure, vaporise first. Therefore the discharged LNG has a lower percentage content of nitrogen and methane than the LNG as loaded, and slightly higher percentages of ethane, propane and butane, due to methane and nitrogen boiling off in preference to the heavier gases.
Composition of LNG
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. 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 Illustration 2.1.1.a), Therefore, when vapour is vented into the atmosphere it will tend to rise above the vent outlet and 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. 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.
Physical Properties of LNG 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
Vapour SG at 15°C and 1 bar absolute
-
0.554
1.046
1.540
2.07
2.49
0.97
Gas volume/liquid volume Ratio at Boiling Point and 1 bar absolute
-
619
413
311
311
205
649
Flammable Limits in air by Volume
%
5.3 to 14
3 to 12.5
2.1 to 9.5
2 to 9.5
3 to 12.4
Auto-Ignition Temperature
°C
595
510
510/583
510/583
-
Molecular Weight
55,550
51,916
50,367
49,530 49,404
49,069 48,944
Vapourisation Heat at Boiling Point
kJ/kg
510.4
489.9
426.2
385.2
357.5
199.3
°C
-82.5
-
-
-
-
-
43
-
-
-
-
-
Final Draft / 2007.12.28
bar(a)
2–4
Standard
Methane (mol %)
CH4
90.28
84.5
89.63
Ethane (mol %)
C2H6
6.33
12.9
6.32
Propane (mol %)
n-C3H8
2.49
1.5
2.16
Butane (mol %)
n-C4H10
0.49
0.5
1.20
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
Average Molecular Weight Boiling Point Pressure
at
Atmospheric
Density (kg/m3) Higher Specific Energy (kJ/kg)
Variation in Boiling Point of Methane with Pressure (See Illustration 2.1.1.b) 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. The relationship between the boiling point and the pressure of LNG will approximately follow a line parallel to that shown for 100% methane.
-
kJ/kg
Critical Pressure
Das Islands
Nonflammable
Gross Heating Value at 15°C normalIso -
Critical Temperature
Ras Laffan
-
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures
Illustration 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures
21
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 (See Illustration 2.1.2.a).
Area EDFE flammable
B E
20
F
18 17 16
Y
15 14 G 13 12 %
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.
Caution This diagram assumes complete mixing which, in practice, may not occur.
19
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.
M N
Mixtures of air and methane cannot be produced above line BEFC
X D
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:
11
y y y
10
O x y g e n
9
The diagram consists of three major sectors:
8
1) The Flammable Zone Area EDF: Any mixture the composition of which is represented by a point that lies within this area is flammable.
7 6
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.
5 Area HDFC capable of forming flammable mixtures with air, but containing too much methane to explode
4 3 2
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.
1 A 0
10
H 20
30
40
50
60
70
80
Z
Methane % Area ABEDH not capable of forming flammable mixture with air
Final Draft / 2007.12.28
Methane: 6.0% (read on axis A-C) Oxygen: 12.2% (read on axis A-B) Nitrogen: 81.8% (remainder)
90
C 100
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. 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.
2–5
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE 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 point 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 2% 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 2.0% vol. or less oxygen content and the dew point less than -40°C. 2) Tanks and piping containing methane are to be inerted with nitrogen or inert gas before admitting air until all sampling points indicate 2.0% vol methane and the dew point less than -40°C. It should be noted that some portable instruments for measuring methane content are based on oxidising the sample over a heated platinum wire and measuring the increased temperature from this combustion. This type of analyser will not work with methane-nitrogen mixtures that do not contain oxygen. For this reason, special portable instruments of the infrared type have been developed and supplied to the ship for this purpose.
Final Draft / 2007.12.28
2.1.3 Supplementary Characteristics of LNG
3. Cryogenic Temperatures
1. When spilled on Water
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 fracture of the steel. The Illustrations 1.3.3a and 2.1.3a show a typical ship section with the minimum acceptable temperatures of the steel grades selected for the various parts of the structure.
1) Boiling of LNG is rapid, owing to the large temperature difference between the product and water. 2) LNG continuously spreads over an indefinitely large area, resulting in a magnification of its rate of evaporation until vaporisation is complete. 3) No coherent ice layer forms on the water.
4. Behaviour of LNG in the Cargo Tanks 4) Under particular circumstances, with a methane concentration below 40%, flameless explosions are possible when the LNG strikes the water. These result 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 downwind (only methane when warmer than -100°C is lighter than air) because of the absence of topographic features which normally promote turbulent mixing. 2. Vapour Clouds 1) If there is no immediate ignition of an LNG spill, a vapour cloud may form. The vapour cloud is long, thin, cigar shaped and, under certain meteorological conditions, may travel a considerable distance before its concentration falls below the lower flammable limit. This concentration is important, for the cloud could ignite and burn with the flame travelling back towards the originating pool. The cold vapour 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 travelled before the cloud becomes non-flammable. 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 deflagration (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.
2–6
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 vaporisation 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 is generated, the LNG temperature will decrease. In order to make up the equilibrium pressure corresponding to its temperature, the vaporisation of LNG is accelerated 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 vaporisation of LNG is slowed down and the heat transfer from LNG to vapour is reduced. LNG is a mixture of several components with different physical properties and in particular with different vaporisation rate; the more volatile fraction of the cargo vaporises at a greater rate than the less volatile fraction. The vapour generated by the boiling of the LNG contains a higher concentration of the more volatile fraction than the LNG. The properties of the LNG, i.e. the boiling point, density and heating value, have a tendency to increase during the voyage..
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE Illustration 2.1.3a Temperature and Steel Grades
NOTE For environmental conditions, refer to section 1.3.3 Deterioration or Failure .
+20.4
LNG On Secondary Barrier -19.4
LNG On Secondary Barrier
Grade A Grade E
-20.8
-23.3
-22.5
-20
Steel Grade Selection
Insulation Thickness Secondary = 170 mm + Primary = 100 mm 270 mm
-22.8
Grade A -27.1
Grade E
Grade E
Grade E
-21.5
Grade E
0
LNG Cargo Temperature = -163℃
Dimensioning case for heating system and full redundancy ie 2 x 100% capacity
-16
-14
-53 -55
Grade E
Grade E
Grade E Grade E
-15.8
Grade E
Grade A
Grade D Grade D
-60.8
-19.1
Grade D
Grade E
Grade E
Dimensioning case for heating system and full redundancy ie 2 x 100% capacity
Grade A
Grade D
For Inner Hull Air Temperature = -18℃ Sea Water Temperature = 0℃ Wind Speed = 5 Knots
Grade A
LNG Cargo Temperature = -163℃
Cofferdam With Heating
Grade E Grade E
Grade E
0
-25.9
-16.9
Cofferdam With Heating
Steel Grade Selection
+5
Grade E
+5
-15.9
Insulation Thickness Secondary = 170 mm + Primary = 100 mm 270 mm
Grade A
-64.0
-5.2 -6.9
-3 -4.0 0
Grade B
Grade DH
0
Grade B
Grade B Grade B
-3.3
Grade B
-1.9
℃ ℃
Inner Hull Steel Plating Temperature
Grade A
Grade A
Grade AH
0
Grade AH
Air Temperature Inside Compartment
Grade DH
-1.6
-9
℃
Air Temperature Inside Compartment
℃
Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tanks No. 2, 3, 4
Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tanks No. 1
Final Draft / 2007.12.28
Grade B
2–7
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE 2.1.4 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. Plain carbon structural steels have a brittle to ductile behaviour 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 2.1.4a, which is typical for plain carbon steels. 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 aluminum 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.
During any type of cargo transfer and particularly whilst 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 and cargo operations suspended if necessary. In the event of a major leakage or spillage, cargo operations must be stopped immediately, the general alarm sounded and the emergency deck water spray system put into operation. Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve Fracture transition range (mixed fracture appearance)
Brittle fracture
Ductile fracture
Notched bar test Energy absorbed For a typical mild steel: T1 might be -30°C T2 might be +15°C Although this depends on composition, heat treatment etc. the curve can shift to left or right.
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 is 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, in way of the manifolds, is provided with a water curtain that is supplied by the deck fire main. The fire main must always be pressurised 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.
Final Draft / 2007.12.28
T1
T2 Temperature
2–8
Part 2 Properties of Gases
Cargo Operating Manual
CLEAN FORCE 2.2 Properties of Nitrogen and Inert Gas 2. Inert Gas 1. Nitrogen Nitrogen is used for the pressurisation 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 vaporisation of liquid nitrogen supplied from shore or by generators whose principle is based on hollow fibre membranes to separate air into nitrogen and oxygen.
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, which produces inert gas at 15,000 Nm3/h with a -45°C dew point burning low sulphur content gas oil. This plant can also produce dry air at 15,000 Nm3/h and -45°C dew point.
1) 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.
Inert gas composition Oxygen
< 0.5% in vol.
Carbon dioxide
< 14% in vol.
Carbon monoxide
When liquefied, the temperature is -196°C under atmospheric pressure, density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg. 2) Properties of Nitrogen
Sulphur oxides (SOx)
< 2 ppm by vol.
Nitrogen oxides (NOx)
< 65 ppm by vol.
Nitrogen
balance < -45°C
Molecular weight
28.016
Dew point
Boiling point at 1 bar absolute (0.1MPa(a))
–196°C
Soot (on Bacharach scale)
Liquid SG at boiling point Vapour SG at 15°C and 1bar absolute (0.1MPa(a)) Gas volume/liquid volume ratio at –196°C Flammable limits Dew point of 100% pure N2
1.81
< 100 ppm by vol.
0 (complete absence)
The inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0°C.
0.97 695
CAUTION Due to its low oxygen content, inert gas is an asphyxiant.
None < –80°C
3) Chemical Properties Nitrogen is considered an inert gas; it is non flammable and without chemical affinity. However, at high temperatures, it can be combined with other gases and metals. CAUTION Due to the absence or very low content of oxygen, nitrogen is an asphyxiant . 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.
Final Draft / 2007.12.28
2–9
Part 2 Properties of Gases
CLEAN FORCE
Cargo Operating Manual
Part 3 Integrated Automation System (IAS) 3.1 General Principles of the IAS ........................................................... 3 - 3 3.1.1 General................................................................................... 3 - 3 3.1.2 IAS System Lay-Out.............................................................. 3 - 3 3.1.3 Alarm & Monitoring .............................................................. 3 - 4 3.1.4 Log-In and Access System ..................................................... 3 - 4 3.1.5 System Navigation ................................................................. 3 - 5 3.1.6 OS Group/Command Group .................................................. 3 - 5 3.2 Alarm Extension System................................................................... 3 - 6 3.2.1 Functional Description........................................................... 3 - 6 3.2.2 Panel operation ...................................................................... 3 - 7 Illustration 3.1a IAS Overview ................................................................................. 3 - 2 3.1.2a Engineer’s Alarm System Logic .................................................. 3 - 4 3.1.5a Navigation Panel Lay-out ............................................................ 3 - 5 3.2a Alarm Extension System ................................................................. 3 - 6 3.2b Watech Cabin Unit .......................................................................... 3 - 6 3.2c Extension Panel Alarm Indicators ................................................... 3 - 6
Part 3 Integrated Automation System (IAS) Final Draft / 2007.12.28
Part 3 Distributed Control System
Cargo Operating Manual
CLEAN FORCE Abbreviations ABC ASC ASV AVR BGB BOG CCR CTS DG DO DP ER ECR ELA EOP EOT ESD ESDS F&G FDF FDS FO FS FW GMS HD HFO HS HT HV I/O IAS IGC code IGV KM LD LNG LO LR
Automatic Boiler Control Anti Surge Control Anti Surge Valve Automatic Voltage Regulation Boiler Gauge Board Boil Off Gas Central Control Room Custody Transfer System Diesel Generator Diesel Oil Differential Pressure Engine Room Engine Control Room Electric Load Analyses Emergency Operator Panel Engine Order Telegraph Emergency Shutdown Emergency Shutdown System Fire & Gas Forced Draft Fan Functional Design Specification Fuel Oil Field Station (Cabinet with controller and/or RIO modules) Fresh Water Graphic Modeling System High Duty Heavy Fuel Oil Hand Switch High Temperature High Voltage Input / Output Integrated Automation System International Code for the Construction and Equipment of Ships carrying Liquefied Gases in Bulk. Inlet Guide Vane Kongsberg Maritime Low Duty Liquefied Natural Gas Lubrication Oil Lloyds Register
Final Draft / 2007.12.28
LT LV MCC MCR MHI MT NDU OS PMS PP PV RCS RCU RIO RPB SP SVC SW TG UVR UVT VDU VV
Low Temperature Low Voltage (440V / 220V systems) Motor Control Center Maximum Continuous Rate Mitsubishi Heavy Industries Main Turbine Network Distribution Unit Operator Station Power Management System Pump Process Variable Remote Control System Remote Control Unit Remote Input Output Remote Push Button Set Point Simrad Vessel Control Sea Water Turbine Generator Under Voltage Release Under Voltage Trip Video Display Unit Valve
3-1
Part 3 Distributed Control System
Cargo Operating Manual
CLEAN FORCE Illustration 3.1a IAS Overview
C B Inkjet Printer
OS 34
OS 35
Alarm Printer
A
Alarm Printer
Watch Call Panel x 13
No.2 LV Switchboard Room
NDU-A2
FS-46
FS-44
No.1 LV Switchboard Room
FS-42
FS-45
FS-43
FS-41
NDU-B2
Boiler Control Panel 2 RIO Modules
SPBus (FS-46)
SPBus (FS-45)
Boiler Control Panel 1 RIO Modules
Group Start Panel 2 RIO Modules
SPBus (FS-45)
SPBus (FS-45)
Group Start Panel 1 RIO Modules
GSP 2
BCP 2
BCP 1
GSP 1
Remote I/O Units
Remote I/O Units
Remote I/O Units
Remote I/O Units
Patrol Alarm System 3 x start/stop
Key A-net
Hardware I/O (FS-41)
2 x SPBus, 2 x RIO Power (FS-42)
2 x SPBus, 2 x RIO Power (FS-41)
2 x SPBus, 2 x RIO Power (FS-46)
2 x SPBus, 2 x RIO Power (FS-45)
B-net C-net SPBus
Power Management System (Hyundai, FS-42)
Ship Performance Monitor (Kyma, FS-41)
Canbus
Oil Mist Detector (FS-42)
Power Management System (Hyundai, FS-41)
Hardware I/O
E/R Tank Level (FS-42)
Serial Line
Final Draft / 2007.12.28
3-2
Part 3 Distributed Control System
Cargo Operating Manual
CLEAN POWER Part 3 : Integrated Automation System (IAS)
7) Ballast Control System
3.1 General Principles of the IAS
8) Trend Function
3.1.1 General The IAS is a distributed monitoring and control system, which due to its flexibility and modular architecture can be extended to cover a wide range of applications and types of vessels. The IAS is built from a full range of hardware and software modules to form optimum solution to any requirement. Normal configuration of the IAS includes machinery control and monitoring, propulsion/thruster control and monitoring as well as cargo and ballast control and monitoring integrated in the same equipment. All connected equipment can be controlled from any operator station throughout the vessel. All operator stations and field stations are self-contained units and independent of the other units, i.e. a failure in one station will not cause any other station to break down. All process logic including equipment safety and control functions are contained in the respective field station controller. Each operator station contains a hard disc with all system configuration and acts as backup for each other during system start-up. System configuration / update can be done on-line without need of any additional equipment.
2. Field Stations Twelve Field Stations (FS) are installed in the system. All logic with respect to control and monitoring is located in the field stations.
3.1.2 IAS System Lay-Out 1. Operator Stations Five Operator Stations (OS) and one(1) Historical Station (for trend) are installed in the system. OS no.31 located in Wheelhouse will be with integrated history station for event. OS
HS / WCI
Loca tion
S/ Lin e
Location
Type PS
FS31
-x5
IAS I/O cabinet room
FS 400R1 NON IS
FS31 -1
-
IAS I/O cabinet room
FS-240 IS
FS32
-x3
IAS I/O cabinet room
FS 400R1 NON IS
FS32 -1
-
IAS I/O cabinet room
FS-240 IS
FS33
-
IAS I/O cabinet room
FS-400
FS
Type
Screen
Printer
Remark - To be installed in CCR console
Dual
CPU
Connected to RIO modules located in GSP1
FS 400R1 NON IS
Dual
CPU
Connected to RIO modules located in GSP2
No.1 LV Swbd Room
FS 400R1 NON IS
Dual
CPU
No.2 LV Swbd Room
FS 400R1 NON IS
Dual
CPU
FS45
No.1 LV Swbd Room
FS 400R1 NON IS
Dual
CPU
Connected to RIO modules located in BCP1
FS46
No.2 LV Swbd Room
FS 400R1 NON IS
Dual
CPU
Connected to RIO modules located in BCP2
Built-in
Dual
OS 33
-
CCR
Built-in
Dual
Alarm Printer
- To be installed in CCR console
OS 34
WCI
ECR
Built-in
Dual
Alarm Printer
- To be installed in ECR console
Dual
Alarm Printer
- To be installed in ECR console.
-
- History station for event to be installed in W/H for console
FS34
-
IAS I/O cabinet room
FS-400
FS41
-x3
-
To be installed in chief engineer day room
No.1 LV Swbd Room
FS 400R1 NON IS
FS42
-x3
No.2 LV Swbd Room
FS43
-
FS44
-
OS 31 OS 40
W/H
Built-in Lap Top
Dual
Single
A sophisticated login / password system protects the system against mal operation. The IAS supports trend facilities and alarm / event recording. Process events and alarms are stored on hard discs and can be recalled on request. Redundant network based on the Ethernet principle is installed as standard. The two nets are installed in different cable paths as far as possible. Each unit is interfaced to both nets and if a failure on one net is detected, the system will automatically use the healthy net. IAS Main Tasks 1) Cargo Control System 2) Gas Handling (Heaters – Vaporizers) 3) Engine Room Alarm and Monitoring 4) Cargo System Alarm and Monitoring
Includes Stah1 remote IS modules
Includes Stah1 remote IS modules
CCR
Built-in
CPU
Dual Profibus to FS311, Redundant serial lines to be split on different TBSS cards.
-
-
ECR
Remark
Dual Profibus to FS321, Redundant serial lines to be split on different TBSS cards.
Alarm Printer
WCI
Dual
Redun d
CPU
OS 32
OS 35
RCU
Dual
-
FS - 400R1 NON IS : Cabinet for maximum 384 IO’s, Dual processor and power supply
-
FS - 400 : Cabinet for maximum 384 IO’s.
-
FS 240 IS : Cabinet for approximately 180 IO’s, All IS Loops. Profibus connection to RCU’s at field station.
5) Alarm / Event Recording 6) Alarm Extension / Patrol Man System
Final Draft / 2007.12.28
3-3
Part 3 Distributed Control System
Cargo Operating Manual
CLEAN POWER 3. Printers Six printers are installed in the system. Four of them are alarm printers and two of them are hard copy printers. The alarm printers will be connected to an operator station through a standard parallel port while the hard copy printers will be connected to operator stations through the IAS administrative network (C-net). Pri nter 1 2 3 4 5
6
S/ Line OS32 OS33 OS34 OS35 -
-
Loca tion
Type Printer
Colour /Matrix
Printer
Remark
Epson LX-300
Matrix
Alarm /Event
CCR
-
CCR .
Epson LX-300
Matrix
Alarm /Event
-
ECR
Epson LX-300
Matrix
Alarm /Event
-
ECR .
Epson LX-300
ECR
HP Business Inkjet2300
CCR
HP Business Inkjet2300
Matrix
Alarm /Event
Colour
Hard Copy (Network)
- Default printer for OS34, OS35
Colour
Hard Copy (Network)
- Default for OS32 OS33 and OS31
-
13 Extension Alarm Panels (EAP), for unmanned engine room applications, are installed in the system.
1
2
Can Bus Yes
Yes
Location
Wheelhous
4
5
Yes
Yes
Yes
Yes
Yes
WCP
Type
Group
Watch Bridge
Cabin
bedroom
Watch Cabin
Cargo
Watch
Engineer
Cabin
CCR
Watch
console
Cabin
3 /E
Watch
bedroom
Cabin
th
7
Managing
bedroom
rd
6
LCD
Watch
nd
3
Type
C/E
2 /E
Yes
9
Yes
10
Yes
11
Yes
12
Yes
13
Yes
Cargo
Watch
Office
Cabin
Officers
Watch
mess room
Cabin
Officers
Watch
lounge
Cabin
Crew mess
Watch
room
Cabin
Crew
Watch
lounge
Cabin
Duty mess
Watch
room
Cabin
Yes
-
Yes
-
Public panel type setup Public panel type setup
Yes
-
setup, extra buzzer
Yes
Public panel type
-
setup Public panel type
Yes
-
setup, extra buzzer Public panel type
Yes
-
setup, extra buzzer
5. Patrol Man System: Three start panels are supplied from KM. A software start panel is also available on VDU’s.
4 /E
Watch
bedroom
Cabin
Yes
-
Remark
Main Panel Cabin panel type
Yes
ECR/CCR
DMA
Interfaced
Panel
To FS
1
FS41
-
Start
2
FS41
-
Start
3
FS41
-
Start
setup, extra buzzer
0
Start Patrol Man UMS Active & Active Mach Alarm
0
≥1
0
≥1
0
0
0
0
0
&
0
CCR
Yes
Yes
-
ECR
ECR
Patrol Man System On (Signal Light Column) [W/H Extension Alarm Panel]
XA
Patrol Man Alarm Prewarming (Signal Light Column)
Reset Patrol Man timer
XA
Patrol Man Alarm (Signal Light Column) [Engineer's Extension Alarm Panels]
3 min
setup, extra buzzer
Yes
XA
27 min
Cabin panel type Yes
The Alarm and Monitoring system is an integrated function within the IAS system. All alarms from the different sub-systems, such as cargo systems, power distribution system, engine room auxiliaries, etc. are pooled via the redundant network to form a uniform alarm system for the vessel. Alarms are indicated on the video display units of the IAS operator stations. They will also activate the buzzer in the IAS keyboard. Alarms and events (e.g. pump start / stop, valve open / closed) are logged by the system and can be printed on an alarm/event printer. Such information is also stored in the history station and can be recalled on request. The alarm system supports three priority levels, which are marked with different colours. The alarm priority/colour coding is: 1) Low priority alarms
⇒ With yellow colour
2) High priority alarms
⇒ With red colour
3) Critical priority alarms
⇒ With magenta colour
Low Priority Alarms
High Priority Alarms
Critical Priority Alarms
Number Î
1
2
3
Colour Î
Yellow
Red
Magenta
Used for Î
Pre-warning of an unwanted situation in the process
Alarms that will lead to immediate action from the operator of the system
Fire alarms and system related alarms like network error, IO-device failure etc.
setup, extra
Cabin panel type ECR/CCR
3.1.3 Alarm & Monitoring
Remark
Panel
Illustration 3.1.2a Engineer’s Alarm System Logic
buzzer
Yes
Type
Location
columns’. The relay will be triggered in parallel with the panel alarm buzzer. Electrically the relay will be interfaced to one of the field stations which again are interfaced to alarm columns.
Public panel type
NOTE KM are awaiting final location of start panels
4. Extension Alarm Panels:
WCP
8
Public panel type setup Cabin panel type
6. Engineer Alarm System The engineer alarm system will be interfaced with machinery spaces locally installed push buttons. When any of these buttons are pushed IAS will relay this the EAP with machinery responsibilities and alarm with buzzer.
setup Cabin panel type
7. Operator Panel Relay Kit:
setup
3.1.4 Log-In and Access System When logging on to the IAS operator stations, a user name and password must be entered in order to access the system. Each user is a member of a user group, where access rights and user privileges are defined. The figure below illustrates how users belong to user groups and the different user groups are part of the access and security system By default, the following user groups are defined; User Group
Description
Guests
Members can only monitor the system
All operator stations will have installed a relay kit used for activation of ‘alarm
Final Draft / 2007.12.28
3-4
Part 3 Distributed Control System
Cargo Operating Manual
CLEAN POWER
3.1.6 OS Group/Command Group
Users
Members can monitor and operate the system
Power Users
Members can monitor, operate and change parameters
Administrators
Members have full access to the system
System
For Kongsberg Maritime internal use only
Member of user group
Guest
Guests
Operator
Users
Captain
Power Users
Chief
Power Users
Administrator
Administrators
Password is by default the same as user name. This can be changed by members of “Administrators”, and additional users and user groups can be added. Members of a specific user group are granted access to a set of security objects. The following security objects are defined for the different groups :
3.1.5 System Navigation The operator panel comprises 20 navigation buttons for quick access to the most commonly used mimics. The mimic will normally have hotspots for further navigation to related views or sub-views. Each navigation button has an alarm indicator lamp. The lamp will start to blink if an alarm occurs at the mimic linked to the navigation button or to one of the related views. An acknowledged, but still active alarm will cause a steady light.
STEAM CONDENSATOR
CARGO
FIRE AND GAS
BOILER COMMON PORT
POWER
GAS MANAGEMENT
ESD
Final Draft / 2007.12.28
MB1
MACHINERY
Machinery Cargo Power Ballast LD Compressor N2 Fire ESD
Each OS group is defined with a set of command group rights. The following defines these rights:
Illustration 3.1.5a Navigation Panel Lay-out
HOMEPAGE
Shared The Command Group is available for several OS Groups at the same time.
To form a sensible way of operating the different systems onboard, “command groups” are defined for giving the operators access to different systems where control is defined to be available. A command group can be controlled from one OS group exclusively or it can be shared between several OS groups. A command group can also be transferred between OS groups. Only the OS group in command is granted access to operate equipment and acknowledge alarms that might occur within a command group. This system will be set up with the following command groups: -
MB2
BILGE
MAIN TURBINE
KYMA
Id The Command Group will be given an internal identifier just to separate the different command groups. That is, these identifiers are only for internal purposes and are not required to understand this system.
- CCR (OS32, OS33) - ECR (OS034, OS035) - Bridge (OS31)
By default, the following users are created : User
The operator stations are defined in operator station groups. For this system, three OS groups will be defined and they will be set up with command control rights. The OS groups are as follows:
O - Display Command Groups The Command Group will be displayed in the command control overview dialog box.
D - Default Control The Command Group will by default be given to this OS Group when powering on the system. If two operator stations are defined in an OS Group and one of the operator stations is powered off, the command control will be decided by the remaining operator station. That is, if the command control is transferred to another location (OS Group) and the second operator station is powered on again, nothing will be done regarding control location of the transferred command group.
N2
IGG
BALLAST
T - Take-able Control The Command Group can be taken directly when this is initiated from an OS Group granted such privilege.
CTS
PATROL MAN
SYSTEM
A - Acquirable Control The Command Group is available for the actual OS Group, but not without acceptance from the OS Group in command.
3-5
When a command transfer is done, this will be indicated on all operator stations in the ‘Message Manager’ box. Table showing relations between OS Groups and Command Groups: OS GROUPS
Bridge Shar ed
CCR
ECR
Comm and Groups
I d
Machin ery
1
False
X
Cargo
2
False
X
X
X
X
X
X
Ballast
3
False
X
X
X
X
X
X
N2
4
False
X
X
Fire
5
True
X
X
X
ESD
6
False
X
X
X
Power
7
False
LD Compr essors
8
False
Syste m
9
True
D
T
X
A
X
O
D
T
X X
X
X
X X
X
X
X
X
X
X
A
X
O
D
T
A
O
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X
X
X
X
X
X
X
X
X
X
X
* Command Groups must be typed in one word in the Simrad Vessel Control System Confirm database. If all operator stations within an OS group are “offline”, i.e. stopped application or without net communication, the system will report an alarm specifying that a command group is without command control. The system will not automatically transfer the command control to a different OS group. This must be done manually by the operator by simply taking the control via the command control dialog boxes.
Part 3 Distributed Control System
Cargo Operating Manual
CLEAN POWER 3.2 Alarm Extension System 10
Yes
Illustration 3.2a Alarm Extension System 11
OS31
Yes
Officers
Watch
lounge
Cabin
Crew mess
Watch
room
Cabin
Public panel type Yes
-
12 OS35
OS34
CAN Bus
ECR
Dual Net
FS41
n number of reset panels (Yard Suppl y) Start Pan el
Star t Pane l
Star t Pane l
Panel Reset
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP
EAP EAP
Panel Reset
13
Yes
Yes
Crew lounge
A dobe Sy stems
Yes
-
Yes
Cabin
Watch
room
Cabin
Public panel type
M1
Boiler abnormal
-
setup, extra buzzer
Yes
-
Alarms P
Bus
1
Yes
2
Yes
Location
Wheelhous
4
Yes
Yes
5
Yes
6
Yes
7
Yes
8
Yes
WCP
Type
Group
Watch Bridge
bedroom
Cabin
2 /E
Watch
bedroom
Cabin
Cargo
Watch
Engineer
Cabin
CCR
Watch
console
Cabin
3 /E
Watch
bedroom
Cabin
th
Yes
Managing
Watch
rd
9
LCD
C/E
nd
3
Type
4 /E
Watch
bedroom
Cabin
Cargo
Watch
Office
Cabin
Officers
Watch
mess room
Cabin
Final Draft / 2007.12.28
Yes
Yes
Yes
-
ECR/CC R
ECR/CC R
Remark
CCR
-
Yes
ECR
Yes
ECR
Yes
-
Yes
-
Tag Details
buzzer Cabin panel type buzzer
setup, extra
Public panel type setup Cabin panel type setup Cabin panel type setup
1
Machinery critical
2
Machinery non critical
Patrol ma
3
Carg o critical
4
Carg o non c ritical
5
Fire
6
Partrol Man
7
Repe at Alarm
8
System
3.2.1 Functional Description The ‘Alarm Extension’ system is basically an extension of the Event system for the IAS system and this system has two main functions: Alarm Extension : This is a group alarm status and on-duty officer indication facility with built-in on-duty acceptance, fault indication and test facilities.
- Officer Call
: This is an individual and general calling facility for officers that can be activated from selected vessel control locations.
The ‘Alarm Extension’ system comprises two kinds of panels:
setup, extra
buzzer Yes
Select Switch
Cabin panel type
Cabin panel type Yes
On Duty
Main Panel
setup, extra
Critical alarm
buzzer
The Alarm Extension system will alarm engineers/officers on duty in case any monitored parameter exceeds its set value, as monitored by the alarm and monitoring system. In the IAS system, machinery alarms will be grouped into eight different groups, as indicated in IO-list from yard. In the same way, the cargo alarms will be grouped into six different groups. When an alarm occurs, the alarm group will be indicated on the alarm page in the IAS system.
Pane l text
Non c ritical alarm
setup, extra
-
Can
Extension pane l alarm indicator
Public panel type
Illustration 3.2b Watch Cabin Unit
WC
Machinery gas detection
MT abn ormal
setup Public panel type
Watch
Duty mess
setup, extra buzzer
EAP
Bridge
Illustration 3.2c Extension Panel Alarm Indicators
Lamp Test
Sound Off
On the alarm extension panels, only eight alarm indicators are available (indicators on right side of drawing above). The last three indicators are dedicated to repeat alarm, dead man alarm and system alarm. This means that several machinery alarm groups will be mapped to two alarm indicators on the extension panel. Cargo alarm groups will be mapped to another two extension panel alarm indicators. Fire alarms will also have a dedicated alarm indicator on extension panels. All extension panels have an LCD display, where a full alarm text will appear for each alarm. The figure below shows the different alarm groups, and routing into extension panel alarm indicators.
- Watch Bridge Unit
(WBU)
- Watch Cabin Unit
(WCU)
The WBU and the WCU are units required by the classification society to run a vessel with unmanned engine room. The main functions of the WBU are to indicate engine room alarms on the bridge, to indicate and accept the transfer of machine watch responsibility to and from the bridge. The main functions of the WCU are to indicate alarms with buzzer and light in the cabins and the public quarters of the engineer on duty while in bridge control.
Public panel type setup
The ‘Watch Call’ system is communicates with the operator stations located in the ECR by a CAN Bus Interface. Two operator stations are required and will work in a master/slave configuration, i.e. the ‘Watch
Public panel type setup
3-6
Part 3 Distributed Control System
CLEAN POWER Call’ system will be operating with only one operator station up running at the time. The ‘Watch Call’ system can be managed from two different managing groups: - ECR Manager - CCR Manager
Cargo Operating Manual will be turned off when the alarm condition is no longer present. Pressing the “Ack” button on the bridge panel will turn off the sound only on the bridge panel. The alarm indicator will continue to flicker until the alarm is acknowledged, then change to a steady light. The indicator will be turned off when the alarm condition is no longer present.
From the operator stations in the ECR, the duty officer can be selected for the ECR and the watch responsibility can be requested to be transferred to and from the bridge. From the operator stations in the CCR the duty officer for the CCR can be selected. Selecting/Changing the duty officer must be done when watch responsibility is in the ECR.
Pressing the “Ack” button on the duty engineer panel will turn off the sound on the duty panel and public panels (Bridge panel must be silenced separately). The alarm indicator will continue to flicker until the alarm is acknowledged, then change to a steady light. The indicator will be turned off when the alarm condition is no longer present.
The ‘Alarm Extension panels will be set up to belong to a unit group. Three different main unit groups are available:
Operating the “Ack” function on the OS in the ECR (for machinery alarms) or the OS in the CCR (for cargo alarms), will silence all panels and give a steady alarm indication. Indicators will be turned off when the alarm condition is no longer present.
Acknowledging the call on the designated duty engineer panel will silence all panels. Acknowledging the call on a public panel will silence that specific panel only. Indicator lamps will continue to flicker on all panels. The “Call all” function is more of an emergency operation. Pressing the “Call all” button will activate the buzzer/lamp on all panels. Acknowledging the call on one engineer/officer panel will silence that specific panel only. Acknowledging the call on a public panel will silence that specific panel only. 5. Duty engineer/officer call from wheelhouse
-
Bridge Group Officer Group Public Group
Operating the “Call Duty” from the bridge panel will activate buzzer/lamp on the selected duty engineer panel and on public panels. Again, the “Call Duty” function requires that an engineer/officer actually has been set on duty.
2. Alarm acknowledge during ECR/CCR watch mode Acknowledge functions are the same as calls initiated from the ECR/CCR.
For the officer group several groups can be defined, i.e. ‘Officer Group1’, ‘Officer Group2’, ‘Officer Group3’, and up to ‘Officer Group8’. The panels belonging to officer groups are defined as duty panels whilst panels belonging to the public group are defined for installation in public quarters. The officer groups will be set up with a ‘Duty Officer Qualification’, which defines the type of alarms the panel will subscribe to. Two different types of ‘Duty Officer Qualification’ are available: -
Machinery Cargo
The alarm groups defined in the system will be set up to belong to either machinery or cargo. When an alarm is triggered in the system the ‘Alarm Extension Panel Interface’ application will read the alarm group, check which group it is belonging to (engine or cargo) and then route the alarm to the correct duty panel(s), to all public panels and the bridge panel if in bridge watch.
Extension panels will only show alarm status. No sound device will be set off. 3. Duty engineer/officer selection To transfer machinery responsibility to bridge (bridge watch mode), the operator must first select a duty engineer on duty from the software panel on the VDU. The duty lamp is activated on all panels. Then the “Bridge watch” button is then selected and the buzzer/lamp is activated at the bridge panel. Pressing the “Bridge watch” button on the bridge panel will accept the watch transfer and a lamp indicator will indicate bridge watch mode. A transfer from bridge to ECR must be initiated from the ECR; a buzzer/lamp is activated at the bridge panel. Upon acceptance from the bridge, watch responsibility is transferred to the ECR. If a duty engineer is selected from the software panel on the VDU, without transferring the watch responsibility to the bridge (Harbour mode), alarms will be routed to the duty engineer panel as well as public panels. Repeat alarms and dead man alarms will be activated as normal during this condition.
3.2.2 Panel operation
6. Repeat alarm The system has two repeat alarms. Repeat alarm (one) 1 will be triggered when an active watch call group alarm has not been acknowledged from an operator station within a predefined time. This predefined time is normally set to three (3) minutes. Repeat alarm (one) 1 will be given at the bridge panel, duty engineer/officer panel and at public panels. Repeat alarm (two) 2 is set off if the active alarm is still not acknowledged from an operator station within a predefined time after repeat alarm 1. Repeat alarm (two) 2 will be given at the bridge panel, all engineer/officer panels and at public panels. Time limits should be considered to. 1) Allow duty engineer to take action before repeat 1. 2) Notifying all engineers (repeat 2) within time limits specified by Class requirements. 7. Patrol man alarm
4. Engineer/officer call from ECR/CCR 1. Alarm acknowledge during wheelhouse watch mode Two types of call functions are supported, “Call Duty” or “Call all”. Initially alarms will sound on the bridge panel, on-duty engineer panel and on public panels. Pressing the “Ack” button on a public panel will turn off the sound only on the panel operated. The alarm indicator will continue to flicker until the alarm is acknowledged, then change to a steady light. The indicator
Final Draft / 2007.12.28
When a “Patrol Man Alarm” is activated all officers with machinery qualification are called.
The “Call Duty” operation will activate buzzer/lamps on the designated duty engineer panel and on public panels. The “Call Duty” button will not work unless a duty engineer is selected.
3-7
Part 3 Distributed Control System
CLEAN FORCE Part 4 : Cargo System 4.1 Cargo Piping System ......................................................................... 4 - 2 4.2 Cargo Tank Pressure Control System ................................................ 4 - 4 4.2.1 Cargo Tank Pressure Control .................................................. 4 - 4 4.2.2 Cargo Tank Vent Control ........................................................ 4 - 4 4.2.3 Dump Control ......................................................................... 4 - 4 4.2.4 Mode Selection ....................................................................... 4 - 6 4.3 Cargo Pumps...................................................................................... 4 - 8 4.3.1 Main Cargo Pumps ................................................................. 4 - 8 4.3.2 Stripping/Spray Pumps ......................................................... 4 - 12 4.3.3 Emergency Cargo Pump ....................................................... 4 - 16 4.4 Cargo Compressors .......................................................................... 4 - 20 4.4.1 HD Compressors ................................................................... 4 - 20 4.4.2. LD Compressors .................................................................. 4 - 24 4.5 High Duty / Low Duty Heaters ........................................................ 4 - 28 4.6 LNG Vapouriser ............................................................................... 4 - 32 4.7 Forcing Vapouriser........................................................................... 4 - 36 4.8 Custody Transfer System ................................................................. 4 - 38 4.8.1 Custody Transfer System ...................................................... 4 - 38 4.8.2 Float Level Gauge................................................................. 4 - 44 4.8.3 Trim-List Indicator................................................................ 4 - 48 4.9 Nitrogen Production System ............................................................ 4 - 50 4.10 Inert Gas and Dry Air System ........................................................ 4 - 54 4.11 Gas Detection System .................................................................... 4 - 58 4.12 Cargo and Ballast Valve Control.................................................... 4 - 62 4.12.1 Cargo Valve Control System ............................................... 4 - 62 4.12.2 Hydraulic System Operation ............................................... 4 - 63 4.12.3 Ballast and F.O Valve Control System ................................ 4 - 66 4.12.4 Emergency Shutdown System ............................................ 4 - 70 4.12.5 Ship Shore Link .................................................................. 4 - 74 4.12.6 Mooring Load Monitoring System ..................................... 4 - 82 4.13 Relief Systems ............................................................................... 4 - 85 4.13.1 Cargo Tank Relief Valves.................................................... 4 - 85 4.13.2 IBS & IS Relief Valves ....................................................... 4 - 85 4.13.3 Pipe Relief Valves ............................................................... 4 - 85 Illustration 4.1a Cargo Piping System........................................................................ 4 - 1 4.3.1a Main Cargo Pump ......................................................................... 4 - 7 4.3.1b Main Cargo Pump & Motor Performance Curve .......................... 4 - 9 4.3.2a Stripping / Spray Pump ............................................................... 4 - 11 4.3.2b Stripping / Spray Pump & Motor Performance Curve ................ 4 - 13 4.3.3a Emergency Cargo Pump ............................................................. 4 - 15 4.3.3b Emergency Cargo Pump & Motor Performance Curve .............. 4 - 17 4.4.1a HD Compressor .......................................................................... 4 - 19 4.4.2a LD Compressor ........................................................................... 4 - 23 4.5a High Duty/ Low Duty Heaters ....................................................... 4 - 27 4.6a LNG Vapouriser ............................................................................. 4 - 31 4.7a Forcing Vapouriser ......................................................................... 4 - 35 4.8.1a Custody Transfer System ........................................................... 4 – 37
Final Draft / 2007.12.28
Cargo Operating Manual 4.8.1b Liquefied Gas Gauge ................................................................. 4 – 39 4.8.1c Temperature Sensor ..................................................................... 4 - 39 4.8.2a Float Level Gauge ....................................................................... 4 - 43 4.8.2b Float Level Gauge ....................................................................... 4 - 45 4.8.2c Float Level Gauge ....................................................................... 4 - 45 4.8.3a Trim-List Indicator System ......................................................... 4 - 47 4.9a Nitrogen Generator......................................................................... 4 - 49 4.10a Inert Gas and Dry Air System ...................................................... 4 - 55 4.11a Gas Detection System .................................................................. 4 - 57 4.12.1a Cargo Valve Hydraulic Lines .................................................... 4 - 61 4.12.3a Ballast Valve Hydraulic Lines ................................................... 4 - 65 4.12.4a Emergency Shutdown System ................................................... 4 - 69 4.12.5a Ship-Shore Link ........................................................................ 4 - 73 4.12.6a Mooring Load Monitoring System ............................................ 4 - 81 4.13a Pressure Setting Table .................................................................. 4 - 83 4.13.1a Cargo Tank Relief Valves .......................................................... 4 - 84 4.13.2a IBS & IS Relief Valves.............................................................. 4 - 84 4.13.3a Pipe Relief Valves (REC131-S1(E)) ......................................... 4 - 86 4.13.3b Pipe Relief Valves (REC131-S1(N)) ......................................... 4 - 86
Part 4 Cargo System Part 4 Cargo System
Cargo Operating Manual
CLEAN FORCE Illustration 4.1a Cargo Piping System
ESD
CL-004 (80A)
CL-003
CS-002
CS-004
CL-015
ESD
CL-016
ESD CG-008
CG-002
ESD CS-010
(80A)
(100A)
Relief Valve (Pilot Operated Type)
CL-002 ESD
ESD
CL-001
CS-001(80A)
CL-014
CS-003(80A)
CL-013
ESD CG-007
CG-001
CG-711
(600A)
CS-009(80A)
CL-026
M
(50A)
(400A)
(300A)
CR-106 SP100
CG-101
CS-101
(40A)
M
M
CL-114
CG-104
CS-111
CS-109 CS-110
CL-116
(300A)
(300A) (CL-101) Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-103
CL-102
(400A) Emergency Pump Column
(50A)
CR-108
(PORT)
(600A)
(300A)
No.2 Cargo Tank
(300A)
(400A)
CS-105 For IBS Stripping
(STBD)
1
S Spray Pump
M
M
CL-115
CL-106 CL-107
M
FL-101
R
(80A)
2
Cargo Pump
CS-113
Radar Beam Type Level Gauge Pipe
(8A)
(8A)
(8A)
SA-101 SA-102
CG-201
CS-202 (50A)
(50A)
SA-103 SA-104
(40A)
CS-201 (50A)
(65A)
(400A)
(50A)
F
Sprayers
CL-203
(400A)
CL-202
(400A) Emergency Pump Column
(600A)
SA-105 SA-106
CG-204
CS-211
M
CL-214
(300A)
(300A)
Radar Beam Type Level Gauge Pipe (300A)
4-1
CR-206 SP200
(PORT)
(CL-201) Foot Valve
No.3 Cargo Tank
(300A)
(STBD)
(50A)
(400A)
CR-208
M
CS-209 CS-210
CL-216
M
M
CL-215
CL-206 CL-207
R
CS-106 CL-117
CS-205 For IBS Stripping
No.1 LNG Vent Mast
CS-112
2
Cargo Pump
(80A)
CS-206 CL-217
CS-213
M
FL-201
SA-201 SA-202
F
1
S Spray Pump
No.2 LNG Vent Mast
(8A)
SA-203 SA-204
SA-205 SA-206 (8A)
(50A)
(65A)
(50A)
CG-702
(450A)
(400A)
(65A)
CS-212
(50A)
(80A)
2
Cargo Pump
(100A)
(300A)
CS-702
CS-701
CG-701
Spray Main
SP5
(300A)
(100A)
Sprayers
Radar Beam Type Level Gauge
CL-701
M
(400A)
CG-301
(50A)
(50A)
CS-302
CR-306 SP300
Float Type Tank Level Gauge
CG-703
(400A)
(8A)
(40A)
M
CS-301
(300A)
F R
(300A)
(450A)
(400A)
CR-308
M
CL-314 (400A)
(400A)
Flow Meter
Liquid Main
CL-303
CL-302
Y-type Strainer
(650A)
CG-304
CS-311
CS-309 CS-310
CL-316
M (300A)
(300A) (400A)
(600A)
(50A)
Conical Type Strainer
(400A)
CS-305 For IBS Stripping
Radar Beam Type Level Gauge Pipe (CL-301) Foot Valve
Screw Down Non Return Valve (Flanged Type) Ball Valve (Manual Handle, Flanged Type) Hyd. Remote Operated Ball Valve (Flanged, Open/Shut Type)
(600A)
(PORT)
Emergency Pump Column
No.4 Cargo Tank
Relief Valve (Spring Loaded Type)
Vapour Main
(50A)
CS-314
(STBD)
1
S Spray Pump
Control Valve
(700A)
M
CS-306 CL-317 M
CL-315
CL-306 CL-307
R
(80A)
2
Cargo Pump
Final Draft / 2007.12.28
(50A)
M
FL-301
SA-301 SA-302
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-403
CL-402
(400A) Emergency Pump Column
(600A)
1 (CL-401) Foot Valve
(50A)
F
(PORT) (STBD)
Swing Check Valve (Flanged Type)
To Cofferdam
No.3 LNG Vent Mast
(8A)
SA-303 SA-304
SA-305 SA-306 (8A)
(50A)
(8A)
CR-406 SP400
CG-401
(300A)
CS-402
CS-401
(40A)
M
M
CL-414
(300A)
(300A)
Radar Beam Type Level Gauge Pipe (50A)
(300A)
CG-404
CS-411
CS-409 CS-410
CL-416
M
M
CL-415
CL-406 CL-407
M
FL-401
SA-401 SA-402
CR-408
M
(300A)
CS-313
(400A)
(50A)
CL-417
CS-406
CS-405 For IBS Stripping
(8A)
SA-405 SA-406
SA-403 SA-404 (8A)
(8A)
R
(300A)
(450A)
CS-704
CS-703
No.4 LNG Vent Mast
CS-412
(400A)
M
(750A)
M
(400A)
(450A) (300A)
(700A)
(650A)
CL-706
Gas Main
(300A)
CL-601
SP6
CS-413
Hyd. Remote Operated Globe Valve (Flanged, Open/Shut Type) Hyd. Remote Operated Globe Valve (Flanged, Opening Type) Hyd. Remote Operated Globe Valve (Flanged, Opening Type, with Handle)
CS-102
SP8
(450A)
(300A)
(700A)
F
CG-601
CG-604
CG-606
(80A)
CG-605
IG01
SP7
CL-037
CG-607 CG-608
ESD
(50A)
CS-011
CS-509
CS-508
ESD
CS-507
(700A)
(50A)
Globe Valve (Flanged Type)
(80A)
CL-025
CS-502
Forcing Vaporuizer
SP9
(50A)
Hyd. Remote Operated Butterfly Valve (Flanged, Open/Shut Type) Hyd. Remote Operated Butterfly Valve (Flanged, Opening Type)
CG-533 (80A)
CS-510
(40A)
CL-038
(40A)
(50A)
(80A)
(80A)
CS-705
(600A)
(750A)
CG-558
LNG Vaporuizer
(65A)
Butterfly Valve (Flanged Type)
Strip/Spray Line
(300A)
CS-503
Ballast Line
LNG Vapour Line
CS-706
CG-556
(300A)
CL-027
CG-537
(600A)
CG-559
Inert Gas Dry Air From Engine Room
ESD
(600A)
Description Orifice
(50A)
(450A)
CL-028
CG-504
No.2 H/D Compressor
(650A)
CG-516
(250A)
CG-532 CG-528
CL-040
(600A)
Liquid Crossover
No.1 H/D Compressor
(450A)
CG-539
(600A)
CG-546
CG-503
Vapour Crossover
CG-531 CG-527
High Duty Heater
(300A)
(80A)
Symbol
LNG Liquid Line
Stripping Crossover
(250A)
Mist Separator
(600A)
(700A)
CG-515
(650A)
CG-547
CG-502
No.2 L/D Compressor
Liquid Crossover
(350A)
CG-557
CG-553
CG-530 CG-526 (250A)
CL-039
(150A)
(300A)
ESD
CG-514
(80A)
CG-538
CG-536
To Engine Room
(250A)
CG-544
CG-613
CG-501
No.1 L/D Compressor
(300A)
CG-529 CG-525 Low Duty Heater
(300A)
(700A)
Key
CG-513
(150A)
CG-545
(300A)
CG-552
CS-012
[Cargo Compressor Room]
S Spray Pump
No.1 Cargo Tank
Part 4 Cargo System
Cargo Operating Manual
CLEAN FORCE Part 4 : Cargo System 4.1 Cargo Piping System General The cargo piping system is illustrated in a simplified drawing showing only the principal features of the system (See illustration 4.1a). Liquid cargo is loaded and discharged via the two crossover lines at midships and is delivered to and from each cargo tank liquid dome via the liquid header which runs fore and aft along the trunk deck. Each crossover line at midships separates into two loading/discharging connections, port and starboard, making a total of four loading/discharge connections on each side of the ship. 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 header also has a cross connection at the midship manifold for use in regulating tank pressures when loading and discharging. When loading, the vapour header and crossover, together with the HD compressors, are used to return the displaced gas from the tanks back to the shore installation. When discharging, the vapour header is used in conjunction with either the vapour crossover, or a vapouriser, to supply gas to the tanks to replace the outgoing liquid cargo. The stripping/spray line can be connected to the liquid crossover lines and can be used to drain or to cool down each cargo tank, and also to spray during discharging if the return vapour is insufficient. The vapour header and stripping/spray headers are both connected to the vapour dome of each tank. The vapour domes also house the tank safety valves, pressure pick up and three sample points. The spray line on each tank consists of two spray assemblies inside the tank at the top to distribute the incoming liquid into several spray nozzles in order to assist in evaporation and thus achieve a better cool down rate. The stripping/spray, liquid and vapour headers have branches to and from the cargo compressor room with connections to the compressors, heaters and vapouriser for various auxiliary functions. Removable bends (spool pieces) are supplied for fitting where necessary to allow cross-connection between the various pipe works for infrequent uses such as preparing for dry dock and recommissioning after dry dock. The vapour header connecting the vapour domes also allows the removal of boiloff gas from the cargo tanks when at sea. In normal circumstances this is done by leading the boil-off gas to the engine room as fuel for the boilers. In emergency situation the boil-off gas can be vented to the atmosphere via the forward vent mast riser. The Inert Gas and Dry-Air System (section 4.10), located in the engine room, is used to supply inert gas or dry air to the cargo tanks via piping which connects with the main cargo system through the double non-return swing valves to avoid gas returning to the engine room.
Final Draft / 2007.12.28
All of the cargo liquid piping is welded to reduce the possibility of joint leakage. Flanged connections are electrically bonded by means of bolts/nuts and bonding straps between flanges to ensure that differences in potential, due to static electricity between cargo and other deck piping, tanks, valves and other equipment, are avoided. Both liquid and vapour systems have been designed in such a way that expansion and contractions 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. All sections of liquid piping that can be isolated, and thus possibly trapping liquid between closed valves, are provided with safety valves which relieve excess pressure to the nearest vapour dome. This is a safety measure, although normal working practice is to allow any remaining liquid to warm up and boil off before closing any such valves. All major valves such as the midships port and starboard manifold 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 Central Control Room (CCR). When an ESD is activated the manifold valves are closed, discontinuing loading or unloading operations. A non-return valve is fitted at the discharge flange of each cargo pump. A 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 stripping/spray and emergency cargo pump discharge lines have non-return valves located directly after the hydraulically operated discharge valves. 1. Liquid Lines One (1) liquid header is led between No. 1 and No. 4 cargo tanks on the trunk deck and is connected with the crossovers. One (1) liquid connection is branched off the liquid header and led to each cargo tank. In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom, and one (1) cargo filling line extended to the bottom are provided. In addition, a well is provided for lowering down the emergency cargo pump. These lines shall penetrate the liquid dome and are connected to the cargo liquid branch for each tank.
Liquid dome connections: -
Two (2) discharge lines. One (1) filling line One (1) emergency pump column One (1) spray pump discharge line Two (2) groups of spray lines for tank cooling purpose One (1) spray return line Three (3) fixed tubes for cargo sampling Instrumentation and electrical connections as required One (1) radar level gauge line One (1) float level gauge line Two (2) safety relief valves. Pilot pipe of safety relief valve One (1) safety valve outlet for cargo piping
2. Stripping/Spray Lines The Spray Header is led between No. 1 and No. 4 cargo tank and is connected with crossovers at the shore connection. One (1) spray connection is branched off the spray header and led to each cargo tank. The system is used for cooling down the cargo tanks before loading as necessary. At initial cooling down, the liquid is fed from shore to the spray header through the liquid crossover. The spray header is connected to two (2) groups of spray nozzles in each cargo tank. Liquid nitrogen is supplied to the LNG vapouriser through the spray lines from the cargo manifold. The liquid supply to the spray header is remotely controlled by throttling the valve of the spray return line. The spray nozzles are located along the top edge of the top chamfer of the tanks. The nozzles in each cargo tank are installed depending on the tank size. The capacity of the spray nozzles is decided based on the initial cooling down of the cargo tank and cooling down before loading at the end of the ballast voyage. Y-type strainer is provided in the spray lines to the nozzles in the tank. The following valves are provided near each liquid dome: -
A hydraulic remotely operated globe valve and lift check valve for the discharge line of each stripping / spray pump.
Relief valve set pressure is equal to the design pressure of the system.
-
A hydraulic remotely operated globe valve on the common line and hydraulic remotely operated globe valve for each spray nozzle inlet line.
The relief valves discharge vapour to the cargo tank.
-
A hydraulic remotely operated globe valve on the spray return line.
4-2
Part 4 Cargo System
CLEAN FORCE -
A hydraulic remotely operated globe valve for the connection to cargo tank liquid branch.
Cargo Operating Manual Water curtain pipes are provided at the ship’s side in way of each loading station to protect the side shell during loading and discharging.
3. Vapour Lines
The water curtain pipe shall be fitted with a drain valve at the lowest point.
One (1) vapour header is led between No.1 and No.4 cargo tanks, used for gas handling operations such as loading and discharging of cargo, warm up and cool down.
Sea water for the sea water curtain is supplied from the fire and wash deck main line near the loading station.
This header is led to each cargo tank via a vapour branch line, provided with a manually operated butterfly valve and a spectacle flange, and connected to the vapour crossover which leads to the shore connection. One (1) vapour return line is provided between the H/D compressor discharge and the vapour crossover at the shore connections for discharging cargo vapour during loading, warming up, cooling down and inert gas purging operations. Pressure control devices are provided to vent excessive boil-off vapour to the atmosphere through No. 1 vent mast. The pressure control of vapour to shore is provided by automatic remote control from the IAS 4. Gas Pipe Connection -
One (1) vapour return/boil-off line. One (1) fixed tube for cargo sampling.
One (1) emergency vent header is led between No.1 and No.4 cargo tanks, used for single tank gas freeing / gassing up operations. This header shall be led to near each vapour branch line and connected to the vapour branch line using an expansion bellows type spool piece which is provided separately. The Emergency Vent line is not insulated. 5. Cargo Manifold Loading stations are provided port and starboard on a platform above the main deck as shown on the G.A. The cargo manifold consisting of four (4) liquid lines and one (1) vapour line is provided port and starboard on platforms above the main deck and is in compliance with OCIMF standards at the loading and discharging ports. The spacing between liquid and vapour lines is in accordance with loading and discharging terminals’ arm locations and the distance between the ship manifold flanges and the ship’s side is about 3.5m.
Sea water hose connections are provided for de-icing the cargo manifolds. All remotely operated valves as well as emergency shutdown valves are operable from the IAS and valves are capable of manual operation locally at the solenoid rack and by hydraulic hand pump in general. There are no permanent connections between liquid and vapour headers. Spool pieces or equivalent are provided for temporary connections. Lifting and support arrangements for spool pieces and small davits for handling manifold blanks and adaptor pieces are provided. Expansion and/or sliding arrangements for shore connections to compensate for thermal connection of the cargo lines are provided.
7. Boiler Fuel Gas Line During transportation of LNG at sea, gas vapour is produced due to the transfer of heat from the outside sea and air through the cargo tank insulation; energy is also absorbed from the cargo motion due to the vessel’s movement. Under normal conditions the boil-off gas is used as fuel in the ship’s boilers. The gas vapour is taken from the vapour header 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. The fuel gas pipe to the engine room is 300A and is fitted with the fuel gas master valve (CG613) and a flow meter. 8. Inerting/ Aeration Lines The system supplies inert gas or dry air to the cargo tanks and pipelines for inerting and drying during refit periods. The inert gas or dry air is supplied from the inert gas generator situated in the engine room. The line is connected to the gas header and the liquid header by means of Blind Flange Valve and spool piece. By selective use of the spool pieces it is possible to inert/aerate all or any single cargo tank.
6. Vent Masts for Cargo Tanks Four (4) vent masts are provided and fitted with a nitrogen purging connection complete with isolating valve. The vapour header is permanently connected to the forward vent mast which is fitted with a pressure control valve and a trip closing arrangement, operated from the IAS & W/H, with a manual override. The vent mast is of stainless steel pipe (SUS 316L). A bottom plate and a drain connection with a small drip tray is provided at the bottom of each vent mast. A ladder is fitted on the vent mast for access to the head of each mast top, and wire rope stays are provided to prevent vibration of the mast. The top of each mast is fitted with a stainless-steel wire-mesh protection screen, cowl and drain provision, and designed to prevent rain from entering the mast but allow gas to escape vertically upwards. An access platform is provided for maintenance.
The distance between the bottom edge of the manifold flange and the top of the deck or working platform is about 900mm.
Final Draft / 2007.12.28
4-3
Part 4 Cargo System
Cargo Operating Manual
CLEAN FORCE 4.2 Cargo Tank Pressure Control System
1. Tank Protection Vent Control
4. Manual Vent.
4.2.1 Cargo Tank Pressure Control
Tank protection mode is independent of selected mode on GMS and will always be active. In the tank protection vent mode, the vent control valve will open (100% open) when pressure on the vapour header exceeds the set value of 230mbarG. The valve will close (0% open) when the pressure on the vapour header drops below 210mbarG.
This mode is available only when GMS is selected to Non-Mode. The manual vent mode (including control), is to be operated during pre-dry docking and post dry-dock voyage. The operator will manually set the opening of the vent control valve from OS in the IAS. Setpoint from 0 – 100%.
1. Over Pressurizing To protect the cargo tanks from being over pressurized due to natural boil off, the gas has to be burned by the boiler or vented to atmosphere. The LD compressors will supply the natural boil off gas to the boilers as fuel gas to keep the vapour header pressure stable. If the boilers require less fuel gas than that which is naturally boiling off, the vapour header pressure will increase. To prevent this increase in the pressure the boiler control system will have to use more fuel gas thus producing more steam than is needed for the steam system. This excess steam has to be dumped. 2. Under Pressurizing
When the GMS is selected to Non -or Dump Mode the valve are left in manual, and the operator are free to open or close the valve in any position he want to. If the GMS is selected to Vent Mode the valve are left in Auto and is not available for operator to operate on.
Tank protection control mode Vent mode in IAS (Laden mode) Vent mode in IAS (Ballast mode) Vent inhibit mode at W/H
This mode will override any other mode selected by the operator.
Emergency mode at W/H
When the criterion for opening of the vent valve is fulfilled, the system will select the valve to automatic and open it. When the pressure is reduced again the valve will be closed and left in manual.
To protect the cargo tanks from being under pressurized the LD compressor logic has two (2) tank pressure protection controllers; one for Ballast mode and one for Laden mode. The controller for the LD compressor shall limit the compressor capacity when the vapour header pressure falls below a set pressure of 30mbarG. The minimum capacity control for the LD compressor will be reset when the pressure increases up to 70mbarG.
Vent Mast
OPEN : 230 mbar CLOSED : 210 mbar
PT
When the vapour header pressure falls to 30mbarG, a FO Auto Backup signal will be sent to the burner management system (BMS) to start a FO burner. The FO Auto Backup signal will be reset when the pressure increases to 35mbarG. At Very Low cargo header pressure (20mbarG) a FO Boost Up signal will be sent to the boiler management system and the LD compressor stop sequence is initiated.
Vent Control H Valve
CG702 2. Manual Vent Inhibit
The ‘Ballast’ and ‘Laden’ mode controllers will limit the available BOG flow to the boilers when the cargo header pressure falls below a set pressure.
The manual vent inhibit mode is set with a push button in the wheelhouse. The vent valve will not be allowed to open and if open will be closed when this mode is selected.
4.2.2 Cargo Tank Vent Control
3. Auto Vent
Vent control valve is controlled from the IAS and has five modes of operation, depending of operator input and selected mode of GMS: -
Tank protection vent. Manual vent inhibit. Auto Vent Manual vent. Emergency Vent
Final Draft / 2007.12.28
MODE
ACTION Pv > 0.23barG Open valve Pv < 0.21barG : Close valve Pv > set point + 0.01bar: Open Pv < set point : Close Pv > set point + 0.01barG: Open Pv < set point – 0.01barG: Close Vent valve close except tank protection control Vent valve open regardless of any mode and control position selected.
4.2.3 Dump Control Steam dump has to be initiated manually by the operator by selecting the GMS in “Dump Mode”. “Dump Mode” cannot be enabled and will be disabled if the dump permissive is not fulfilled. Dump Permissive - One boiler has to be in FG or Dual Fuel mode. When the “Dump Mode” is enabled the new set point for the Ballast - or Laden – mode controller will either be the value of the cargo header pressure or the current controller set point at the time of enabling. The higher of these two will be chosen as the new set point, but the new set point can not be higher than 150mbarG. When the “Dump Mode” is disabled the controller set point will be put back to the set point it had before the “Dump Mode” was enabled.
When GMS is selected to Vent Mode, IAS controls the opening of the vent control valve according to the vapour header pressure while BOG is being routed to the engine room for burning in the boilers. In this mode the valve is left in Auto and manual operation of the valve is not available. The control philosophy for automatic operation is as follows: Open Valve - PV>=SP + 0.01 bar in Laden and Ballast Mode Close Valve - PV